Proposed Rule: Air Pollution Control New Motor Vehicles and Engines: Heavy-Duty Vehicle and Engine Standards Onboard Diagnostics Requirements

Wednesday,
January 24, 2007
Part II
Environmental
Protection Agency
40 CFR Part 86
Control of Air Pollution From New Motor
Vehicles and New Motor Vehicle
Engines—Heavy-Duty Vehicle and Engine
Standards; Onboard Diagnostic
Requirements; Proposed Rule
sroberts on PROD1PC70 with PROPOSALS
VerDate Aug<31>2005 19:18 Jan 23, 2007 Jkt 211001 PO 00000 Frm 00001 Fmt 4717 Sfmt 4717 E:\FR\FM\24JAP2.SGM 24JAP2
3200 Federal Register / Vol. 72, No. 15 / Wednesday, January 24, 2007 / Proposed Rules
ENVIRONMENTAL PROTECTION comments on the information collection www.regulations.gov index. Although

AGENCY provisions must be received by OMB on listed in the index, some information is
or before February 23, 2007. not publicly available, e.g., CBI or other
40 CFR Part 86 ADDRESSES: Submit your comments, information whose disclosure is
[OAR–2005–0047; FRL–8256–9] identified by Docket ID No. EPA–HQ– restricted by statute. Certain other
OAR–2005–0047, by one of the material, such as copyrighted material,
RIN 2060–AL92 following methods: will be publicly available only in hard
• http://www.regulations.gov: Follow copy. Publicly available docket
Control of Air Pollution From New
the on-line instructions for submitting materials are available either
Motor Vehicles and New Motor Vehicle
comments. electronically in http://
Engines; Regulations Requiring
• Mail: Onboard Diagnostic (OBD) www.regulations.gov or in hard copy at
Onboard Diagnostic Systems on 2010
Systems on 2010 and Later Heavy-Duty the Air Docket, EPA/DC, EPA West,
and Later Heavy-Duty Engines Used in
Highway Vehicles and Engines, Room B102, 1301 Constitution Ave.,
Highway Applications Over 14,000
Environmental Protection Agency, NW., Washington, DC. The Public
Pounds; Revisions to Onboard
Mailcode: 6102T, 1200 Pennsylvania Reading Room is open from 8:30 a.m. to
Diagnostic Requirements for Diesel
Ave., NW., Washington, DC, 20460, 4:30 p.m., Monday through Friday,
Highway Heavy-Duty Vehicles Under
Attention Docket ID No. EPA–HQ– excluding legal holidays. The telephone
14,000 Pounds
OAR–2005–0047. In addition, please number for the Public Reading Room is
AGENCY: Environmental Protection mail a copy of your comments on the (202) 566–1744, and the telephone
Agency (EPA). information collection provisions to the number for the Air Docket is (202) 566–
ACTION: Notice of proposed rulemaking. Office of Information and Regulatory 1742.
Affairs, Office of Management and
SUMMARY: In 2001, EPA finalized a new, Note: The EPA Docket Center suffered
Budget (OMB), Attn: Desk Officer for damage due to flooding during the last week
major program for highway heavy-duty EPA, 725 17th St. NW., Washington, DC
engines. That program, the Clean Diesel of June 2006. The Docket Center is
20503. continuing to operate. However, during the
Trucks and Buses program, will result Instructions: Direct your comments to cleanup, there will be temporary changes to
in the introduction of advanced Docket ID No. EPA–HQ–OAR–2005– Docket Center telephone numbers, addresses,
emissions control systems such as 0047. EPA’s policy is that all comments and hours of operation for people who wish
catalyzed diesel particulate filters (DPF) received will be included in the public to make hand deliveries or visit the Public
and catalysts capable of reducing docket without change and may be Reading Room to view documents. Consult
harmful nitrogen oxide (NOX) made available online at http:// EPA’s Federal Register notice at 71 FR 38147
emissions. This proposal would require www.regulations.gov, including any (July 5, 2006) or the EPA Web site at http://
that these advanced emissions control www.epa.gov/epahome/dockets.htm for
personal information provided, unless
systems be monitored for malfunctions current information on docket operations,
the comment includes information locations and telephone numbers. The
via an onboard diagnostic system (OBD), claimed to be Confidential Business Docket Center’s mailing address for U.S. mail
similar to those systems that have been Information (CBI) or other information and the procedure for submitting comments
required on passenger cars since the whose disclosure is restricted by statute. to www.regulations.gov are not affected by
mid-1990s. This proposal would require Do not submit information that you the flooding and will remain the same.
manufacturers to install OBD systems consider to be CBI or otherwise
that monitor the functioning of emission protected through http:// FOR FURTHER INFORMATION CONTACT: U.S.
control components and alert the www.regulations.gov or e-mail. The EPA, National Vehicle and Fuel
vehicle operator to any detected need http://www.regulations.gov Web site is Emissions Laboratory, Assessment and
for emission related repair. This an ‘‘anonymous access’’ system, which Standards Division, 2000 Traverwood
proposal would also require that means EPA will not know your identity Drive, Ann Arbor, MI 48105; telephone
manufacturers make available to the or contact information unless you (734) 214–4405, fax (734) 214–4816,
service and repair industry information provide it in the body of your comment. email sherwood.todd@epa.gov.
necessary to perform repair and If you send an e-mail comment directly
maintenance service on OBD systems SUPPLEMENTARY INFORMATION:
to EPA without going through http://
and other emission related engine www.regulations.gov your e-mail Regulated Entities
components. Lastly, this proposal address will be automatically captured
would revise certain existing OBD and included as part of the comment This action will affect you if you
requirements for diesel engines used in that is placed in the public docket and produce or import new heavy-duty
heavy-duty vehicles under 14,000 made available on the Internet. If you engines which are intended for use in
pounds. submit an electronic comment, EPA highway vehicles such as trucks and
DATES: If we do not receive a request for recommends that you include your buses, or produce or import such
a public hearing, written comments are name and other contact information in highway vehicles, or convert heavy-duty
due March 26, 2007. Requests for a the body of your comment and with any vehicles or heavy-duty engines used in
public hearing must be received by disk or CD–ROM you submit. If EPA highway vehicles to use alternative
February 8, 2007. If we do receive a cannot read your comment due to fuels.
request for a public hearing, we will technical difficulties and cannot contact The following table gives some
publish a notice in the Federal Register you for clarification, EPA may not be examples of entities that may have to
and on the Web at http://www.epa.gov/ able to consider your comment. follow the regulations. But because
obd/regtech/heavy.htm containing Electronic files should avoid the use of these are only examples, you should
details regarding the location, date, and special characters, any form of carefully examine the regulations in 40
time of the public hearing. In that case, encryption, and be free of any defects or CFR part 86. If you have questions, call
the public comment period would close viruses. the person listed in the FOR FURTHER
30 days after the public hearing. Under Docket: All documents in the docket INFORMATION CONTACT section of this
the Paperwork Reduction Act, are listed in the http:// preamble:
Federal Register / Vol. 72, No. 15 / Wednesday, January 24, 2007 / Proposed Rules 3201
Examples of potentially regulated

Category NAICS Codesa SIC Codesb entities
Industry ............................................ 336111 3711 Motor Vehicle Manufacturers; Engine and Truck Manufacturers.
336112
336120
Industry ............................................ 811112 7533 Commercial Importers of Vehicles and Vehicle Components.
811198 7549
541514 8742
Industry ............................................ 336111 3592 Alternative fuel vehicle converters.
336312 3714
422720 5172
454312 5984
811198 7549
541514 8742
541690 8931
aNorth American Industry Classification Systems (NAICS).
bStandard Industrial Classification (SIC) system code.
What Should I Consider as I Prepare • Make sure to submit your comments 4. Turbo Boost Control System Monitoring
My Comments for EPA? by the comment period deadline 5. Non-Methane Hydrocarbon (NMHC)
identified. Converting Catalyst Monitoring
Submitting CBI. Do not submit this 6. Selective Catalytic Reduction (SCR) and
information to EPA through Outline of this Preamble Lean NOX Catalyst Monitoring
www.regulations.gov or e-mail. Clearly 7. NOX Adsorber System Monitoring
I. Overview 8. Diesel Particulate Filter (DPF) System
mark the part or all of the information
A. Background Monitoring
that you claim to be CBI. For CBI B. What Is EPA Proposing?
information in a disk or CD ROM that 9. Exhaust Gas Sensor Monitoring
1. OBD Requirements for Engines Used in C. Monitoring Requirements and Timelines
you mail to EPA, mark the outside of the Highway Vehicles Over 14,000 Pounds for Gasoline/Spark-Ignition Engines
disk or CD ROM as CBI and then GVWR 1. Fuel System Monitoring
identify electronically within the disk or 2. Requirements That Service Information 2. Engine Misfire Monitoring
CD ROM the specific information that is Be Made Available 3. Exhaust Gas Recirculation (EGR)
claimed as CBI). In addition to one 3. OBD Requirements for Diesel Heavy- Monitoring
Duty Vehicles and Engines Used in 4. Cold Start Emission Reduction Strategy
complete version of the comment that
Vehicles Under 14,000 Pounds Monitoring
includes information claimed as CBI, a C. Why Is EPA Making This Proposal? 5. Secondary Air System Monitoring
copy of the comment that does not 1. Highway Engines and Vehicles 6. Catalytic Converter Monitoring
contain the information claimed as CBI Contribute to Serious Air Pollution 7. Evaporative Emission Control System
must be submitted for inclusion in the Problems Monitoring
public docket. Information so marked 2. Emissions Control of Highway Engines 8. Exhaust Gas Sensor Monitoring
will not be disclosed except in and Vehicles Depends on Properly D. Monitoring Requirements and Timelines
accordance with procedures set forth in Operating Emissions Control Systems for Other Diesel and Gasoline Systems
40 CFR part 2. 3. Basis for Action Under the Clean Air Act 1. Variable Valve Timing and/or Control
D. How Has EPA Chosen the Level of the (VVT) System Monitoring
Tips for Preparing Your Comments.
Proposed Emissions Thresholds? 2. Engine Cooling System Monitoring
When submitting comments, remember E. World Wide Harmonized OBD (WWH- 3. Crankcase Ventilation System
to: OBD) Monitoring
• Identify the rulemaking by docket F. Onboard Diagnostics for Diesel Engines 4. Comprehensive Component Monitors
number and other identifying Used in Nonroad Land-Based Equipment 5. Other Emissions Control System
information (subject heading, Federal 1. What Is the Baseline Nonroad OBD Monitoring
Register date and page number). System? 6. Exceptions to Monitoring Requirements
• Follow directions—The agency may 2. What Is The Appropriate Level of OBD E. A Standardized Method To Measure
ask you to respond to specific questions Monitoring for Nonroad Diesel Engines? Real World Monitoring Performance
or organize comments by referencing a 3. What Should the OBD Standardization 1. Description of Software Counters To
Features Be? Track Real World Performance
Code of Federal Regulations (CFR) part 4. What Are the Prospects and/or Desires 2. Proposed Performance Tracking
or section number. for International Harmonization of Requirements
• Explain why you agree or disagree; Nonroad OBD? F. Standardization Requirements
suggest alternatives and substitute II. What Are the Proposed OBD Requirements 1. Reference Documents
language for your requested changes. and When Would They Be Implemented? 2. Diagnostic Connector Requirements
• Describe any assumptions and A. General OBD System Requirements 3. Communications to a Scan Tool
provide any technical information and/ 1. The OBD System 4. Required Emissions Related Functions
or data that you used. 2. Malfunction Indicator Light (MIL) and 5. In-Use Performance Ratio Tracking
• If you estimate potential costs or Diagnostic Trouble Codes (DTC) Requirements
burdens, explain how you arrived at 3. Monitoring Conditions 6. Exceptions to Standardization
your estimate in sufficient detail to 4. Determining the Proper OBD Requirements
Malfunction Criteria G. Implementation Schedule, In-Use
allow for it to be reproduced.
B. Monitoring Requirements and Timelines Liability, and In-Use Enforcement

• Provide specific examples to for Diesel-Fueled/Compression-Ignition 1. Implementation Schedule and In-Use
illustrate your concerns, and suggest Engines Liability Provisions
alternatives. 1. Fuel System Monitoring 2. In-Use Enforcement
• Explain your views as clearly as 2. Engine Misfire Monitoring H. Proposed Changes to the Existing 8,500
possible, avoiding the use of profanity 3. Exhaust Gas Recirculation (EGR) System to 14,000 Pound Diesel OBD
or personal threats. Monitoring Requirements
1. Selective Catalytic Reduction and Lean Information for Scan Tools for I. Overview
NOX Catalyst Monitoring Equipment and Tool Companies?
2. NOX Adsorber System Monitoring 7. What Requirements Are Being Proposed A. Background
3. Diesel Particulate Filter System for the Availability of OEM—Specific Section 202(m) of the CAA, 42 U.S.C.
Monitoring Diagnostic Scan Tools and Other Special 7521(m), directs EPA to promulgate
4. NMHC Converting Catalyst Monitoring Tools? regulations requiring 1994 and later
5. Other Monitors 8. Which Reference Materials Are Being
6. CARB OBDII Compliance Option and model year light-duty vehicles (LDVs)
Proposed for Incorporation by Reference? and light-duty trucks (LDTs) to contain
Deficiencies V. What Are the Emissions Reductions
I. How Do the Proposed Requirements an OBD system that monitors emission-
Associated With the Proposed OBD related components for malfunctions or
Compare to California’s?
Requirements?
III. Are the Proposed Monitoring deterioration ‘‘which could cause or
Requirements Feasible? VI. What Are the Costs Associated With the
result in failure of the vehicles to
A. Feasibility of the Monitoring Proposed OBD Requirements?
A. Variable Costs for Engines Used in
comply with emission standards
Requirements for Diesel/Compression- established’’ for such vehicles. Section
Ignition Engines Vehicles Over 14,000 Pounds
B. Fixed Costs for Engines Used in 202(m) also states that, ‘‘The
1. Fuel System Monitoring
2. Engine Misfire Monitoring Vehicles Over 14,000 Pounds Administrator may, in the
3. Exhaust Gas Recirculation (EGR) C. Total Costs for Engines Used in Vehicles Administrator’s discretion, promulgate
Monitoring Over 14,000 Pounds regulations requiring manufacturers to
4. Turbo Boost Control System Monitoring D. Costs for Diesel Heavy-Duty Vehicles install such onboard diagnostic systems
5. Non-Methane Hydrocarbon (NMHC) and Engines Used in Heavy-Duty on heavy-duty vehicles and engines.’’
Converting Catalyst Monitoring Vehicles Under 14,000 Pounds On February 19, 1993, we published
6. Selective Catalytic Reduction (SCR) and VII. What are the Updated Annual Costs and a final rule requiring manufacturers of
NOX Conversion Catalyst Monitoring Costs per Ton Associated With the 2007/ light-duty applications to install such
7. NOX Adsorber Monitoring 2010 Heavy-Duty Highway Program? OBD systems on their vehicles
8. Diesel Particulate Filter (DPF) A. Updated 2007 Heavy-Duty Highway beginning with the 1994 model year (58
Monitoring Rule Costs Including OBD
9. Exhaust Gas Sensor Monitoring FR 9468). The OBD systems must
B. Updated 2007 Heavy-Duty Highway monitor emission control components
B. Feasibility of the Monitoring
Rule Costs Per Ton Including OBD for any malfunction or deterioration that
Requirements for Gasoline/Spark-
VIII. What Are the Requirements for Engine could cause exceedance of certain
Ignition Engines
1. Fuel System Monitoring Manufacturers? emission thresholds. The regulation also
A. Documentation Requirements
2. Engine Misfire Monitoring required that the driver be notified of
3. Exhaust Gas Recirculation (EGR) B. Catalyst Aging Procedures
any need for repair via a dashboard
Monitoring C. Demonstration Testing
1. Selection of Test Engines
light, or malfunction indicator light
4. Cold Start Emission Reduction Strategy (MIL), when the diagnostic system
Monitoring 2. Required Testing
3. Testing Protocol detected a problem. We also allowed
5. Secondary Air System Monitoring
6. Catalytic Converter Monitoring 4. Evaluation Protocol optional compliance with California’s
7. Evaporative System Monitoring 5. Confirmatory Testing second phase OBD requirements,
8. Exhaust Gas Sensor Monitoring D. Deficiencies referred to as OBDII (13 CCR 1968.1), for
C. Feasibility of the Monitoring E. Production Evaluation Testing purposes of satisfying the EPA OBD
Requirements for Other Diesel and 1. Verification of Standardization requirements. Since publishing the 1993
Gasoline Systems Requirements OBD final rule, EPA has made several
1. Variable Valve Timing and/or Control 2. Verification of Monitoring Requirements revisions to the OBD requirements, most
(VVT) System Monitoring 3. Verification of In-Use Monitoring of which served to align the EPA OBD
2. Engine Cooling System Monitoring Performance Ratios requirements with revisions to the
3. Crankcase Ventilation System IX. What Are the Issues Concerning California OBDII requirements (13 CCR
Monitoring Inspection and Maintenance Programs?
4. Comprehensive Component Monitoring 1968.2).
A. Current Heavy-Duty I/M Programs On August 9, 1995, EPA published a
IV. What Are the Service Information B. Challenges for Heavy-Duty I/M
Availability Requirements? final rulemaking that set forth service
C. Heavy-Duty OBD and I/M
A. What Is the Important Background information regulations for light-duty
X. Statutory and Executive Order Reviews
Information for the Proposed Service A. Executive Order 12866: Regulatory
vehicles and light-duty trucks (60 FR
Information Provisions? Planning and Review 40474). These regulations, in part,
B. How Do the Below 14,000 Pound and B. Paperwork Reduction Act required each Original Equipment
Above 14,000 Pounds Aftermarket C. Regulatory Flexibility Act (RFA), as Manufacturer (OEM) to do the
Service Industry Compare? following: (1) List all of its emission-
Amended by the Small Business
C. What Provisions Are Being Proposed for related service and repair information
Regulatory Enforcement Fairness Act of
Service Information Availability?
1. What Information Is Proposed To Be
1996 (SBREFA), 5 U.S.C. 601 et. seq. on a Web site called FedWorld
Made Available by OEMs? D. Unfunded Mandates Reform Act (including the cost of each item and
2. What Are the Proposed Requirements for E. Executive Order 13132: Federalism where it could be purchased); (2) either
Web-Based Delivery of the Required F. Executive Order 13175: Consultation provide enhanced information to
Information? and Coordination With Indian Tribal equipment and tool companies or make
3. What Provisions Are Being Proposed for Governments its OEM-specific diagnostic tool
Service Information for Third Party G. Executive Order 13045: Protection of
available for purchase by aftermarket
Information Providers? Children From Environmental Health
technicians, and (3) make
4. What Requirements Are Being Proposed and Safety Risks

H. Executive Order 13211: Actions That reprogramming capability available to
for the Availability of Training
Information? Significantly Affect Energy Supply, independent service and repair
5. What Requirements Are Being Proposed Distribution, or Use professionals if its franchised
for Reprogramming of Vehicles? I. National Technology Transfer dealerships had such capability. These
6. What Requirements Are Being Proposed Advancement Act requirements are intended to ensure that
for the Availability of Enhanced XI. Statutory Provisions and Legal Authority aftermarket service and repair facilities
have access to the same emission- like highway engines, a major source of converter is the primary emission
related service information, in the same NOX and particulate matter (PM) control feature accounting for over 95
or similar manner, as that provided by emissions, and the diesel engines used percent of the emission control. We
OEMs to their franchised dealerships. in nonroad equipment are essentially believe that monitoring the emission
These service information availability the same as those used in heavy-duty control system for proper operation is
requirements have been revised since highway trucks. Further, new critical to ensure that new vehicles and
that first final rule in response to regulations applicable to nonroad diesel engines certified to the very low
changing technology among other engines will result in the introduction of emission standards set in recent years
reasons. (68 FR 38428) advanced emissions control systems like continue to meet those standards
In October of 2000, we published a those expected for highway diesel throughout their full useful life.
final rule requiring OBD systems on engines. (69 FR 38958) Therefore, Further, the industry trend is clearly
heavy-duty vehicles and engines up to having OBD systems and OBD toward increasing use of computer and
14,000 pounds GVWR (65 FR 59896). In regulations for nonroad engines seems electronic controls for both engine and
that rule, we expressed our intention of to be a natural progression from the powertrain management, and for
developing OBD requirements in a proposed requirements for heavy-duty emission control. In fact, the heavy-duty
future rule for vehicles and engines highway engines. We discuss this issue industry has already gone a long way,
used in vehicles over 14,000 pounds. in greater detail in section I of this absent any government regulation, to
We expressed this same intention in our preamble with the goal of soliciting standardize computer communication
2007HD highway final rule (66 FR 5002) public comment regarding how we protocols.2 Computer and electronic
which established new heavy-duty should proceed with respect to nonroad control systems, as opposed to
highway emissions standards for 2007 OBD. mechanical systems, provide
and later model year engines. In June of improvements in many areas including,
2003, we published a final rule B. What Is EPA Proposing? but not limited to, improved precision
extending service information 1. OBD Requirements for Engines Used and control, reduced weight, and lower
availability requirements to heavy-duty in Highway Vehicles Over 14,000 cost. However, electronic and computer
vehicles and engines weighing up to Pounds GVWR controls also create increased difficulty
14,000 pounds GVWR. We declined in diagnosing and repairing the
We believe that OBD requirements malfunctions that inevitably occur in
extending these requirements to engines should be extended to include over
above 14,000 pounds GVWR at least any engine or powertrain system.
14,000 pound heavy-duty vehicles and Today’s proposed OBD requirements
until such engines are subject to OBD engines for many reasons. In the past,
requirements. would build on the efforts already
heavy-duty diesel engines have relied undertaken by the industry to ensure
On January 18, 2001, EPA established
primarily on in-cylinder modifications that key emissions related components
a comprehensive national control
to meet emission standards. For will be monitored in future heavy-duty
program—the Clean Diesel Truck and
example, emission standards have been vehicles and engines and that the
Bus program—that regulates the heavy-
met through changes in fuel timing, diagnosis and repair of those
duty vehicle and its fuel as a single
piston design, combustion chamber components will be as efficient and cost
system. (66 FR 5002) As part of this
design, charge air cooling, use of four effective as possible.
program, new emission standards will
valves per cylinder rather than two Lastly, heavy-duty engines and, in
begin to take effect in model year 2007
valves, and piston ring pack design and particular, diesel engines tend to have
and will apply to heavy-duty highway
location improvements. In contrast, the very long useful lives. With age comes
engines and vehicles. These standards
2004 and 2007 emission standards deterioration and a tendency toward
are based on the use of high-efficiency
represent a different sort of increasing emissions. With the OBD
catalytic exhaust emission control
technological challenge that are being systems proposed today, we expect that
devices or comparably effective
met with the addition of exhaust gas these engines will continue to be
advanced technologies. Because these
recirculation (EGR) systems and the properly maintained and therefore will
devices are damaged by sulfur, the
addition of exhaust aftertreatment continue to emit at low emissions levels
regulation also requires the level of
devices such as diesel particulate filters even after accumulating hundreds of
sulfur in highway diesel fuel be reduced
(DPF), sometimes called PM traps, and thousands and even a million miles.
by 97 percent.1
NOX catalysts. Such ‘‘add on’’ devices For the reasons laid out above, most
Today’s action proposes new OBD
requirements for highway engines used can experience deterioration and manufacturers of vehicles, trucks, and
in vehicles greater than 14,000 pounds. malfunction that, unlike the engine engines have incorporated some type of
Today’s action also proposes new design elements listed earlier, may go OBD system into their products that are
availability requirements for emission- unnoticed by the driver. Because capable of identifying when certain
related service information that will deterioration and malfunction of these types of malfunctions occur, and in
make this information more widely devices can go unnoticed by the driver, what systems. In the heavy-duty
available to the industry servicing and because their primary purpose is industry, those OBD systems
vehicles over 14,000 pounds. emissions control, and because the level traditionally have been geared toward
In addition to these proposed of emission control is on the order of 50
requirements and changes, we are to 99 percent, some form of diagnosis 2 See ‘‘On-Board Diagnostics, A Heavy-Duty
seeking comment on possible future and malfunction detection is crucial. Perspective,’’ SAE 951947; ‘‘Recommended Practice
We believe that such detection can be for a Serial Control and Communications Vehicle
regulations that would require OBD Network,’’ SAE J1939 which may be obtained from
effectively achieved by employing a
systems on heavy-duty diesel engines Society of Automotive Engineers International, 400

used in nonroad equipment. Diesel well designed OBD system. Commonwealth Dr., Warrendale, PA, 15096–0001;
engines used in nonroad equipment are, The same is true for gasoline heavy- and ‘‘Road Vehicles-Diagnostics on Controller Area
duty vehicles and engines. While Network (CAN)—Part 4: Requirements for emission-
related systems,’’ ISO 15765–4:2001 which may be
1 Note that the 2007HD highway rule contained emission control is managed with both obtained from the International Organization for
new emissions standards for gasoline engines as engine design elements and Standardization, Case Postale 56, CH–1211 Geneva
well as diesel engines. aftertreatment devices, the catalytic 20, Switzerland.
detecting malfunctions causing 3. OBD Requirements for Diesel Heavy- In the 2007HD highway final rule, we
drivability and/or fuel economy related Duty Vehicles and Engines Used in estimated that, by 2007, heavy-duty
problems. Without specific Vehicles Under 14,000 Pounds trucks and buses would account for
requirements for manufacturers to about 28 percent of nitrogen oxides
We are also proposing some changes emissions and 20 percent of particulate
include OBD mechanisms to detect to the existing diesel OBD requirements
emission-related problems, those types matter emissions from mobile sources.
for heavy-duty applications under In some urban areas, the contribution is
of malfunctions that could result in high 14,000 pounds (i.e., 8,500 to 14,000
emissions without a corresponding even greater. The 2007HD highway
pounds). Some of these changes are program will reduce particulate matter
adverse drivability or fuel economy being proposed for the 2007 and later
impact could go unnoticed by both the and oxides of nitrogen emissions from
model years (i.e., for immediate heavy-duty engines by 90 percent and
driver and the repair technician. The implementation) because we believe 95 percent below current standard
resulting increase in emissions and that some of the requirements that we levels, respectively. In order to meet
detrimental impact on air quality could currently have in place for 8,500 to these more stringent standards for diesel
be avoided by incorporating an OBD 14,000 pound applications cannot be engines, the program calls for a 97
system capable of detecting emission met by diesels without granting percent reduction in the sulfur content
control system malfunctions. widespread deficiencies to industry. of diesel fuel. As a result, diesel
Other changes are being proposed for vehicles will achieve gasoline-like
2. Requirements That Service the 2010 and later model years since
Information Be Made Available exhaust emission levels. We have also
they represent an increase in the established more stringent standards for
We are proposing that makers of stringency of our current OBD heavy-duty gasoline vehicles, based in
engines that go into vehicles over 14,000 requirements and, therefore, some part on the use of the low sulfur
leadtime is necessary for manufacturers gasoline that will be available when the
pounds make available to any person
to comply. All of the changes being standards go into effect.
engaged in repair or service all
proposed for 8,500 to 14,000 pound
information necessary to make use of diesel applications would result in OBD 2. Emissions Control of Highway
the OBD systems and for making emissions thresholds identical, for all Engines and Vehicles Depends on
emission-related repairs, including any practical purposes, to the OBD Properly Operating Emissions Control
emissions-related information that is thresholds being proposed for over Systems
provided by the OEM to franchised 14,000 pound applications. The emissions reductions and
dealers. This information includes, but resulting health and welfare benefits of
is not limited to, manuals, technical C. Why Is EPA Making This Proposal?
the 2007HD highway program will be
service bulletins (TSBs), a general 1. Highway Engines and Vehicles dramatic when fully implemented. By
description of the operation of each Contribute to Serious Air Pollution 2030, the program will reduce annual
OBD monitor, etc. We discuss the Problems emissions of nitrogen oxides,
proposed requirements further in nonmethane hydrocarbons, and
The pollution emitted by heavy-duty particulate matter by a projected 2.6
section IV of this preamble.
highway engines contributes greatly to million, 115,000 and 109,000 tons,
The proposed requirements are our nation’s continuing air quality
similar to those required currently for respectively. However, to realize those
problems. Our 2007HD highway rule large emission reductions and health
all 1996 and newer light-duty vehicles was designed to address these serious benefits, the emission control systems
and light-duty trucks and 2005 and air quality problems. These problems on heavy-duty highway engines and
newer heavy-duty applications up to include premature mortality, vehicles must continue to provide the
14,000 pounds. While EPA understands aggravation of respiratory and 90 to 95 percent emission control
that there may be some differences cardiovascular disease, aggravation of effectiveness throughout their operating
between aftermarket service for the existing asthma, acute respiratory life. Today’s proposed OBD
under 14,000 pound and over 14,000 symptoms, chronic bronchitis, and requirements will help to ensure that
pound applications, we believe that any decreased lung function. Numerous emission control systems continue to
such differences would not substantially studies also link diesel exhaust to operate properly by detecting when
affect the implementation of such increased incidence of lung cancer. We those systems malfunction, by then
requirements and that, therefore, it is believe that diesel exhaust is likely to be notifying the driver that a problem
reasonable to use EPA’s existing service carcinogenic to humans by inhalation exists that requires service and, lastly,
information regulations as a basis for and that this cancer hazard exists for by informing the service technician
proposing service information occupational and environmental levels what the problem is so that it can be
requirements for the over 14,000 pound of exposure. properly repaired.
arena. See section IV for a complete Our 2007HD highway rule will
regulate the heavy-duty vehicle and its 3. Basis for Action Under the Clean Air
discussion of the service information Act
provisions being proposed for the fuel as a single system. As part of this
program, new emission standards will Section 202(m) of the CAA, 42 U.S.C.
availability of over 14,000 pound
begin to take effect in model year 2007 7521(m), directs EPA to promulgate
service information.
and phase-in through model year 2010, regulations requiring 1994 and later
Note that information for making and will apply to heavy-duty highway model year light-duty vehicles (LDVs)
emission-related repairs does not engines and vehicles. These standards and light-duty trucks (LDTs) to contain
include information used to design and are based on the use of high-efficiency an OBD system that monitors emission-
manufacture parts, but it may include catalytic exhaust emission control related components for malfunctions or
OEM changes to internal calibrations devices or comparably effective deterioration ‘‘which could cause or
and other indirect information, as advanced technologies and a cap on the result in failure of the vehicles to
discussed in section IV. allowable sulfur content in both diesel comply with emission standards
fuel and gasoline. established’’ for such vehicles. Section
202(m) also states that, ‘‘The present our case for the technological process to permit all regions of the
Administrator may, in the feasibility of the thresholds. In world to jointly develop global technical
Administrator’s discretion, promulgate summary, we believe that the thresholds regulations without required mutual
regulations requiring manufacturers to we are proposing are, while challenging, recognition of approvals or designated
install such onboard diagnostic systems technologically feasible in the 2010 and compliance and enforcement. The
on heavy-duty vehicles and engines.’’ later timeframe. We have carefully United States is a signatory of the 1998
Section 202(m)(5) of the CAA states considered monitoring system Global Agreement (1998 Agreement),
that the Administrator shall require capability, sensor capability, emissions and EPA has responsibility for
manufacturers to, ‘‘provide promptly to measurement capability, test-to-test representing the U.S. with respect to
any person engaged in the repairing or variability and, perhaps most environmental issues within WP.29 as
servicing of motor vehicles or motor importantly, the manufacturers’ they pertain to the 1998 Agreement.
vehicle engines * * * with any and all engineering and test cell resources and During the one-hundred-and-twenty-
information needed to make use of the have arrived at thresholds we believe sixth session of WP.29 of March 2002,
emission control diagnostics system can be met on one engine family per the Executive Committee (AC.3) of the
prescribed under this subsection and manufacturer in the 2010 model year 1998 Global Agreement (1998
such other information including and on all engine families by the 2013 Agreement) adopted a Programme of
instructions for making emission related model year. Work, which includes the development
diagnosis and repairs.’’ We believe that the proposed of a Global Technical Regulation (GTR)
thresholds strike the proper balance concerning onboard diagnostic systems
D. How Has EPA Chosen the Level of the
between environmental protection, OBD for heavy-duty vehicles and engines. An
Proposed Emissions Thresholds?
and various sensor capabilities, and informal working group—the WWH–
The OBD emissions thresholds that avoidance of repairs whose costs could OBD working group—was established to
we are proposing are summarized in be high compared to their emission develop the GTR. The working group
Tables II.B–1, II.C–1, II.H–1 and II.H–2. control results. One must keep in mind was instructed that the OBD system
These tables show the actual threshold that increasingly stringent OBD should detect failures from the engine
levels and how they relate to current thresholds (i.e., OBD detection at lower itself, as well as from the exhaust
emissions standards. Here, we wish to emissions levels) may lead to more aftertreatment systems fitted
summarize how we chose those durable emission controls due to a downstream of the engine, and from the
proposed thresholds. First, it is manufacturer’s desire to avoid the package of information exchanged
important to note that OBD is more than negative impression given their product between the engine electronic control
emissions thresholds. In fact, most OBD upon an OBD detection. Such an unit(s) and the rest of vehicle and/or
monitors are not actually tied to an outcome would result in lower powertrain. The working group was also
emissions threshold. Instead, they fleetwide emissions while increasing instructed to base the OBD requirements
monitor the performance of a given costs to manufacturers. However, on the technologies expected to be
component or system and evaluate that increasingly stringent OBD thresholds industrially available at the time the
performance based on electrical may also lead to more OBD detections GTR would be enforced, and to take into
information (e.g., voltage within proper and more OBD induced repairs and, account both the expected state of
range) or temperature information (e.g., perhaps, many OBD induced repairs for electronics in the years 2005–2008 and
temperature within range), etc. Such malfunctions having little impact on the expected newest engine and
monitors often detect malfunctions well emissions. Such an outcome would aftertreatment technologies.
before emissions are seriously result in lower fleetwide emissions In November 2003, AC.3 further
compromised. Nonetheless, emissions while increasing costs to both directed the working group to structure
thresholds are a critical element to OBD manufacturers and truck owners. the GTR in such a manner as to enable
requirements since some components its future extension to other functions of
and systems, most notably any E. World Wide Harmonized OBD the vehicle. In so doing, AC.3 did not
aftertreatment devices, cannot be (WWH–OBD) revise the scope of the task given to the
monitored in simple electrical or Within the United Nations (UN), the working group (i.e., the scope remained
temperature related terms. Instead, their World Forum for Harmonization of emissions-related heavy-duty OBD). As
operating characteristics can be Vehicle Regulations (WP.29) a result, the GTR is structured such that
measured and correlated to an administers the 1958 Geneva Agreement OBD monitoring and communications
emissions impact. This way, when those (1958 Agreement) to facilitate the could be extended to other systems such
operating characteristics are detected, adoption of uniform conditions of as vehicle safety systems. This has been
an unacceptable emissions increase can approval and reciprocal recognition of achieved by dividing the GTR into a set
be inferred and a malfunction can be approval for motor vehicle equipment of generic OBD requirements to be
noted to the driver. and parts. As a result, WP.29 has followed by specific OBD requirements
Part of the challenge in establishing responsibility for vehicle regulations concerning any future desired OBD
OBD requirements is determining the within Europe and, indirectly, many systems. The generic OBD requirements
point—the OBD threshold—at which an countries outside of Europe that have contain definitions and other OBD
unacceptable emissions increase has voluntarily adopted the WP.29 regulatory elements that are meant to be
occurred that is detectable by the best regulations. The United States was applicable throughout the GTR and all
available OBD technology. Two factors never a party to the 1958 Agreement, of its modules, annexes, and
have gone into our determination of the but EPA has monitored the WP.29 appendices. This generic section is
emissions thresholds we are proposing: regulations developed under the 1958 followed by the first specific OBD
technological feasibility; and the costs Agreement and we have benefited from section—emission-related OBD—which
and emissions reductions associated a reciprocal consultative relationship contains definitions and OBD regulatory
with repairs initiated as a result of with our European counterparts. More elements specific to emissions-related
malfunctions found by OBD systems. recently, WP.29 took on the OBD.
The first of these factors is discussed in responsibility of administering the 1998 EPA has been active in the WWH–
more detail in section III where we Global Agreement that established a OBD working group for more than three
years. Because that group has been equipment. The pollution emitted by notice to the public with the goal of
developing a regulation at the same time diesel nonroad engines contributes soliciting public comment regarding
that we have been developing the greatly to our nation’s continuing air how we should proceed with respect to
requirements in this proposal, our quality problems. Our recent Nonroad nonroad OBD. This section presents
proposed OBD requirements are Tier 4 rulemaking was designed to issues we have identified and solicits
consistent, for the most part, with the address these serious air quality comment. We also welcome comment
current efforts of the WWH–OBD group. problems from land-based diesel with respect to other issues we have not
The WWH–OBD working group engines. (69 FR 38958) Like with diesel addressed here, such as service
submitted a draft GTR as a formal highway emissions, these problems information availability.
document in March of 2006. During the include premature mortality,
months immediately following, the aggravation of respiratory and 1. What Is the Baseline Nonroad OBD
WWH–OBD working group has made cardiovascular disease, aggravation of System?
final revisions to the GTR and will existing asthma, acute respiratory We know that highway diesel engines
submit it to WP.29 for consideration. If symptoms, chronic bronchitis, and already use a sophisticated level of OBD
approved by WP.29 and adopted as a decreased lung function. And, as noted system. For nonroad diesel engines in
formal global technical regulation, we above, we believe that diesel exhaust is the 200 to 600 horsepower range—i.e.,
would intend to propose any revisions likely to be carcinogenic to humans by the typical range of highway engines—
to our OBD regulations that might be inhalation and that this cancer hazard are the current OBD system identical to
necessary to make them consistent with exists for occupational and their highway counterparts? How would
WWH–OBD.3 environmental levels of exposure. the proposed highway OBD
The latest version of the draft WWH– In our preamble to the Nonroad Tier requirements change this, if at all? Do
OBD GTR has been placed in the docket 4 final rule, we estimated that, absent diesel engines outside the range typical
for this rule.4 While it is not yet a final the nonroad Tier 4 standards, by 2020, of highway engines use OBD?
document, we are nonetheless land based nonroad diesel engines
interested in comments regarding the would account for as much as 70 2. What Is the Appropriate Level of OBD
current version. More specifically, we percent of the diesel mobile source PM Monitoring for Nonroad Diesel Engines?
are interested in comments regarding inventory. As part of our nonroad Tier
any possible inconsistencies between The proposed OBD requirements for
4 program, new emission standards will
the requirements of the draft GTR and highway engines are very
begin to take effect in calendar year
the requirements being proposed today. 2011 that are based on the use of high- comprehensive and would result in
We believe that if such inconsistencies efficiency catalytic exhaust emission virtually every element of the emissions
exist, they are minor. WWH–OBD control devices or comparably effective control system being monitored. Is this
provides a framework for nations to advanced technologies. As with our appropriate for nonroad diesel engines?
establish a heavy-duty OBD program. It 2007HD highway program, a cap is also And to what degree should such
has the potential to result in similar included on the allowable sulfur monitoring be required? The emissions
OBD systems, but the WWH–OBD GTR content in nonroad diesel fuel. thresholds proposed for highway
must fit into the context of any The diesel engines used in nonroad engines will push OBD and sensor
country’s existing heavy-duty emissions land-based equipment are, in certain technology beyond where it is today
regulations. For example, at this time, horsepower ranges, often essentially the because of their stringency. Is a similar
the draft GTR does not specify same as those used in heavy-duty level of stringency appropriate for
emissions threshold levels, highway trucks. In other horsepower nonroad engines? Should emissions
implementation dates, or phase-in ranges—e.g., very large nonroad thresholds analogous to those presented
schedules. As such, our proposal today machines with engines having more in Table II.B–1 of this preamble even be
is much more detailed than the draft than 1,500 horsepower—the engine is a part of any potential nonroad OBD
WWH–OBD GTR, but we believe there quite different. Such differences can requirements or should nonroad OBD
exist no major inconsistencies between include the addition of cylinders and rely more heavily on comprehensive
the two regulations. turbo chargers among other things. component monitoring as discussed in
Notably, the new nonroad Tier 4 section II.D.4 of this preamble? This
F. Onboard Diagnostics for Diesel latter question is particularly
regulations will result in the
Engines Used in Nonroad Land-Based compelling given the incredibly broad
introduction of advanced emissions
Equipment range of operating characteristics for
control systems on nonroad land-based
We are also considering regulations— equipment; those advanced emissions nonroad equipment. Similar to the issue
although we are not making any control systems will be the same type of of emissions thresholds, certain aspects
proposals today—that would require systems as those expected for highway of the proposed highway OBD
OBD systems on heavy-duty diesel diesel engines. requirements carry with them serious
engines used in nonroad land-based Therefore, having OBD systems and concerns given the range of use for
OBD regulations for nonroad diesel heavy-duty highway trucks (line-haul
3 Note that, while the WWH–OBD GTR is
engines seems to be a natural trucks versus garbage trucks versus
consistent with many of the specific requirements progression from the proposed urban delivery trucks, etc.). As
we are proposing, it is not currently as
comprehensive as our proposal (e.g., it does not requirements for heavy-duty highway discussed in various places in section II
contain the same level of detail with respect to engines. Nonetheless, we believe that of this preamble, this broad range of
certification requirements and enforcement there are differences between nonroad uses makes it difficult for manufacturers
provisions). For that reason, at this time, we do not
equipment and highway applications, to design a single approach that would,
believe that the GTR would fully replace what we

are proposing today. and differences between the nonroad for example, ensure frequent monitoring
4 ‘‘Revised Proposal for New Draft Global market and the highway market such events on all possible applications. This
Technical Regulation (gtr): Technical Requirements that proposing the same OBD difficulty could be even more
for On-Board Diagnostic Systems (OBD) for Road
Vehicles;’’ ECE/TRANS/WP.29/GRPE/2006/8/Rev.1;
requirements for nonroad as for pronounced in the nonroad industry
March 27, 2006, Docket ID# EPA–HQ–OAR–2005– highway may not be appropriate. given the greater number of possible
0047–0004. Therefore, we are providing advance applications.
We request comment regarding what of the proposed OBD program. While capability of the engine, and sales
any potential nonroad OBD monitoring their engines already incorporate OBD volume.
requirements should look like. More systems, those systems are generally less
2. Malfunction Indicator Light (MIL)
specifically, we request comment comprehensive and do not monitor the
and Diagnostic Trouble Codes (DTC)
regarding the inclusion of emissions emission control system in the ways we
thresholds versus relying solely on are proposing. Additionally, the Upon detecting a malfunction within
comprehensive component monitoring. proposed OBD requirements represent a the emission control system,5 the OBD
From commenters in favor of emissions new set of technological requirements system must make some indication to
thresholds, we request details regarding and a new set of certification the driver so that the driver can take
the appropriate level of emissions requirements for the industry in action to get the problem repaired. The
thresholds including data and strong addition to the 2007HD highway proposal would require that a dashboard
engineering analyses for/against the program and its challenging emission malfunction indicator light (MIL) be
suggested level. We request comment standards for PM and NOX and other illuminated to inform the driver that a
regarding the comprehensiveness of pollutants. As a result, we believe the problem exists that needs attention.
monitoring (i.e., the entire emissions monitoring requirements and timelines Upon illumination of the MIL, the
control system, aftertreatement devices outlined in this section appropriately proposal would require that a diagnostic
only, feedback control systems only, weigh the need for OBD monitors on the trouble code (DTC) be stored in the
etc.). emission control system and the need to engine’s computer that identifies the
gain experience with not only those detected malfunction. This DTC would
3. What Should the OBD then be read by a service technician to
Standardization Features Be? monitors but also the newly or recently
added emission control hardware. assist in making the necessary repair.
Should nonroad OBD include a Because the MIL is meant to inform
requirement for a dedicated, OBD-only We request comment on all aspects of the driver of a detected malfunction, we
malfunction indicator light? Should the requirements laid out in this section are proposing that the MIL be located on
nonroad OBD require specific and throughout this preamble. As the driver’s side instrument panel and
communication protocols for discussed in Section IX, we are also be of sufficient illumination and
communication of onboard information interested in comments concerning state location to be readily visible under all
to offboard devices and scan tools? run HDOBD-based inspection and lighting conditions. We are proposing
What should those protocols be? What maintenance (I/M) programs, the level that the MIL be amber (yellow) in color
are the needs of the nonroad service of interest in such programs, and when illuminated because yellow is
industry with respect to standardization comments concerning the suitability of synonymous with the notion of a
of onboard to offboard communications? today’s proposed OBD requirements ‘‘cautionary warning’’; the use of red for
toward facilitating potential HDOBD I/ the MIL would be strictly prohibited
4. What Are the Prospects and/or M programs in the future. because red signifies ‘‘danger’’ which is
Desires for International Harmonization not the proper message for malfunctions
of Nonroad OBD? A. General OBD System Requirements
detected according to today’s proposal.
Nonroad equipment is perhaps the 1. The OBD System Further, we are proposing that, when
most international of all mobile source illuminated, the MIL display the
We are proposing that the OBD International Standards Organization
equipment. Land based nonroad
system be designed to operate for the (ISO) engine symbol because this
equipment, while not as much so as
actual life of the engine in which it is symbol has become accepted after 10
marine equipment, tends to be designed,
installed. Further, the OBD system years of light-duty OBD as a
produced, marketed, and sold to a world
cannot be programmed or otherwise communicator of engine and emissions
market to a greater extent than is
designed to deactivate based on age system related problems. We are also
highway equipment. Given that, is there
and/or mileage of the vehicle during the proposing that there be only one MIL
a sense within the nonroad industry that
actual life of the engine. This used to indicate all malfunctions
international harmonization is
requirement is not intended to alter detected by the OBD system on a single
important? Imperative? Is the proper
existing law and enforcement practice vehicle. We believe this is important to
avenue for putting into place nonroad
regarding a manufacturer’s liability for avoid confusion over multiple lights
OBD regulations the WWH–OBD
an engine beyond its regulatory useful and, potentially, multiple
process discussed above? If so, is
life, except where an engine has been interpretations of those lights.
industry prepared to play a role in
programmed or otherwise designed so Nonetheless, we seek comment on this
developing a nonroad OBD element to
that an OBD system deactivates based limitation to one dedicated MIL to
the WWH–OBD document? Are other
on age and/or mileage of the engine. communicate emissions-related
government representatives prepared to
do so? We are also proposing that computer malfunctions. We also seek comment on
coded engine operating parameters not the requirement that the MIL be amber
II. What Are the Proposed OBD be changeable without the use of in color since some trucks may use
Requirements and When Would They specialized tools and procedures (e.g. liquid crystal display (LCD) panels to
Be Implemented? soldered or potted computer display dashboard information and
The following subsections describe components or sealed (or soldered) some such panels are monochromic and
our proposed OBD monitoring computer enclosures). Upon unable to display color.
requirements and the timelines for their Administrator approval, certain product We are also interested in comments
implementation. The requirements are lines may be exempted from this regarding the malfunction indicator
indicative of our goal for the program requirement if those product lines can light and the symbol displayed to
which is a set of OBD monitors that be shown to not need such protections.
5 What constitutes a ‘‘malfunction’’ for over
provide robust diagnosis of the emission In making the approval decision, the
14,000 pound applications under today’s proposal
control system. Our intention is to Administrator will consider such things is covered in section II.B for diesel engines, section
provide industry sufficient time and as the current availability of II.C for gasoline engines, and section II.D for all
experience with satisfying the demands performance chips, performance engines.
communicate that there is an engine is also shown in Table II.A–1. While we the MIL illuminates spuriously when a
and/or emission-related malfunction. As are not proposing that this alternative real malfunction does not exist. Thus,
noted, we are proposing use of the ISO symbol be used, comments are solicited for most OBD monitoring strategies,
engine symbol as shown in Table II.A– regarding whether this alternative manufacturers would not be required to
1. The U.S. Department of symbol provides a clearer message to illuminate the MIL until a malfunction
Transportation has proposed use of an the driver. clearly exists which will be considered
alternative ISO symbol to denote, Generally, a manufacturer would be to be the case when the same problem
specifically, an emission-related allowed sufficient time to be certain that has occurred on two sequential driving
malfunction. (68 FR 55217) That symbol a malfunction truly exists before cycles.6
illuminating the MIL. No one benefits if
To keep this clear in the onboard subsequent drive cycle that contains for the given monitor without any
computer, we are proposing that the operation satisfying the enable criteria recurrence of the previously detected
OBD system make certain distinctions for the given monitor, a problem in the malfunction, the MIL should be
between the problems it has detected, component/system is again detected, a extinguished (unless there are other
and that the system maintain a strict malfunction has been confirmed and, MIL-on DTCs stored for which the MIL
logic for diagnostic trouble code (DTC) hence, a ‘‘confirmed’’ or ‘‘MIL-on’’ DTC must also be illuminated), the
storage/erasure and for MIL would be stored.9 Section II.F presents permanent DTC should be erased, but a
illumination/extinguishment. Whenever the requirements for standardization of ‘‘previous-MIL-on’’ DTC should remain
the enable criteria for a given monitor OBD information and communications. stored.12 We are proposing that the
are met, we would expect that monitor Upon storage of a MIL-on DTC and, previous MIL-on DTC remain stored for
to run. For continuous monitors, this depending on the communication 40 engine warmup cycles after which
would be during essentially all engine protocol used—ISO 15765–4 or SAE time, provided the identified
operation.7 For non-continuous J1939—the pending DTC would either malfunction has not been detected again
monitors, it would be during only a remain stored or be erased, respectively. and the MIL is presently not illuminated
subset of engine operation.8 In general, Today’s proposal neither stipulates for that malfunction, the previous-MIL-
we are proposing that monitors make a which communication protocol nor on DTC can be erased.13 However, if an
diagnostic decision just once per drive which pending DTC logic be used. We illuminated MIL is not extinguished, or
cycle that contains operation satisfying are proposing to allow the use of either if a MIL-on DTC is not erased, by the
the enable criteria for the given monitor. of the existing protocols as is discussed OBD system itself but is instead erased
When a problem is first detected, we in more detail in section II.F. Upon via scan tool or battery disconnect
are proposing that a ‘‘pending’’ DTC be storage of the MIL-on DTC, the MIL (which would erase all non-permanent,
stored. If, during the subsequent drive must be illuminated.10 Also at this time, volatile memory), the permanent DTC
cycle that contains operation satisfying a ‘‘permanent’’ DTC would be stored must remain stored. This way,
the enable criteria for the given monitor, (see section II.F.4 for more details permanent DTCs can only be erased by
a problem in the components/system is regarding permanent DTCs and our the OBD system itself and cannot be
not again detected, the OBD system rationale for proposing them).11 erased through human interaction with
would declare that a malfunction does We are also proposing that, after three the system.
not exist and would, therefore, erase the subsequent drive cycles that contain We are proposing that the
pending DTC. However, if, during the operation satisfying the enable criteria manufacturer be allowed, upon
6 Generally, a ‘‘driving cycle’’ or ‘‘drive cycle’’ For clarity, we use the term ‘‘MIL-on’’ DTC their erasure (i.e., they must be stored in non-
consists of engine startup and engine shutoff or throughout this preamble to convey the concept and volatile random access memory (NVRAM)).
consists of four hours of continuous engine not any requirement that standard making bodies 12 This general ‘‘three trip’’ condition for
operation. use the term in their standards.
7 A ‘‘continuous’’ monitor—if used in the context 10 Throughout this proposal, we refer to MIL
extinguishing the MIL is true for all but two diesel
systems/monitors—the misfire monitor and the SCR
of monitoring conditions for circuit continuity, lack illumination to mean a steady, continuous
of circuit continuity, circuit faults, and out-of-range illumination during engine operation unless stated system—and three gasoline systems/monitors—the
values—means sampling at a rate no less than two otherwise. This contrasts with the MIL illumination fuel system, the misfire monitor, and the
samples per second. If a computer input component logic used by many engine manufacturers today by evaporative system—which have further conditions
is sampled less frequently for engine control which the MIL would illuminate upon detection of on extinguishing the MIL This is discussed in more
purposes, the signal of the component may instead a malfunction but would remain illuminated only detail in sections II.B and II.C.
be evaluated each time sampling occurs. while the malfunction was actually occurring. 13 For simplicity, the discussion here refers to
8 A ‘‘non-continuous’’ monitor being a monitor Under this latter logic, an intermittent malfunction
‘‘previous-MIL-on’’ DTCs only. The ISO 15765
that runs only when a limited set of operating or one that occurs under only limited operating
conditions may result in a MIL that illuminates, standard and the SAE J1939 standard use different
conditions occurs.
9 Different industry standards organizations—the extinguishes, illuminates, etc., as operating terms to refer to the concept of a previous-MIL-on
Society of Automotive Engineers (SAE) and the conditions change. DTC. Our intent is to present the concept of our
International Standards Organization (ISO)—use 11 A permanent DTC must be stored in a manner proposal in this preamble and not to specify the
EP24JA07.000</GPH>
different terminology to refer to a ‘‘MIL-on’’ DTC. such that electrical disconnections do not result in terminology used by these standard making bodies.
Administrator approval, to use off in ‘‘normal’’ operating mode and reading electronic information available
alternative statistical MIL illumination would return to the ‘‘abnormal’’ through a scan tool, but there would be
and DTC storage protocols to those operating mode only if the condition no indication to the driver of an
described above (i.e., alternatives to the causing the abnormal mode was again emissions-related malfunction should
‘‘first trip—pending DTC, second strip— encountered. In such cases, we are one occur. Unidentified malfunctions
MIL-on DTC logic). The Administrator proposing to allow that the MIL be may cause excess emissions to be
would consider whether the illuminated during the second emitted from the vehicle and may even
manufacturer provided data and/or consecutive drive cycle during which cause subsequent deterioration or
engineering evaluation adequately such an ‘‘abnormal’’ mode is engaged.15 failure of other components or systems
demonstrates that the alternative Whether or not the ‘‘abnormal’’ mode without the driver’s knowledge. In order
protocols can evaluate system of operation is recoverable, in this to prevent this, the manufacturer must
performance and detect malfunctions in context, has nothing to do with whether ensure that the MIL is functioning
a manner that is equally effective and the detected malfunction goes away or properly. For this reason, we are
timely. Alternative strategies requiring, stays. Instead, it depends solely on proposing two requirements to check
on average, more than six driving cycles whether or not the engine, by design, the functionality of the MIL itself. First,
for MIL illumination would probably will stay in abnormal operating mode on the MIL would be required to illuminate
not be accepted. the next key-on. We are proposing this for a minimum of five seconds when the
Upon storage of either a pending DTC MIL logic because often the diagnostic vehicle is in the key-on, engine-off
and/or a MIL-on DTC, we are proposing (i.e., monitor) that caused the engine to position. This allows an interested party
that the computer store a set of ‘‘freeze enter abnormal mode cannot run again to check the MIL’s functionality simply
frame’’ data. This freeze frame data once the engine is in the abnormal by turning the key to the key-on
would provide a snap shot of engine mode. So, if the MIL logic associated position. While the MIL would be
operating conditions present at the time with abnormal mode activation was physically illuminated during this
the malfunction occurred and was always a two-trip diagnostic, abnormal functional check, the data stream value
detected. This information serves the mode activation would set a pending for the MIL command status would be
repair technician in diagnosing the DTC on the first trip and, since the required to indicate ‘‘off’’ during this
problem and conducting the proper system would then be stuck in that check unless, of course, the MIL was
repair. The freeze frame data should be abnormal operating mode and would currently being commanded ‘‘on’’ for a
stored upon storage of a pending DTC. never be able to run the diagnostic detected malfunction. This functional
If the pending DTC matures to a MIL-on again, the pending DTC could never check of the MIL would not be required
DTC, the manufacturer can choose to mature to a MIL-on DTC nor illuminate during vehicle operation in the key-on,
update the freeze frame data or retain the MIL. Hence, the MIL must engine-off position subsequent to the
the freeze frame stored in conjunction illuminate upon the first entry into such initial engine cranking of an ignition
with the pending DTC. Likewise, any an abnormal operating mode. If such a cycle (e.g., due to an engine stall or
freeze frame stored in conjunction with mode is recoverable, the engine will other non-commanded engine shutoff).
any pending or MIL-on DTC should be start at the next key-on in ‘‘normal’’
erased upon erasure of the DTC. Further mode allowing the monitor to run again The second functional check
information concerning the freeze frame and, assuming another detection of the requirement we are proposing requires
requirement and the data required in the condition, the system would set a MIL- the OBD system to perform a circuit
freeze frame is presented in section on DTC and illuminate the MIL. continuity check of the electrical circuit
II.F.4, below. The OBD system would not need to that is used to illuminate the MIL to
We are also proposing that the OBD store a DTC nor illuminate the MIL verify that the circuit is not shorted or
system illuminate the MIL and store a upon abnormal mode operation if other open (e.g., a burned out bulb). While
MIL-on DTC to inform the vehicle telltale conditions would result in there would not be an ability to
operator whenever the engine enters a immediate action by the driver. Such illuminate the MIL when such a
mode of operation that can affect the telltale conditions would be, for malfunction is detected, the
performance of the OBD system. If such example, an overt indication like a red electronically readable MIL command
a mode of operation is recoverable (i.e., engine shut-down warning light. The status in the onboard computer would
operation automatically returns to OBD system also need not store a DTC be changed from commanded ‘‘off’’ to
normal at the beginning of the following nor illuminate the MIL upon abnormal ‘‘on’’. This would allow the truck owner
ignition cycle 14), then in lieu of mode operation if the mode is indeed an or fleet maintenance staff to quickly
illuminating the MIL when the mode of auxiliary emission control device determine whether an extinguished MIL
operation is entered, the OBD system (AECD) approved by the Administrator. means ‘‘no malfunctions’’ or ‘‘broken
may wait to illuminate the MIL and There may be malfunctions of the MIL MIL.’’ It would also serve, should it
store the MIL-on DTC if the mode of itself that would prevent it from become of interest in the future,
operation is again entered before the illuminating. A repair technician—or complete automation of the I/M process
end of the next ignition cycle. We are possibly an I/M inspector—would still by eliminating the need for inspectors to
proposing this because many operating be able to determine the status of the input manually the results of their
strategies are designed such that they MIL (i.e., commanded ‘‘on’’ or ‘‘off’’) by visual inspections. Feedback from
continue automatically through to the passenger car I/M programs indicates
next key-off. Regardless, upon the next 15 Note that we use the term ‘‘abnormal’’ to refer that the current visual bulb check
to an operating mode that the engine is designed to performed by inspectors is subject to
key-on, the engine control would start enter upon determining that ‘‘normal’’ operation
error and results in numerous vehicles
cannot be maintained. Therefore, the term

14 ‘‘Ignition Cycle’’ means a drive cycle that ‘‘abnormal’’ is somewhat of a misnomer since the being falsely failed or passed. By
begins with engine start and includes an engine engine is doing what it has been designed to do. requiring monitoring of the circuit itself,
speed that exceeds 50 to 150 rotations per minute Nonetheless, the abnormal operating mode is the entire pass/fail criteria of an I/M
(rpm) below the normal, warmed-up idle speed (as clearly not the operating mode the manufacturer
determined in the drive position for vehicles has intended for optimal operation. Such operating
program could be determined by the
equipped with an automatic transmission) for at modes are sometimes referred to as ‘‘default’’ electronic information available through
least two seconds plus or minus one second. operating modes or ‘‘limp-home’’ operating modes. a scan tool, thus better facilitating quick
and effective inspections and the engine, many—and arguably the malfunctions (e.g., to avoid false passes
minimizing the chance for manually- most critical—monitors are not so and false indications of malfunctions);
entered errors. designed. For example, an OBD monitor • The monitor enable criteria should
At the manufacturer’s option, the MIL whose function is to monitor the active ensure monitoring will occur during
may be used to indicate readiness status fuel injection system of a NOX adsorber normal vehicle operation; and,
in a standardized format (see Section or a DPF cannot be continuously • Monitoring should occur during at
II.F) in the key-on, engine-off position. monitoring that function since that least one test used by EPA for emissions
Readiness status is a term used in light- function occurs on an infrequent basis. verification ‘‘ either the HD Federal Test
duty OBD that refers to a vehicle’s This OBD monitor presumably would be Procedure (FTP) transient cycle, or the
readiness for I/M inspection. For a expected to ‘‘run,’’ or evaluate the active Supplementary Emissions Test (SET).16
subset of monitors—those that are non- injection system, during an actual fuel As discussed in more detail in
continuous monitors for which an injection event. sections II.B through II.D, we are
emissions threshold exists (see sections For this reason, manufacturers are proposing that manufacturers define the
II.B and II.C for more on emissions allowed to determine the most monitoring conditions, subject to
thresholds)—a readiness status indicator appropriate times to run their non- Administrator approval, for detecting
must be stored in memory to indicate continuous OBD monitors. This way, the malfunctions required by this
whether or not that particular monitor they are able to make an OBD evaluation proposal. The Administrator would
has run enough times to make a either at the operating condition when determine if the monitoring conditions
diagnostic decision. Until the monitor an emission control system is active and proposed by the manufacturer for each
has run sufficient times, the readiness its operational status can best be monitor abide by the above criteria.
status would indicate ‘‘not ready’’. evaluated, and/or at the operating In general, except as noted in sections
Upon running sufficient times, the condition when the most accurate II.B through II.D, the proposed
readiness status would indicate evaluation can be made (e.g., highly regulation would require each monitor
‘‘ready.’’ This serves to protect against transient conditions or extreme to run at least once per driving cycle in
drivers disconnecting their battery just conditions can make evaluation which the applicable monitoring
prior to the I/M inspection so as to erase difficult). Importantly, manufacturers conditions are met. The proposal would
any MIL-on DTCs. Such an action are prohibited from using a monitoring also require certain monitors to run
would simultaneously set all readiness strategy that is so restrictive such that it continuously throughout the driving
status indicators to ‘‘not ready’’ rarely or never runs. To help protect cycle. These include a few threshold
resulting in a notice to return to the against monitors that rarely run, we are monitors (e.g., fuel system monitor) and
inspection site at a future date. proposing an ‘‘in-use monitor most circuit continuity monitors. While
Readiness indicators also help repair performance ratio’’ requirement which a basic definition of a driving cycle (e.g.,
technicians because, after completing a is detailed in section II.E. from ignition key-on and engine startup
repair, they can operate the vehicle until The set of operating conditions that to engine shutoff) has been sufficient for
the readiness status indicates ‘‘ready’’ must be met so that an OBD monitor can passenger cars, the driving habits of
and, provided no DTCs are stored, know run are called the ‘‘enable criteria’’ for many types of vehicles in the heavy-
that the repair has been successful. We that given monitor. These enable criteria duty industry dictate an alternate
are proposing that HDOBD systems are often different for different monitors definition. Specifically, many heavy-
follow this same readiness status logic and may well be different for different duty operators will start the engine and
as used for years in light-duty OBD both types of engines. A large diesel engine leave it running for an entire day or, in
to assist repair technicians and to intended for use in a Class 8 truck some cases, even longer. As such, we
facilitate potential future HDOBD I/M would be expected to see long periods are proposing that any period of
programs. of relatively steady-state operation continuous engine-on operation of four
We are also proposing that the while a smaller engine intended for use hours be considered a complete driving
manufacturer, upon Administrator in an urban delivery truck would be cycle. A new driving cycle would begin
approval, be allowed to use the MIL to expected to see a lot of transient following such a four hour period,
indicate which, if any, DTCs are operation. Manufacturers will need to regardless of whether or not the engine
currently stored (e.g., to ‘‘blink’’ the balance between a rather loose set of had been shut down. Thus, the ‘‘clock’’
stored codes). The Administrator would enable criteria for their engines and for monitors that are required to run
approve the request if the manufacturer vehicles given the very broad range of once per driving cycle would be reset to
can demonstrate that the method used operation HD highway engines see and run again (in the same key-on engine
to indicate the DTCs will not be a tight set of enable criteria given the start or trip) once the engine has been
unintentionally activated during any desire for greater monitor accuracy. operated beyond four hours
inspection test or during routine driver continuously. This would avoid an
b. General Monitoring Conditions unnecessary delay in detection of
operation.
i. Monitoring Conditions for All Engines malfunctions simply because the heavy-
3. Monitoring Conditions duty vehicle operator has elected to
As guidance to manufacturers, we are leave the vehicle running continuously
a. Background proposing the following criteria to assist for an entire day or days at a time.
Given that the intent of the proposed manufacturers in developing their OBD Manufacturers may request
OBD requirements is to monitor the enable criteria. These criteria would be Administrator approval to define
emission control system for proper used by the Agency during our OBD monitoring conditions that are not
operation, it is logical that the OBD certification approval process to ensure encountered during the FTP cycle. In
monitors be designed such that they that monitors run on a frequent basis evaluating the manufacturer’s request,
monitor the emission control system during real world driving conditions. the Administrator will consider the
during typical driving conditions. While These criteria would be: degree to which the requirement to run
many OBD monitors would be designed • The monitors should run during
such that they are continuously making conditions that are technically 16 See 40 CFR part 86, subpart N for details of
decisions about the operational status of necessary to ensure robust detection of EPA’s test procedures.
during the FTP cycle restricts in-use of the vehicle’s trips. We intend to work robust monitors, we also believe that it
monitoring, the technical necessity for with industry during the initial years of could prove to be overly burdensome for
defining monitoring conditions that are implementation to gather data on in-use manufacturers. For example, a NOX
not encountered during the FTP cycle, performance ratios and may revise this adsorber threshold being evaluated by
data and/or an engineering evaluation ratio lower as appropriate depending on running an FTP using a ‘‘threshold’’ part
submitted by the manufacturer which what we learn. (i.e., a NOX adsorber deteriorated such
demonstrate that the component/system Note that manufacturers may not use that tailpipe emissions are at the
does not normally function, or the calculated ratio (or any element applicable thresholds) may be
monitoring is otherwise not feasible, thereof), or any other indication of considered acceptable provided the
during the FTP cycle, and, where monitor frequency, as a monitoring NOX adsorber does not regenerate
applicable, the ability of the condition for a monitor. For example, during the test, but it may be considered
manufacturer to demonstrate that the the manufacturer would not be allowed unacceptable if the NOX adsorber does
monitoring conditions will satisfy the to use a low ratio to enable more happen to regenerate during the test.
minimum acceptable in-use monitor frequent monitoring through diagnostic This could happen because emissions
performance ratio requirement as executive priority or modification of would be expected to increase slightly
defined below. other monitoring conditions, or to use a during the regeneration event thereby
high ratio to enable less frequent causing emissions to be slightly above
ii. In-Use Performance Tracking monitoring.
Monitoring Conditions the applicable threshold. This would
4. Determining the Proper OBD require the manufacturer to recalibrate
In addition to the general monitoring Malfunction Criteria the NOX adsorber monitor to detect at a
conditions above, we are proposing that lower level of deterioration to ensure
manufacturers be required to implement For determining the malfunction
criteria for diesel engine monitors that a regeneration event would not
software algorithms in the OBD system cause an exceedance of the threshold
to individually track and report in-use associated with an emissions threshold
(see sections II.B and II.C for more on during an emissions test. After such a
performance of the following monitors recalibration, the emissions occurring
in the standardized format specified in emissions thresholds), we are proposing
that manufacturers be required to during the regeneration event would be
section II.E: lower than before because the new
• Diesel NMHC converting catalyst(s) determine the appropriate emissions
test cycle such that the most stringent ‘‘threshold’’ NOX adsorber would have a
• Diesel NOX converting catalyst(s)
• Gasoline catalyst(s) monitor would result. In general, we slightly higher conversion efficiency.
• Exhaust gas sensor(s) believe that manufacturers can make We are concerned that manufacturers
• Gasoline evaporative system this determination based on engineering may find themselves in a difficult
• Exhaust gas recirculation (EGR) judgement, but there may be situations iterative process calibrating such
system where testing would be required to monitors that, in the end, will not be
• Variable valve timing (VVT) system make the determination. We do not correspondingly more effective.
• Gasoline secondary air system necessarily anticipate challenging a For this reason, we request comment
• Diesel particulate filter system manufacturer’s determination of which regarding the burden associated with
• Diesel boost pressure control system test cycle to use. Nonetheless, the the need to consider regeneration events
• Diesel NOX adsorber(s) manufacturer should be prepared, in determining compliance with
The OBD system is not required to perhaps with test data, to justify their emissions thresholds. We also request
track and report in-use performance for determination. comment on how to address any
monitors other than those specifically We are also proposing that, for environmental concern versus the
identified above. engines equipped with emission burden. Would it perhaps be best to
controls that experience infrequent simply use the emissions adjustments
iii. In-Use Performance Ratio regeneration events (e.g., a DPF and/or
Requirement that are determined in accordance with
a NOX adsorber), a manufacturer must
section 86.004–28(i)? Is it necessary to
We are also proposing that, for all adjust the emission test results for
2013 and subsequent model year even consider regeneration emissions
monitors that are required to indicate a
engines, manufacturers be required to when determining emission threshold
malfunction before emissions exceed a
define monitoring conditions that, in compliance or is it perhaps best to
certain emission threshold.17 For each
addition to meeting the general ignore regeneration events in
such monitor, the manufacturer would
monitoring conditions, ensure that determining threshold calibrations?
have to adjust the emission result as
certain monitors yield an in-use done in accordance with the provisions B. Monitoring Requirements and
performance ratio (which monitors and of section 86.004–28(i) with the Timelines for Diesel-Fueled/
the details that define the performance component for which the malfunction Compression-Ignition Engines
ratio are defined in section II.E) that criteria are being established having
meets or exceeds the minimum been deteriorated to the malfunction Table II.B–1 summarizes the proposed
acceptable in-use monitor performance threshold. As proposed, the adjusted diesel fueled compression ignition
ratio for in-use vehicles. We are emission value must be used for emissions thresholds at which point a
proposing a minimum acceptable in-use purposes of determining whether or not component or system has failed to the
monitor performance ratio of 0.100 for the applicable emission threshold is point of requiring an illuminated MIL
all monitors specifically required to exceeded. and a stored DTC. More detail regarding
track in-use performance. This means While we believe that this adjustment the specific monitoring requirements,
that the monitors listed in section process for monitors of systems that implementation schedules, and
II.A.3.ii above must run and make valid experience infrequent regeneration liabilities can be found in the sections
diagnostic decisions during 10 percent events makes sense and would result in that follow.
17 See proposed § 86.010–18(f).
TABLE II.B–1.—PROPOSED EMISSIONS THRESHOLDS FOR DIESEL FUELED CI ENGINES OVER 14,000 POUNDS
Component/monitor MY NMHC CO NOX PM
NMHC catalyst system .................................................................................................. 2010–2012 2.5x ............ ............ ....................

2013+ 2x ............ ............ ....................
NOX catalyst system ...................................................................................................... 2010+ ............ ............ +0.3 ....................
DPF system ................................................................................................................... 2010–2012 2.5x ............ ............ 0.05/+0.04
2013+ 2x ............ ............ 0.05/+0.04
Air-fuel ratio sensors upstream ...................................................................................... 2010–2012 2.5x 2.5x +0.3 0.03/+0.02
2013+ 2x 2x +0.3 0.03/+0.02
Air-fuel ratio sensors downstream ................................................................................. 2010–2012 2.5x ............ +0.3 0.05/+0.04
2013+ 2x ............ +0.3 0.05/+0.04
NOX sensors .................................................................................................................. 2010+ ............ ............ +0.3 0.05/+0.04
‘‘Other monitors’’ with emissions thresholds (see section II.B) ..................................... 2010–2012 2.5x 2.5x +0.3 0.03/+0.02
2013+ 2x 2x +0.3 0.03/+0.02
Notes: MY=Model Year; 2.5x means a multiple of 2.5 times the applicable emissions standard or family emissions limit (FEL); +0.3 means the
standard or FEL plus 0.3; 0.05/+0.04 means an absolute level of 0.05 or an additive level of the standard or FEL plus 0.04, whichever level is
higher; not all proposed monitors have emissions thresholds but instead rely on functionality and rationality checks as described in section II.D.4.
There are exceptions to the emissions utilize one or more feedback sensors to emissions are increased. As injection
thresholds shown in Table II.B–1 ensure the proper amount of fuel is timing is retarded (i.e., fuel injection
whereby a manufacturer can being delivered to the cylinders. While occurs later), NOX emissions can be
demonstrate that emissions do not gasoline engines have undergone reduced but HC emissions, particulate
exceed the threshold even when the relatively minor hardware changes (but matter (PM) emissions, and fuel
component or system is non-functional substantial fine-tuning in the control consumption increase. Most modern
at which point a functional check would strategy and feedback inputs), diesel diesel fuel systems even provide engine
be allowed. engines have more recently undergone manufacturers with the ability to
Note that, in general, the monitoring substantial changes to the fuel system separate a single fuel injection event
strategies designed to meet the hardware and now incorporate more into discrete events such as pilot (or
requirements discussed below should refined control strategies and feedback pre) injection, main injection, and post
not involve the alteration of the engine inputs. injection.
control system or the emissions control For diesel engines, a substantial Given the important role that modern
system such that tailpipe emissions change has occurred in recent years as diesel fuel systems play in emissions
would increase. We do not want manufacturers have transitioned to new control, malfunctions or deterioration
emissions to increase, even for short high-pressure fuel systems. One of the that would affect the fuel pressure
durations, for the sole purpose of most widely used is a high-pressure control, injection timing, pilot/main/
monitoring the systems intended to common-rail fuel injection system, post injection timing or quantity, or
control emissions. The Administrator which is generally comprised of a high- ability to accurately perform rate-
would consider such monitoring pressure fuel pump, a fuel rail pressure shaping could lead to substantial
strategies on a case-by-case basis taking sensor, a common fuel rail that feeds all increases in emissions (primarily NOX
into consideration the emissions impact injectors, individual fuel injectors that or PM), often times with an associated
and duration of the monitoring event. directly control fuel injection quantity change in fuel consumption.
However, much effort has been and timing for each cylinder, and a
expended in recent years to minimize closed-loop feedback system that uses b. Fuel System Monitoring
engine operation that results in the fuel rail pressure sensor to achieve Requirements
increased emissions and we encourage the commanded fuel rail pressure. We are proposing that the OBD
manufacturers to develop monitoring Unlike older style fuel systems where system monitor the fuel delivery system
strategies that do not require alteration fuel pressure was mechanically linked to verify that it is functioning properly.
of the basic control system. to engine speed (and thus, varied from The fuel system monitor would be
1. Fuel System Monitoring low to high as engine speed increased), required to monitor for malfunctions in
common-rail systems are capable of the injection pressure control, injection
a. Background controlling fuel pressure independent of quantity, injection timing, and feedback
The fuel system of a diesel engine is engine speed. This increase in fuel control (if equipped). The individual
an essential component of the engine’s pressure control allows greater electronic components (e.g., actuators,
emissions control system. Proper flexibility in optimizing the valves, sensors, pumps) that are used in
delivery of fuel—quantity, pressure, and performance and emission the fuel system and not specifically
timing—can play a crucial role in characteristics of the engine. The ability addressed in this section shall be
maintaining low engine-out emissions. of the system to generate high pressure monitored in accordance with the
The performance of the fuel system is independent of engine speed also comprehensive component
also critical for aftertreatment device improves fuel delivery at low engine requirements in section II.D.4.
control strategies. As such, thorough speeds.
monitoring of the fuel system is an Precise control of the fuel injection i. Fuel System Pressure Control
essential element in an OBD system. timing is crucial for optimal engine and We are proposing that the OBD
The fuel system is primarily comprised emission performance. As injection system continuously monitor the fuel
of a fuel pump, fuel pressure control timing is advanced (i.e., fuel injection system’s ability to control to the desired
device, and fuel injectors. Additionally, occurs earlier), hydrocarbon (HC) fuel pressure. The OBD system would
the fuel system generally has emissions and fuel consumption are have to detect a malfunction of the fuel
sophisticated control strategies that decreased but oxides of nitrogen (NOX) system’s pressure control system when
the pressure control system is unable to • Feedback control has used up all of engine with traditional diesel
maintain an engine’s emissions at or the adjustment allowed by the technology misfires only due to poor
below the emissions thresholds for manufacturer. compression (e.g., worn valves or piston
‘‘other monitors’’ as shown in Table A manufacturer may temporarily rings, improper injector or glow plug
II.B–1. For engines in which no failure disable monitoring for malfunctions seating). They have also maintained
or deterioration of the fuel system where the feedback control has used up that, when poor compression results in
pressure control could result in an all of the adjustment allowed by the a misfiring cylinder, the cylinder will
engine’s emissions exceeding the manufacturer during conditions that the misfire under all operating conditions
applicable emissions thresholds, the monitor cannot distinguish robustly rather than only some operating
OBD system would be required to detect between a malfunctioning system and a conditions. For that reason, our existing
a malfunction when the system has properly operating system. To do so, the under 14,000 pound OBD regulation has
reached its control limits such that the manufacturer would be required to not required continuous monitoring for
commanded fuel system pressure submit data and/or engineering analyses misfire malfunctions on diesel engines.
cannot be delivered. demonstrating that the control system, However, with the increased use of
when operating as designed on an EGR and its use to varying degrees at
ii. Fuel System Injection Quantity engine with all emission controls different speeds and load, and with
We are proposing that the OBD working properly, routinely operates emerging technologies such as
system detect a malfunction of the fuel during these conditions with all of the homogeneous charge compression
injection system when the system is adjustment allowed by the manufacturer ignition (HCCI), we believe that the
unable to deliver the commanded used up. In lieu of detecting, with a fuel conventional wisdom regarding diesel
quantity of fuel necessary to maintain system specific monitor, when the engines and misfires no longer holds
an engine’s emissions at or below the system fails to begin feedback control true. These newer technologies may
emissions thresholds for ‘‘other within a manufacturer specified time indeed result in misfires that are
monitors’’ as shown in Table II.B–1. For interval and/or when a failure or intermittent, spread out among various
engines in which no failure or deterioration causes open loop or cylinders, and that only happen at
deterioration of the fuel injection default operation, the OBD system may certain speeds and loads.
quantity could result in an engine’s monitor the individual parameters or
b. Misfire Monitoring Requirements
emissions exceeding the applicable components that are used as inputs for
fuel system feedback control provided We are proposing that the OBD
emissions thresholds, the OBD system
that the monitors detect all system monitor the engine for misfire
would be required to detect a
malfunctions related to feedback causing excess emissions. The OBD
malfunction when the system has system must be capable of detecting
reached its control limits such that the control.
misfire occurring in one or more
commanded fuel quantity cannot be c. Fuel System Monitoring Conditions cylinders. To the extent possible
delivered. The OBD system would be required to without adding hardware for this
iii. Fuel System Injection Timing monitor continuously for malfunctions specific purpose, the OBD system must
of the fuel pressure control and also identify the specific misfiring
We are proposing that the OBD feedback control. Manufacturers would cylinder. If more than one cylinder is
system detect a malfunction of the fuel be required to define the monitoring continuously misfiring, a separate DTC
injection system when the system is conditions for malfunctions of the must be stored indicating that multiple
unable to deliver fuel at the proper injection quantity and injection timing cylinders are misfiring. When
crank angle/timing (e.g., injection such that the minimum performance identifying multiple cylinder misfire,
timing too advanced or too retarded) ratio requirements discussed in section the OBD system is not required to also
necessary to maintain an engine’s II.E would be met. identify each of the continuously
emissions at or below the emissions misfiring cylinders individually through
thresholds for ‘‘other monitors’’ as d. Fuel System MIL Illumination and
DTC Storage separate DTCs.
shown in Table II.B–1. For engines in For 2013 and subsequent model year
which no failure or deterioration of the We are proposing the general MIL engines, we are proposing a more
fuel injection timing could result in an illumination and DTC storage stringent requirement that the OBD
engine’s emissions exceeding the requirements as discussed in section system detect a misfire malfunction
applicable emissions thresholds, the II.A.2. causing emissions to exceed the
OBD system would be required to detect emissions thresholds for ‘‘other
a malfunction when the system has 2. Engine Misfire Monitoring
monitors’’ as shown in Table II.B–1.
reached its control limits such that the a. Background This requirement to detect engine
commanded fuel injection timing Misfire, the lack of combustion in the misfire prior to exceeding an emissions
cannot be achieved. cylinder, causes increased engine-out threshold would apply only to those
iv. Fuel System Feedback Control hydrocarbon emissions. On gasoline engines equipped with sensors capable
engines, misfire results from the absence of detecting combustion or combustion
If the engine is equipped with of spark, poor fuel metering, and poor quality (e.g., cylinder pressure sensors
feedback control of the fuel system (e.g., compression. Further, misfire can be used in homogeneous charge
feedback control of pressure or pilot intermittent on gasoline engines (e.g., compression ignition (HCCI) control
injection quantity), we are proposing the misfire only occurs under certain systems). Engines without such sensors
that the OBD system detect a engine speeds or loads). Consequently, would have to detect only when one or
malfunction when and if: our existing under 14,000 pound OBD more cylinders are continually
• The system fails to begin feedback regulation requires continuous misfiring.
control within a manufacturer specified monitoring for misfire malfunctions on To determine what level of misfire
time interval; gasoline engines. would cause emissions to exceed the
• A failure or deterioration causes In contrast, manufacturers have applicable emissions thresholds, we are
open loop or default operation; or historically maintained that a diesel proposing that manufacturers determine
the percentage of misfire evaluated in limited; the degree to which misfire We are proposing some specific items
1000 revolution increments that would detection is limited in the region(s) (i.e., with respect to freeze frame storage
cause emissions from an emission the probability of detection of misfire associated with engine misfire. The
durability demonstration engine to events); the frequency with which said OBD system shall store and erase freeze
exceed the emissions thresholds if the region(s) are expected to be encountered frame conditions either in conjunction
percentage of misfire were present from in-use; the type of misfire patterns for with storing and erasing a pending DTC
the beginning of the test. To establish which misfire detection is troublesome; or in conjunction with storing a MIL—
this percentage of misfire, the and demonstration that the monitoring on DTC and erasing a MIL—on DTC. In
manufacturer would utilize misfire technology employed is not inherently addition to those proposed requirements
events occurring at equally spaced, incapable of detecting misfire under discussed in section II.A.2, we are
complete engine cycle intervals, across required conditions (i.e., compliance proposing that, if freeze frame
randomly selected cylinders throughout can be achieved on other engines). The conditions are stored for a malfunction
each 1000-revolution increment. If this evaluation would be based on the other than a misfire malfunction when
percentage of misfire is determined to following misfire patterns: equally a DTC is stored, the previously stored
be lower than one percent, the spaced misfire occurring on randomly freeze frame information shall be
manufacturer may set the malfunction selected cylinders; single cylinder replaced with freeze frame information
criteria at one percent. Any malfunction continuous misfire; and, paired cylinder regarding the misfire malfunction (i.e.,
should be detected if the percentage of (cylinders firing at the same crank the misfire’s freeze frame information
misfire established via this testing is angle) continuous misfire. should take precedence over freeze
exceeded regardless of the pattern of frames for other malfunctions). Further,
misfire events (e.g., random, equally d. Engine Misfire MIL Illumination and
we are proposing that, upon detection of
spaced, continuous). DTC Storage
misfire, the OBD system store the
The manufacturer may employ other For engines without combustion following engine conditions: engine
revolution increments besides the 1000 sensors, we are proposing the general speed, load, and warm up status of the
revolution increment being proposed. MIL illumination and DTC storage first misfire event that resulted in the
To do so, the manufacturer would need requirements as discussed in section storage of the pending DTC.
to demonstrate that the strategy would II.A.2. Lastly, we are proposing that the MIL
be equally effective and timely in For 2013 and subsequent model year may be extinguished after three
detecting misfire. engines with combustion sensors, we sequential driving cycles in which
c. Engine Misfire Monitoring Conditions are proposing that, after four detections similar conditions have been
of the percentage of misfire that would encountered without an exceedance of
For engines without combustion cause emissions to exceed the the specified percentage of misfire.
sensors, we are proposing that the OBD
applicable emissions thresholds during
system monitor for misfire during 3. Exhaust Gas Recirculation (EGR)
a single driving cycle, a pending DTC
engine idle conditions at least once per System Monitoring
would be stored. If a pending DTC is
drive cycle in which the monitoring a. Background
stored, the OBD system would be
conditions for misfire are met. The
required to illuminate the MIL and store Exhaust gas recirculation (EGR)
manufacturer would be required to
a MIL—on DTC if the percentage of systems are currently being used by
define monitoring conditions, supported
misfire is again exceeded four times many heavy-duty engine manufacturers
by manufacturer-submitted data and/or
during either: the driving cycle to meet the 2.5 g/bhp-hr NOX+NMHC
engineering analyses, that demonstrate
immediately following the storage of the standard for 2004 and later model year
that the monitoring conditions: are
technically necessary to ensure robust pending DTC, regardless of the engines. (65 FR 59896) EGR reduces
detection of malfunctions (e.g., avoid conditions encountered during the NOX emissions in several ways. First,
false passes and false detection of driving cycle; or, the next driving cycle the recirculated exhaust gases dilute the
malfunctions); require no more than in which similar conditions are intake air—i.e., oxygen in the fresh air
1000 cumulative engine revolutions; encountered to the engine conditions is displaced with relatively non-reactive
and, do not require any single that occurred when the pending DTC exhaust gases—which, in turn, results in
continuous idle operation of more than was stored.18 For erasure of the pending less oxygen to form NOX. Second, EGR
15 seconds to make a determination that DTC, we are proposing if, by the end of absorbs heat from the combustion
a malfunction is present (e.g., a decision the next driving cycle in which similar process which reduces combustion
can be made with data gathered during conditions have been encountered to the chamber temperatures which, in turn,
several idle operations of 15 seconds or engine conditions that occurred when reduces NOX formation. The amount of
less). the pending DTC was stored without an heat absorbed from the combustion
For 2013 and subsequent model year exceedance of the specified percentage process is a function of EGR flow rate
engines with combustion sensors, we of misfire, the pending DTC may be and recirculated gas temperature, both
are proposing that the OBD system erased. The pending DTC may also be of which are controlled to minimize
continuously monitor for misfire under erased if similar conditions are not NOX emissions. An EGR cooler can be
all positive torque engine speeds and encountered during the next 80 driving added to the EGR system to lower the
load conditions. If a monitoring system cycles immediately following initial recirculated gas temperature which
cannot detect all misfire patterns under detection of the malfunction. further enhances NOX control. We fully
all positive torque engine speeds and 18 ‘‘Similar conditions,’’ as used in conjunction
expect that 2007 and later model year
load conditions, the manufacturer may engines will continue to make use of
with misfire and fuel system monitoring, means

request that the Administrator approve engine conditions having an engine speed within cooled EGR systems.
the monitoring system nonetheless. In 375 rpm, load conditions within 20 percent, and the While in theory the EGR system
evaluating the manufacturer’s request, same warm up status (i.e., cold or hot) as existing simply routes some exhaust gas back to
during the applicable previous problem detection.
the Administrator would consider the The Administrator may approve other definitions of
the intake, production systems can be
following factors: the magnitude of the similar conditions based on comparable timeliness complex and involve many components
region(s) in which misfire detection is and reliability in detecting similar engine operation. to ensure accurate control of EGR flow
to maintain acceptable PM and NOX valve when the valve is commanded c. EGR System Monitoring Conditions
emissions while minimizing effects on closed—prior to an increase from the We are proposing that the OBD
fuel economy. To control EGR flow manufacturer’s specified EGR flow rate system monitor continuously for low
rates, EGR systems normally use the that would cause an engine’s emissions EGR flow, high EGR flow, and feedback
following components: an EGR valve, to exceed the emissions thresholds for control malfunctions. Manufacturers
valve position sensor, boost pressure ‘‘other monitors’’ as shown in Table would be required to define the
sensor, intake temperature sensor, II.B–1. For engines in which no failure monitoring conditions for EGR slow
intake (fresh) airflow sensor, and tubing or deterioration of the EGR system that response malfunctions such that the
or piping to connect the various causes an increase in flow could result minimum performance ratio
components of the system. EGR in an engine’s emissions exceeding the requirements discussed in section II.E
temperature sensors and exhaust applicable emissions thresholds, the would be met with the exception that
backpressure sensors can also be used. OBD system would have to detect a monitoring must occur every time the
Additionally, some systems use a malfunction when the system has monitoring conditions are met during
variable geometry turbocharger to reached its control limits such that it the driving cycle in lieu of once per
provide the backpressure necessary to cannot reduce EGR flow to achieve the driving cycle as required for most
drive the EGR flow. Therefore, EGR is commanded flow rate.
not a stand alone emission control monitors. For purposes of tracking and
device. Rather, it is carefully integrated iii. EGR Slow Response Malfunctions reporting as required in section II.E, all
with the air handling system We are proposing that the OBD monitors used to detect EGR slow
(turbocharging and intake cooling) to system detect a malfunction of the EGR response malfunctions must be tracked
control NOX while not adversely system prior to any failure or separately but reported as a single set of
affecting PM emissions and fuel deterioration in the capability of the values as specified in section II.E.19
economy. EGR system to achieve the commanded Manufacturersmay temporarily
flow rate within a manufacturer- disable the EGR system check under
b. EGR System Monitoring specific conditions (e.g., when freezing
specified time that would cause an
Requirements may affect performance of the system).
engine’s emissions to exceed the
We are proposing that the OBD emissions thresholds for ‘‘other To do so, the manufacturer would be
system monitor the EGR system on monitors’’ as shown in Table II.B–1. The required to submit data and/or
engines so equipped for low EGR flow OBD system would have to monitor engineering analyses that demonstrate
rate, high EGR flow rate, and slow EGR both the capability of the EGR system to that a reliable check cannot be made
flow response malfunctions. For engines respond to a commanded increase in when these specific conditions exist.
so equipped, we are proposing that the flow and the capability of the EGR d. EGR System MIL Illumination and
EGR feedback control be monitored. system to respond to a commanded DTC Storage
Also, for engines equipped with EGR decrease in flow.
coolers (e.g., heat exchangers), the OBD We are proposing the general
system would have to monitor the iv. EGR Feedback Control requirements for MIL illumination and
cooler for malfunctions associated with We are proposing that the OBD DTC storage as discussed in section
insufficient EGR cooling. The individual system on any engine equipped with II.A.2.
electronic components (e.g., actuators, feedback control of the EGR system (e.g., 4. Turbo Boost Control System
valves, sensors) that are used in the EGR feedback control of flow, valve position, Monitoring
system would be monitored in pressure differential across the valve via
accordance with the comprehensive intake throttle or exhaust backpressure), a. Background
component requirements presented in detect a malfunction when and if: Turbochargers are used on internal
section II.D.4. • The system fails to begin feedback combustion engines to enhance
control within a manufacturer specified performance by increasing the density
i. EGR Low Flow Malfunctions
time interval; of the intake air. Some of the benefits of
We are proposing that the OBD • A failure or deterioration causes turbocharging include increased
system detect a malfunction prior to a open loop or default operation; or horsepower, improved fuel economy,
decrease from the manufacturer’s • Feedback control has used up all of and decreased exhaust smoke. Most
specified EGR flow rate that would the adjustment allowed by the modern diesel engines take advantage of
cause an engine’s emissions to exceed manufacturer. these benefits and are equipped with
the emissions thresholds for ‘‘other turbocharging systems. Moreover,
v. EGR Cooler Performance
monitors’’ as shown in Table II.B–1. For smaller turbocharged diesel engines can
engines in which no failure or We are proposing that the OBD be used in place of larger non-
deterioration of the EGR system that system detect a malfunction of the EGR turbocharged engines to achieve the
causes a decrease in flow could result in cooler prior to a reduction from the desired engine performance
an engine’s emissions exceeding the manufacturer’s specified cooling characteristics.
applicable emissions thresholds, the performance that would cause an
OBD system would have to detect a engine’s emissions to exceed the 19 For specific components or systems that have
malfunction when the system has emissions thresholds for ‘‘other multiple monitors that are required to be reported
reached its control limits such that it monitors’’ as shown in Table II.B–1. For (e.g., exhaust gas sensor bank 1 may have multiple
engines in which no failure or monitors for sensor response or other sensor
cannot increase EGR flow to achieve the characteristics), the OBD system must separately
commanded flow rate. deterioration of the EGR cooler could
track numerators and denominators for each of the

result in an engine’s emissions specific monitors and report only the corresponding
ii. EGR High Flow Malfunctions exceeding the applicable emissions numerator and denominator for the specific monitor
We are proposing that the OBD thresholds, the OBD system would have that has the lowest numerical ratio. If two or more
specific monitors have identical ratios, the
system detect a malfunction of the EGR to detect a malfunction when the system corresponding numerator and denominator for the
system, including a leaking EGR valve— has no detectable amount of EGR specific monitor that has the highest denominator
i.e., exhaust gas flowing through the cooling. shall be reported for the specific component.
Exhaust gases passing through the lag can cause emission increases For engines equipped with charge air
turbine cause it to spin which, in turn, (typically PM). cooler systems, the OBD system would
causes an adjacent centrifugal pump on To decrease the effects of turbo lag, have to monitor the charge air cooler
the same rotating shaft to spin. The manufacturers design turbos that spool system for cooling system performance
spinning pump serves to compress the up quickly at low engine speeds and malfunctions. The individual electronic
intake air thereby increasing its density. low exhaust flowrates. However, components (e.g., actuators, valves,
Typically, a boost pressure sensor is designing a turbo that will accelerate sensors) that are used in the boost
located in the intake manifold to quickly from a low engine speed but pressure control system shall be
provide a feedback signal of the current will not result in an over-speed/over- monitored in accordance with the
intake manifold pressure. As turbo boost condition at higher engine speeds comprehensive component
speed (boost) increases, the pressure in is challenging. That is, as the engine requirements in section II.D.4.
the intake manifold also increases. speed and exhaust flowrates near their
Proper boost control is essential to maximum, the turbo speed increases to i. Turbo Underboost Malfunctions
optimize emission levels. Even short levels that cause excessive boost We are proposing that the OBD
periods of over-or under-boost can pressures and heat that could lead to system detect a malfunction of the boost
result in undesired air-fuel ratio engine or turbo damage. To prevent pressure control system prior to a
excursions and corresponding emission excessive turbine speeds and boost decrease from the manufacturer’s
increases. Additionally, the boost pressures at higher engine speeds, a commanded boost pressure that would
control system directly affects exhaust wastegate is often used to bypass part of cause an engine’s emissions to exceed
and intake manifold pressures. Another the exhaust stream around the the emissions thresholds for ‘‘other
critical emission control system, EGR, is turbocharger. The wastegate valve is monitors’’ as shown in Table II.B–1. For
very dependent on these two pressures typically closed at lower engine speeds engines in which no failure or
and generally uses the differential so that all exhaust is directed through deterioration of the boost pressure
between them to force exhaust gas into the turbocharger, thus providing quick control system that causes a decrease in
the intake manifold. If the boost control response from the turbocharger when boost could result in an engine’s
system is not operating correctly, the the driver accelerates quickly from low emissions exceeding the applicable
exhaust or intake pressures may not be engine speeds. The wastegate is then emissions thresholds, the OBD system
as expected and the EGR system may opened at higher engine speeds to must detect a malfunction when the
not function as designed. In high- prevent engine or turbo damage from an system has reached its control limits
pressure EGR systems, higher exhaust over-speed condition. such that it cannot increase boost to
pressures will generate more EGR flow An alternative to a wastegate is the achieve the commanded boost pressure.
and, conversely, lower pressures will variable geometry turborcharger (VGT).
ii. Turbo Overboost Malfunctions
reduce EGR flow. A malfunction that To prevent over-boost conditions and to
causes excessive exhaust pressures (e.g., decrease turbo lag, VGTs are designed We are proposing that the OBD
wastegate stuck closed at high engine such that the geometry of the system detect a malfunction of the boost
speed) can produce higher EGR turbocharger changes with engine pressure control system prior to an
flowrates at high load conditions and speed. While various physical increase from the manufacturer’s
have a negative impact on emissions. mechanisms are used to achieve the commanded boost pressure that would
Manufacturers commonly use charge variable geometry, the overall result is cause an engine’s emissions to exceed
air coolers to maximize the benefits of essentially the same. At low engine the emissions thresholds for ‘‘other
turbocharging and to control NOX speeds, the exhaust gas into the turbo is monitors’’ as shown in Table II.B–1. For
emissions. As the turbocharger restricted in a manner that maximizes engines in which no failure or
compresses the intake air, the the use of the available energy to spin deterioration of the boost pressure
temperature of that intake air increases. the turbo. This allows the turbo to spool control system that causes an increase
This increasing air temperature causes up quickly and provide good in boost could result in an engine’s
the air to expand, which conflicts with acceleration response. At higher engine emissions exceeding the applicable
one of the goals of turbocharging which speeds, the turbo geometry changes emissions thresholds, the OBD system
is to increase charge air density. Charge such that exhaust gas flow into the turbo must detect a malfunction when the
air coolers are used to exchange heat is not as restricted. In this configuration, system has reached its control limits
between the compressed air and more exhaust can flow through the such that it cannot decrease boost to
ambient air (or coolant) and cool the turbocharger without causing an over- achieve the commanded boost pressure.
compressed air. Accordingly, a decrease speed condition. The advantage that
iii. VGT Slow Response Malfunctions
in charge air cooler performance can VGTs offer compared to a waste-gated
affect emissions by causing higher turbocharger is that all exhaust flow is We are proposing that the OBD
intake air temperatures that can lead to directed through the turbocharger under system detect a malfunction prior to any
higher combustion temperatures and all operating conditions. This can be failure or deterioration in the capability
higher NOX emissions. viewed as maximizing the use of the of the VGT system to achieve the
One drawback of turbocharging is available exhaust energy. commanded turbocharger geometry
known as turbo lag. Turbo lag occurs within a manufacturer-specified time
when the driver attempts to accelerate b. Turbo Boost Control System that would cause an engine’s emissions
quickly from a low engine speed. Since Monitoring Requirements to exceed the emissions thresholds for
the turbocharger is a mechanical device, We are proposing that the OBD ‘‘other monitors’’ as shown in Table
a delay exists from the driver demand system monitor the boost pressure II.B–1. For engines in which no failure
for more boost until the exhaust flow control system on engines so equipped or deterioration of the VGT system
can physically speed up the for under and over boost malfunctions. response could result in an engine’s
turbocharger enough to deliver that For engines equipped with variable emissions exceeding the applicable
boost. In addition to a negative effect on geometry turbochargers (VGT), the OBD emissions thresholds, the OBD system
driveability and performance, improper system would have to monitor the VGT must detect a malfunction of the VGT
fueling (e.g., over-fueling) during this system for slow response malfunctions. system when proper functional response
of the system to computer commands d. Turbo Boost MIL Illumination and catalyst has no detectable amount of
does not occur. DTC Storage NMHC conversion capability.
iv. Turbo Boost Feedback Control We are proposing the general MIL ii. Other Aftertreatment Assistance
Malfunctions illumination and DTC storage Functions
We are proposing that, for engines requirements as discussed in section For catalysts used to generate an
equipped with feedback control of the II.A.2. exotherm to assist CDPF regeneration,
boost pressure system—e.g., control of 5. Non-Methane Hydrocarbon (NMHC) we are proposing that the OBD system
VGT position, turbine speed, manifold Converting Catalyst Monitoring detect a malfunction when the catalyst
pressure—the OBD system shall detect a is unable to generate a sufficient
malfunction when and if: a. Background exotherm to achieve that regeneration.
• The system fails to begin feedback Diesel oxidation catalysts (DOCs) For catalysts used to generate a feedgas
control within a manufacturer specified have been used on some nonroad diesel constituency to assist SCR systems (e.g.,
time interval; engines since the 1960s and on some to increase NO2 concentration upstream
• A failure or deterioration causes diesel trucks and buses in the U.S. since of an SCR system), the OBD system
open loop or default operation; or the early 1990s. DOCs are generally would have to detect a malfunction
• Feedback control has used up all of used for converting HC and carbon when the catalyst is unable to generate
the adjustment allowed by the monoxide (CO) emissions to water and the necessary feedgas constituents for
manufacturer. CO2 via an oxidation process. Current proper SCR system operation. For
v. Charge Air Undercooling DOCs can also be used to convert PM catalysts located downstream of a CDPF
Malfunctions emissions. DOCs may also be used in and used to convert NMHC emissions
conjunction with other aftertreatment during a CDPF regeneration event, the
We are proposing that the OBD emission controls—such as NOX OBD system would be required to detect
system detect a malfunction of the adsorber systems, selective catalytic a malfunction when the catalyst has no
charge air cooling system prior to a reduction (SCR) systems, and PM detectable amount of NMHC conversion
decrease from the manufacturer’s filters—to improve their performance capability.
specified cooling rate that would cause and/or clean up certain reducing agents
an engine’s emissions to exceed the c. NMHC Converting Catalyst
that might slip through the system (e.g., Monitoring Conditions
emissions thresholds for ‘‘other the urea used in urea SCR systems).
monitors’’ as shown in Table II.B–1. For Manufacturers would be required to
engines in which no failure or b. NMHC Converting Catalyst define the monitoring conditions for
deterioration of the charge air cooling Monitoring Requirements NMHC converting catalyst malfunctions
system that causes a decrease in cooling We are proposing that the OBD such that the minimum performance
performance could result in an engine’s system monitor the NMHC converting ratio requirements discussed in section
emissions exceeding the applicable catalyst(s) for proper NMHC conversion II.E would be met. For purposes of
emissions thresholds, the OBD system capability. We are also proposing that tracking and reporting as discussed in
must detect a malfunction when the each catalyst that converts NMHC be section II.E, all monitors used to detect
system has no detectable amount of monitored either individually or in NMHC converting catalyst malfunctions
charge air cooling. combination with others. For engines must be tracked separately but reported
c. Turbo Boost Control System equipped with catalyzed diesel as a single set of values as discussed in
Monitoring Conditions particulate filters (CDPFs) that convert section II.E.21
NMHC emissions, the catalyst function d. NMHC Converting Catalyst MIL
We are proposing that the OBD
of the CDPF must be monitored in Illumination and DTC Storage
system monitor continuously for
accordance with the CDPF monitoring
underboost and overboost malfunctions We are proposing the general
requirements in section II.B.8.
and for boost feedback control requirements for MIL illumination and
malfunctions. Manufacturers would be i. NMHC Converting Catalyst DTC storage discussed in section II.A.2.
required to define the monitoring Conversion Efficiency Note that the monitoring method for the
conditions for VGT slow response We are proposing that the OBD catalyst(s) must be capable of detecting
malfunctions such that the minimum system detect an NMHC catalyst all instances, except diagnostic self-
performance ratio requirements malfunction when the catalyst clearing, when a catalyst DTC has been
discussed in section II.E would be met conversion capability decreases to the cleared but the catalyst has not been
with the exception that monitoring must point that NMHC emissions exceed the replaced (e.g., catalyst over temperature
occur every time the monitoring emissions thresholds for ‘‘NMHC histogram approaches are not
conditions are met during the driving catalysts’’ as shown in Table II.B–1. If acceptable).22
cycle in lieu of once per driving cycle no failure or deterioration of the catalyst
as required for most monitors. For NMHC conversion capability could
21 For specific components or systems that have
purposes of tracking and reporting as multiple monitors that are required to be reported
result in an engine’s NMHC emissions (e.g., exhaust gas sensor bank 1 may have multiple
required in section II.E, all monitors exceeding the applicable emissions monitors for sensor response or other sensor
used to detect VGT slow response thresholds, the OBD system would have characteristics), the OBD system must separately
malfunctions malfunctions must be to detect a malfunction when the track numerators and denominators for each of the
tracked separately but reported as a specific monitors and report only the corresponding
numerator and denominator for the specific monitor
single set of values as discussed in
track numerators and denominators for each of the that has the lowest numerical ratio. If two or more
section II.E.20 specific monitors and report only the corresponding specific monitors have identical ratios, the
numerator and denominator for the specific monitor corresponding numerator and denominator for the
20 For specific components or systems that have that has the lowest numerical ratio. If two or more specific monitor that has the highest denominator
multiple monitors that are required to be reported specific monitors have identical ratios, the shall be reported for the specific component.
(e.g., exhaust gas sensor bank 1 may have multiple corresponding numerator and denominator for the 22 For gasoline catalyst monitoring, manufacturers
monitors for sensor response or other sensor specific monitor that has the highest denominator generally use what is called an exponentially
characteristics), the OBD system must separately shall be reported for the specific component. Continued
6. Selective Catalytic Reduction (SCR) known. With an accurate fast response defined temperature range where they
and Lean NOX Catalyst Monitoring NOX sensor, closed-loop control of the are most effective. For example,
a. Background ammonia injection can be used to platinum catalysts are effective between
achieve and maintain the desired 175 and 250 degrees Celsius, vanadium
Selective Catalytic Reduction (SCR) ammonia/NOX ratios in the SCR catalyst catalysts are effective between 300 and
catalysts that use ammonia as a NOX for the high NOX conversion efficiencies 450 degrees Celsius, and zeolite
reductant have been used for stationary necessary to achieve the 2010 emission catalysts are most effective between 350
source NOX control for a number of standards under various engine and 600 degrees Celsius. To determine
years. Frequently, urea is used as the operating conditions. exhaust catalyst temperature for
source of ammonia for SCR catalysts, Some have estimated that achieving reductant control purposes,
and such systems are commonly the 2010 NOX emission standards with manufacturers are likely to use
referred to as Urea SCR systems. In SCR systems will require NOX sensors temperature sensors placed in the
recent years, considerable effort has that can measure NOX levels accurately exhaust system. We project that only
been invested in developing urea SCR in the 20 to 40 ppm range with little one temperature sensor positioned just
systems that could be applied to heavy- cross sensitivity to ammonia. Some in downstream of the SCR system will be
duty diesel vehicles with low sulfur industry have even stated a desire for utilized for reductant injection control
diesel fuel. We now expect that urea accuracy in the two to three ppm range. purposes.
SCR systems will be introduced in Suppliers have been developing NOX Production SCR catalyst systems may
Europe to comply with the EURO IV sensors capable of measuring NOX in also contain auxiliary catalysts to
heavy-duty diesel emission standards. improve the overall emissions control
the 0 to 100 ppm range with +/¥5 ppm
Such systems have been introduced in capability of the system. An oxidation
accuracy which we believe will be
the past year by some heavy-duty diesel catalyst is often positioned downstream
available by 2010.23 Regarding cross-
engine manufacturers both in Europe of the SCR catalyst to help control
sensitivity to ammonia, work has been
and in Japan. ammonia slip on systems without
SCR catalyst systems require an done that indicates ammonia and NOX
measurements can be independently closed-loop control of ammonia
accurate urea control system to inject injection. The use of a ‘‘guard’’ catalyst
precise amounts of reductant. An measured by conditioning the output
signal.24 This signal conditioning could allow higher ammonia injection
injection rate that is too low may result levels, thereby increasing the NOX
in lower NOX conversions while an method resulted in a linear output for
both ammonia and NOX from the NOX conversion efficiency without releasing
injection that is too high may release un-reacted ammonia into the exhaust.
unwanted ammonia emissions—referred sensor downstream of the catalyst.
For SCR systems, closed-loop control The guard catalyst can also reduce HC
to as ammonia slip—to the atmosphere. and CO emission levels and diesel
In general, ammonia to NOX ratios of of the reductant injection may require
the use of two NOX sensors. The first odors. However, increased N2O
around 1:1 are used to provide the emissions may occur and NOX emission
highest NOX conversion rates with NOX sensor would be located upstream
of the catalyst and the reductant levels may actually increase if too much
minimal ammonia slip. Therefore, ammonia is oxidized in the catalyst.
injecting just the right amount of injection point would be used for
measuring the engine-out NOX Some SCR systems may also include an
ammonia appropriate for the amount of oxidation catalyst upstream of the SCR
NOX in the exhaust is very important. emissions and determining the amount
of reductant injection needed to reduce catalyst and urea injection point to
This can be challenging in a highway generate NO2 for lowering the effective
application because on-road diesel emissions. The second NOX sensor
located downstream of the catalyst operating temperature and/or volume of
engines operate over a variety of speeds the SCR catalyst. Studies have indicated
and loads. This makes the use of closed- would be used for measuring the
amount of ammonia and NOX emissions that increasing the NO2 content in the
loop feedback systems for reductant exhaust stream can reduce the SCR
metering very attractive. This can be exiting the catalyst and providing
feedback to the reductant injection temperature requirements by about 100
achieved, for example, with a dedicated degrees Celsius.25 This ‘‘pre-oxidation’’
NOX sensor in the exhaust so that the control system. If the downstream NOX
sensor detects too much NOX emissions catalyst also has the added benefit of
NOX concentration can be accurately
exiting the catalyst, the control system reducing HC emissions.
weighted moving average (EWMA) approach to can inject higher quantities of reductant. b. SCR and Lean NOX Catalyst
making decisions about the catalyst’s pass/fail Conversely, if the downstream NOX Monitoring Requirements
status. This approach monitors the catalyst and sensor detects too much ammonia slip
‘‘saves’’ that information. The next time it monitors We are proposing that the OBD
the catalyst, it saves that information along with the exiting the catalyst, the control system
system monitor SCR catalysts and lean
previous information, placing a higher weighting on can decrease the amount of reductant
NOX catalysts for proper conversion
the most recent information. This is done every injection.
time the OBD system monitors the catalyst and the capability. We are also proposing that
In addition to exhaust NOX levels,
EWMA saves six or seven monitoring events before each catalyst that converts NOX be
making a decision. Importantly, once there exists another important parameter for
monitored either individually or in
six or seven pieces of information, every monitoring achieving high NOX conversion rates
event can result in a decision because the EWMA
combination with others. For engines
with minimum ammonia slip is catalyst
is always using the previous six or seven events. equipped with SCR systems or other
temperature. SCR catalysts have a
Unfortunately, if a service technician clears the data catalyst systems that utilize an active/
with a scan tool, it is going to take six or seven intrusive reductant injection (e.g., active
23 Draft Technical Support Document, HDOBD
monitoring events before the catalyst monitor can
make a decision on the pass/fail status of the NPRM, EPA420–D–06–006, Docket ID# EPA–HQ– lean NOX catalysts utilizing diesel fuel
catalyst. So, we want to be sure that, in addition OAR–2005–0047–0008.

to the EWMA aspect of the catalyst monitor, there 24 Schaer, C. M., Onder, C. H., Geering, H. P., and 25 Walker, A. P., Chandler, G. R., Cooper, B. J., et
exists a way of determining quickly that someone Elsener, M., ‘‘Control of a Urea SCR Catalytic al., ‘‘An Integrated SCR and Continuously
has cleared the data but perhaps did not actually Converter System for a Mobile Heavy-Duty Diesel Regenerating Trap System to Meet Future NOX and
repair the catalyst. This is required to help prevent Engine,’’ SAE Paper 2003–01–0776 which may be PM Legislation,’’ SAE Paper 2000–01–0188 which
against DTC clearing without fixing a failed catalyst obtained from Society of Automotive Engineers may be obtained from Society of Automotive
as a means of passing an inspection & maintenance International, 400 Commonwealth Dr., Warrendale, Engineers International, 400 Commonwealth Dr.,
test. PA, 15096–0001. Warrendale, PA, 15096–0001.
injection), the OBD system would be filled with something other than the demonstrate that: The alternative
required to monitor the active/intrusive proper reductant). indicator is of sufficient illumination
reductant injection system for proper and location to be readily visible to the
iii. SCR and Lean NOX Catalyst
performance. The individual electronic operator under all lighting conditions;
Feedback Control System Malfunctions
components (e.g., actuators, valves, and the alternative indicator provides
sensors, heaters, pumps) in the active/ If the engine is equipped with equivalent assurance that a vehicle
intrusive reductant injection system feedback control of the reductant operator will be promptly notified; and,
must be monitored in accordance with injection, we are proposing that the that corrective action would be
the comprehensive component OBD system detect a malfunction when undertaken. If the vehicle is not
requirements in section II.D.4. and if: equipped with an alternative indicator
• The system fails to begin feedback and the MIL illuminates, the MIL may
i. Catalyst Conversion Efficiency control within a manufacturer specified be immediately extinguished and the
Malfunctions time interval; corresponding DTC erased once the
We are proposing that the OBD • A failure or deterioration causes OBD system has verified that the
system detect a catalyst malfunction open loop or default operation; or reductant tank has been properly
when the catalyst conversion capability • Feedback control has used up all of refilled and the MIL has not been
decreases to the point that would cause the adjustment allowed by the illuminated for any other type of
an engine’s NOX emissions to exceed manufacturer. malfunction. The Administrator may
any of the applicable emissions c. SCR and Lean NOX Catalyst approve other strategies that provide
thresholds for ‘‘NOX Catalyst Systems’’ Monitoring Conditions equivalent assurance that a vehicle
as shown in Table II.B–1. If no failure operator will be promptly notified and
or deterioration of the catalyst NOX Manufacturers would be required to that corrective action will be
conversion capability could result in an define the monitoring conditions for undertaken.
engine’s NOX emissions exceeding any catalyst conversion efficiency The monitoring method for the
of the applicable emissions thresholds, malfunctions such that the minimum catalyst(s) would have to be capable of
the OBD system would have to detect a performance ratio requirements detecting all instances, except
malfunction when the catalyst has no discussed in section II.E would be met. diagnostic self-clearing, when a catalyst
detectable amount of NOX conversion For purposes of tracking and reporting DTC has been cleared but the catalyst
capability. as required in section II.E, all monitors has not been replaced (e.g., catalyst over
used to detect catalyst conversion temperature histogram approaches are
ii. Active/Intrusive Reductant Injection efficiency malfunctions must be tracked not acceptable).
System Malfunctions separately but reported as a single set of
values as specified in section II.E.26 We 7. NOX Adsorber System Monitoring
Specific to SCR and other active/
intrusive reductant injection system are also proposing that the OBD system a. Background
performance, we are proposing that the monitor continuously for active/ NOX adsorbers, or lean NOX traps
OBD system detect a malfunction prior intrusive reductant injection system (LNT), work to control NOX emissions
to any failure or deterioration of the malfunctions. Manufacturers would be by storing NOX on the surface of the
system to regulate reductant delivery required to monitor continuously the catalyst during the lean engine
properly (e.g., urea injection, separate active/intrusive reductant delivery operation typical of diesel engines and
injector fuel injection, post injection of system. then by undergoing subsequent brief
fuel, air assisted injection/mixing) that d. SCR and Lean NOX Catalyst MIL rich regeneration events where the NOX
would cause an engine’s NOX emissions Illumination and DTC Storage is released and reduced across a
to exceed any of the applicable precious metal catalyst.
emissions thresholds for ‘‘NOX Catalyst We are proposing the general MIL
NOX adsorber systems generally
Systems’’ as shown in Table II.B–1. As illumination and DTC storage
consist of a conventional three-way
above, if no failure or deterioration of requirements presented in section II.A.2
catalyst function (e.g., platinum) with
the reductant delivery system could with the exception of active/intrusive
NOX storage components (i.e.,
result in an engine’s NOX emissions reductant injection related
adsorbents) incorporated into the
exceeding the applicable emissions malfunctions. If the OBD system is
washcoat. Three-way catalysts convert
thresholds, the OBD system would have capable of discerning that a system
NOX emissions as well as HC and CO
to detect a malfunction when the system malfunction is being caused by an
emissions (hence the name three-way)
has reached its control limits such that empty reductant tank, the manufacturer
by promoting oxidation of HC and CO
it is no longer able to deliver the desired may delay illumination of the MIL if the
to H2O and CO2 using the oxidation
quantity of reductant. vehicle is equipped with an alternative
potential of the NOX pollutant and, in
indicator for notifying the vehicle
If the system uses a reductant other the process, reducing the NOX
operator of the malfunction. The
than the fuel used for the engine or uses emissions to nitrogen, N2. Said another
a reservoir/tank for the reductant that is way, three-way catalysts work with
separate from the fuel tank used for the 26 For specific components or systems that have exhaust conditions where the net
engine, the OBD system must detect a multiple monitors that are required to be reported oxidizing and reducing chemistry of the
malfunction when there is no longer (e.g., exhaust gas sensor bank 1 may have multiple exhaust is approximately equal,
sufficient reductant available (e.g., the monitors for sensor response or other sensor allowing the catalyst to promote
characteristics), the OBD system must separately
reductant tank is empty). If the system complete oxidation/reduction reactions

uses a reservoir/tank for the reductant specific monitors and report only the corresponding to the desired exhaust components of
that is separate from the fuel tank used numerator and denominator for the specific monitor CO2, H2O, and N2. The oxidizing
for the engine, the OBD system must that has the lowest numerical ratio. If two or more potential in the exhaust comes from
detect a malfunction when an improper corresponding numerator and denominator for the
NOX emissions and any feedgas oxygen
reductant is used in the reductant specific monitor that has the highest denominator (O2) not consumed during combustion.
reservoir/tank (e.g., the reductant tank is shall be reported for the specific component. The reducing potential in the exhaust
comes from HC and CO emissions, NOX sensors and temperature sensors to ability to properly regulate injection
which represent products of incomplete provide the most precise closed-loop causes the system to be unable to
combustion. Operation of the engine to control for the NOX adsorber system. If achieve desorption of the NOX adsorber.
ensure that the oxidizing and reducing NOX sensors are not used to control the
iii. NOX Adsorber Feedback Control
potential of the combustion and exhaust NOX adsorber system, manufacturers
System Malfunctions
conditions is precisely balanced is could use wide-range air-fuel (A/F)
referred to as stoichiometric engine sensors located upstream and If the engine is equipped with
operation. downstream of the adsorber as a feedback control of the reductant
Because diesel engines run lean of substitute. However, A/F sensors cannot injection (e.g., feedback control of
stoichiometric operation, the NOX provide an instantaneous indication of injection quantity, time), we are
emissions are stored, or absorbed—via tailpipe NOX levels, which would allow proposing that the OBD system detect a
chemical reaction with alkaline earth the control system to precisely malfunction when and if:
metals such as barium nitrate in the determine when the adsorber system is • The system fails to begin feedback
washcoat—and then released during filled to capacity and regeneration control within a manufacturer specified
rich operation for conversion to N2. This should be initiated. If A/F sensors are time interval;
NOX release during rich operation is used in lieu of NOX sensors, an • A failure or deterioration causes
referred to as a regeneration event. The estimation of engine-out NOX emissions open loop or default operation; or
rich operating conditions required for and their subsequent storage in the NOX • Feedback control has used up all of
NOX regeneration, which generally last adsorber can be achieved indirectly the adjustment allowed by the
for several seconds, are typically through modeling. manufacturer.
achieved using a combination of intake
b. NOX Adsorber System Monitoring c. NOX Adsorber System Monitoring
air throttling (to reduce the amount of
Requirements Conditions
intake air), exhaust gas recirculation,
and post-combustion fuel injection. We are proposing that the OBD We are proposing that manufacturers
NOX adsorber systems have system monitor the NOX adsorber on define the monitoring conditions for
demonstrated NOX reduction engines so equipped for proper NOX adsorber capability malfunctions
efficiencies from 50 percent to in excess performance. For engines equipped with such that the minimum performance
of 90 percent. This efficiency has been active/intrusive injection (e.g., in- ratio requirements discussed in section
found to be highly dependent on the exhaust fuel and/or air injection) to II.E would be met. For purposes of
fuel sulfur content because NOX achieve NOX regeneration, the OBD tracking and reporting as required in
adsorbers are extremely sensitive to system would have to monitor the section II.E, all monitors used to detect
sulfur. The NOX adsorption material has active/intrusive injection system for NOX adsorber capability malfunctions
an even greater affinity for sulfur proper performance. The individual must be tracked separately but reported
compounds than NOX. Thus, sulfur electronic components (e.g., injectors, as a single set of values as specified in
compounds can saturate the adsorber valves, sensors) that are used in the section II.E.27 We are also proposing
and limit the number of active sites for active/intrusive injection system would that the OBD system monitor
NOX adsorption, thereby lowering the have to be monitored in accordance continuously for active/intrusive
NOX reduction efficiency. Accordingly, with the comprehensive component reductant injection and feedback control
low sulfur fuel is required to achieve the requirements in section II.D.4. system malfunctions.
greatest NOX reduction efficiencies.
Although new adsorber washcoat i. NOX Adsorber Capability d. NOX Adsorber System MIL
materials are being developed with a Malfunctions Illumination and DTC Storage
higher resistance to sulfur poisoning We are proposing that the OBD We are proposing the general
and ultra-low sulfur fuel will be the system detect a NOX adsorber requirements for MIL illumination and
norm by 2010, NOX adsorber systems malfunction when its capability—i.e., DTC storage discussed in section II.A.2.
will still need to purge the stored sulfur its combined adsorption and conversion
8. Diesel Particulate Filter (DPF) System
from the storage bed by a process capability—decreases to the point that
Monitoring
referred to as desulfation. Because the would cause an engine’s NOX emissions
desulfation process takes longer (e.g., to exceed the applicable emissions a. Background
several minutes) and requires more fuel thresholds for ‘‘NOX Catalyst Systems’’ Diesel particulate filters control diesel
and heat than the NOX regeneration as shown in Table II.B–1. If no failure PM by capturing the soot (solid carbon)
step, permanent thermal degradation of or deterioration of the NOX adsorber portion of PM in a filter media, typically
the NOX adsorber and fuel economy capability could result in an engine’s a ceramic wall flow substrate, and then
penalties may result from desulfation NOX emissions exceeding the applicable by oxidizing (burning) it in the oxygen-
events happening with excessive emissions thresholds, the OBD system rich atmosphere of diesel exhaust.28 In
frequency. However, if desulfation is would have to detect a malfunction aggregate over a driving cycle, the PM
not done frequently enough, NOX when the system has no detectable must be burned at a rate equal to or
storage capacity would be compromised amount of NOX adsorber capability.
and fuel economy penalties would be 27 For specific components or systems that have
incurred from excessive attempts at ii. Active/Intrusive Reductant Injection
multiple monitors that are required to be reported
NOX regeneration. System Malfunctions (e.g., exhaust gas sensor bank 1 may have multiple
In order to achieve and maintain high For NOX adsorber systems that use monitors for sensor response or other sensor
NOX conversion efficiencies while active/intrusive injection (e.g., in-

limiting negative impacts on fuel cylinder post fuel injection, in-exhaust specific monitors and report only the corresponding
economy and driveability, vehicles with air-assisted fuel injection) to achieve numerator and denominator for the specific monitor
NOX adsorber systems will require desorption of the NOX adsorber, the that has the lowest numerical ratio. If two or more
precise air/fuel control in the engine OBD system would have to detect a corresponding numerator and denominator for the
and in the exhaust stream. Diesel malfunction if any failure or specific monitor that has the highest denominator
manufacturers are expected to utilize deterioration of the injection system’s shall be reported for the specific component.
greater than its accumulation rate, or the combustion propagation which would when no detectable amount of PM
DPF will clog. Given low sulfur diesel effectively waste the energy (fuel) used filtering occurs.
fuel (diesel fuel with a sulfur content of to initiate the regeneration. Another
ii. DPF Regeneration Frequency
15 ppm or lower), highly active catalytic important consideration in the control
Malfunctions—Too Frequent
metals (e.g., platinum) can be used to system design is the fuel economy
promote soot oxidation. This method of penalty involved with DPF regeneration. We are proposing that the OBD
PM filter regeneration, called passive Prolonged operation with high system detect a malfunction when the
regeneration, is the primary means of backpressures in the exhaust and DPF regeneration frequency increases
soot oxidation that we project industry regenerations occurring too frequently from—i.e., occurs more often than—the
will use in 2007/2010. are both detrimental to fuel economy manufacturer’s specified regeneration
The DPF technology has proven itself and DPF durability. Therefore, DPF frequency to a level such that it would
in tens of thousands of retrofit system designers will need to carefully cause an engine’s NMHC emissions to
applications where low sulfur diesel balance the regeneration frequency with exceed the applicable emissions
fuel is already available. More than a various conflicting factors. To optimize threshold for ‘‘DPF Systems’’ as shown
million light-duty passenger cars in the trap regeneration for these design in Table II.B–1. If no such regeneration
Europe now have diesel particulate factors, the DPF regeneration control frequency exists that could cause NMHC
filters. DPFs are considered the most system is projected to incorporate both emissions to exceed the applicable
effective control technology for the pressure sensors and temperature emission threshold, the OBD system
reduction of particulate emissions and sensors to model soot loading and other would have to detect a malfunction
can typically achieve PM reductions in phenomena.29 Through the information when the PM filter regeneration
excess of 90 percent. provided by these sensors, designers can frequency exceeds the manufacturer’s
In order to maintain the performance optimize the DPF for high effectiveness specified design limits for allowable
of the DPF and the engine, the trapped and maximum durability while regeneration frequency.
PM must be periodically removed before minimizing fuel economy and
too much particulate is accumulated performance penalties. iii. DPF Incomplete Regeneration
and exhaust backpressure reaches Malfunctions
unacceptable levels. The process of b. DPF System Monitoring We are proposing that the OBD
periodically removing accumulated PM Requirements system detect a regeneration
from the DPF is known as We are proposing that the OBD malfunction when the DPF does not
‘‘regeneration’’ and is very important for system monitor the DPF on engines so- properly regenerate under
maintaining low PM emission levels. equipped for proper performance.30 For manufacturer-defined conditions where
DPF regeneration can be passive (i.e., engines equipped with active regeneration is designed to occur.
occur continuously during regular regeneration systems that utilize an
operation of the filter), active (i.e., occur active/intrusive injection (e.g., in- iv. DPF NMHC Conversion Efficiency
on a controlled, periodic basis after a exhaust fuel injection, in-exhaust fuel/ Malfunctions
predetermined quantity of particulates air burner), the OBD system would have We are proposing that, for any DPF
have been accumulated), or a to monitor the active/intrusive injection that serves to convert NMHC emissions,
combination of the two. With passive system for proper performance. The the OBD system must monitor the
regeneration, the oxidizing catalyst individual electronic components (e.g., NMHC converting function of the DPF
material on the DPF substrate serves to injectors, valves, sensors) that are used and detect a malfunction when the
lower the temperature for oxidizing PM. in the active/intrusive injection system NMHC conversion capability decreases
This allows the DPF to continuously must be monitored in accordance with to the point that NMHC emissions
oxidize trapped PM material during the comprehensive component exceed the NMHC threshold for ‘‘DPF
normal driving. In contrast, active requirements in section II.D.4. Systems’’ as shown in Table II.B–1. If no
systems utilize an external heat failure or deterioration of the NMHC
i. PM Filtering Performance
source—such as an electric heater or conversion capability could result in
fuel burner—to facilitate DPF We are proposing that the OBD NMHC emissions exceeding the
regeneration. We are projecting that system detect a malfunction prior to a applicable NMHC threshold, the OBD
virtually all DPF systems will have decrease in the filtering capability of the system would have to detect a
some sort of active regeneration DPF (e.g., cracking, melting, etc.) that malfunction when the system has no
mechanism as a backup mechanism would cause an engine’s PM emissions detectable amount of NMHC conversion
should operating conditions not be to exceed the applicable emissions capability.
conducive for passive regeneration. thresholds for ‘‘DPF Systems’’ as shown
One of the key considerations for a in Table II.B–1. If no failure or v. DPF Missing Substrate Malfunctions
DPF regeneration control system is the deterioration of the PM filtering We are proposing that the OBD
amount of soot quantity that is stored in performance could result in an engine’s system detect a malfunction if either the
the DPF (often called soot loading). If PM emissions exceeding the applicable DPF substrate is completely destroyed,
too much soot is stored when emissions thresholds, the OBD system removed, or missing, or if the DPF
regeneration is activated, the soot can would have to detect a malfunction assembly has been replaced with a
burn uncontrollably and DPF substrate muffler or straight pipe.
could be damaged via melting or 29 Salvat, O., Marez, P., and Belot, G., ‘‘Passenger
cracking. Conversely, activating Car Serial Application of a Particulate Filter System vi. DPF Active/Intrusive Injection
on a Common Rail Direct Injection Diesel Engine,’’ System Malfunctions
regeneration when there is too little
SAE Paper 2000–01–0473 which may be obtained

trapped soot will not ensure good from Society of Automotive Engineers International, We are proposing that, for systems
400 Commonwealth Dr., Warrendale, PA, 15096– that utilize active/intrusive injection
28 See ‘‘Regulatory Impact Analysis: Heavy-Duty 0001. (e.g., in-cylinder post fuel injection, in-
30 Note that these requirements would also apply
Engine and Vehicle Standards and Highway Diesel exhaust air-assisted fuel injection) to
Fuel Sulfur Control Requirements;’’ EPA420–R–00– to a catalyzed diesel particulate filter (CDPF). We
026; December 2000 at Chapter III for a more use the more common term DPF throughout this achieve DPF regeneration, the OBD
complete description of DPFs. discussion. system detect a malfunction if any
failure or deterioration of the injection control technologies (e.g., catalysts, EGR catalyst, EGR, SCR, or NOX adsorber
system’s ability to properly regulate systems). We expect that both oxygen monitoring).
injection causes the system to be unable sensors and wide range A/F sensors may Specifically for sensors located
to achieve DPF regeneration. be used by heavy-duty manufacturers to upstream of an aftertreatment device,
optimize their emission control we are proposing the following:
vii. DPF Regeneration Feedback Control
System Malfunctions
technologies. We would expect that, in • Sensor performance malfunctions:
addition to their emissions control The OBD system must detect a
We are proposing that, if the engine functions, these sensors will also be malfunction prior to any failure or
is equipped with feedback control of the used to satisfy many of the proposed deterioration of the sensor voltage,
DPF regeneration (e.g., feedback control HDOBD monitoring requirements, such resistance, impedance, current, response
of oxidation catalyst inlet temperature, as fuel system monitoring, catalyst rate, amplitude, offset, or other
PM filter inlet or outlet temperature, in- monitoring, and EGR system characteristic(s) that would cause an
cylinder or in-exhaust fuel injection), monitoring. NOX sensors may also be engine’s emissions to exceed the
the OBD system must detect a used for optimization of several diesel applicable emissions thresholds for
malfunction when and if: emission control technologies, such as ‘‘Other Monitors’’ as shown in Table
• The system fails to begin feedback NOX adsorbers and selective catalytic II.B–1.
control within a manufacturer specified reduction (SCR) systems. Since an Specifically for sensors located
time interval; exhaust gas sensor can be a critical downstream of an aftertreatment device,
• A failure or deterioration causes component of a vehicle’s fuel and we are proposing the following:
open loop or default operation; or emission control system, the proper • Sensor performance malfunctions:
• Feedback control has used up all of performance of this component needs to The OBD system must detect a
the adjustment allowed by the be assured to maintain low emissions. malfunction prior to any failure or
manufacturer. The reliance on these sensors for deterioration of the sensor voltage,
c. DPF System Monitoring Conditions emissions control and OBD monitoring resistance, impedance, current, response
makes it important that any malfunction rate, amplitude, offset, or other
We are proposing that manufacturers that adversely affects the performance of
define the monitoring conditions for all characteristic(s) that would cause an
any of these sensors be detected by the engine’s emissions to exceed the
DPF related malfunctions such that the OBD system.
minimum performance ratio applicable emissions thresholds for
requirements discussed in section II.E b. Exhaust Gas Sensor Monitoring ‘‘Air-fuel ratio sensors downstream of
would be met with the exception that Requirements aftertreatment devices’’ as shown in
monitoring must occur every time the Table II.B–1.
monitoring conditions are met during system monitor all exhaust gas sensors ii. NOX Sensor Malfunctions
the driving cycle rather than once per (e.g., oxygen, air-fuel ratio, NOX) used For NOX sensors, we are proposing
driving cycle as required for most either for emission control system the following:
monitors. For purposes of tracking and feedback (e.g., EGR control/feedback,
reporting as required in section II.E, all • Sensor performance malfunctions:
SCR control/feedback, NOX adsorber
monitors used to detect all DPF related The OBD system must detect a
control/feedback), or as a monitoring
malfunctions would have to be tracked malfunction prior to any failure or
device, for proper output signal,
separately but reported as a single set of deterioration of the sensor voltage,
activity, response rate, and any other
values as specified in section II.E.31 resistance, impedance, current, response
parameter that can affect emissions. For
rate, amplitude, offset, or other
d. DPF System MIL Illumination and engines equipped with heated exhaust
characteristic(s) that would cause an
DTC Storage gas sensors, the OBD system would have
engine’s emissions to exceed the
to monitor the heater for proper
We are proposing the general applicable emissions thresholds for
performance.
requirements for MIL illumination and ‘‘NOX sensors’’ as shown in Table II.B–
DTC storage as discussed in section i. Air/Fuel Ratio Sensor Malfunctions 1.
II.A.2. For all air/fuel ratio sensors, we are • Circuit malfunctions: The OBD
proposing the following: system must detect malfunctions of the
9. Exhaust Gas Sensor Monitoring sensor caused by either a lack of circuit
• Circuit malfunctions: The OBD
a. Background system must detect malfunctions of the continuity or out-of-range values.
sensor caused by either a lack of circuit • Feedback malfunctions: The OBD
Exhaust gas sensors (e.g., oxygen
continuity or out-of-range values. system shall detect a malfunction of the
sensors, wide-range air-fuel (A/F)
sensors, NOX sensors) are important to • Feedback malfunctions: The OBD sensor when a sensor failure or
system must detect a malfunction of the deterioration causes an emission
the emission control system of vehicles.
sensor when a sensor failure or control—e.g., the EGR, SCR, or NOX
These sensors are used for enhancing
deterioration causes an emissions adsorber systems—to stop using that
the performance of several emission
control system—e.g., the EGR, SCR, or sensor as a feedback input (e.g., causes
31 For specific components or systems that have NOX adsorber systems—to stop using default or open-loop operation).
multiple monitors that are required to be reported that sensor as a feedback input (e.g., • Monitoring capability: To the extent
(e.g., exhaust gas sensor bank 1 may have multiple causes default or open-loop operation). feasible, the OBD system must detect a
monitors for sensor response or other sensor • Monitoring capability: To the extent malfunction of the sensor when the
feasible, the OBD system must detect a sensor output voltage, resistance,

specific monitors and report only the corresponding malfunction of the sensor when the impedance, current, amplitude, activity,
numerator and denominator for the specific monitor sensor output voltage, resistance, offset, or other characteristics are no
that has the lowest numerical ratio. If two or more impedance, current, amplitude, activity, longer sufficient for use as an OBD
corresponding numerator and denominator for the
offset, or other characteristics are no system monitoring device (e.g., for
specific monitor that has the highest denominator longer sufficient for use as an OBD catalyst, EGR, SCR, or NOX adsorber
shall be reported for the specific component. system monitoring device (e.g., for monitoring).
iii. Other Exhaust Gas Sensor c. Exhaust Gas Sensor Monitoring malfunctioning sensor and that the
Malfunctions Conditions disablement interval is limited only to
For other exhaust gas sensors, we are For exhaust gas sensor performance that necessary for avoiding a false
proposing that the manufacturer submit malfunctions, we are proposing that detection.
a monitoring plan to the Administrator manufacturers define the monitoring For exhaust gas sensor heater
for approval. The Administrator would conditions such that the minimum malfunctions, manufacturers must
approve the request upon determining performance ratio requirements define monitoring conditions such that
that the manufacturer has submitted discussed in section II.E would be met. the minimum performance ratio
data and an engineering evaluation that For purposes of tracking and reporting requirements discussed in section II.E
demonstrate that the monitoring plan is as required in section II.E, all monitors would be met. Monitoring for sensor
as reliable and effective as the used to detect sensor performance heater circuit malfunctions must be
monitoring plan required for air/fuel malfunctions would have to be tracked
conducted continuously.
ratio sensors and NOX sensors. separately but reported as a single set of
values as specified in section II.E.32 d. Exhaust Gas Sensor MIL Illumination
iv. Exhaust Gas Sensor Heater For exhaust gas sensor monitoring
Malfunctions and DTC Storage
capability malfunctions, manufacturers
We are proposing that the OBD would have to define the monitoring We are proposing the general
system detect a malfunction of the conditions such that the minimum requirements for MIL illumination and
heater performance when the current or performance ratio requirements DTC storage as discussed in section
voltage drop in the heater circuit is no discussed in section II.E would be met II.A.2.
longer within the manufacturer’s with the exception that monitoring must
specified limits for normal operation occur every time the monitoring C. Monitoring Requirements and
(i.e., within the criteria required to be conditions are met during the driving Timelines for Gasoline/Spark-Ignition
met by the component vendor for heater cycle rather than once per driving cycle Engines
circuit performance at high mileage). as required for most monitors.
The manufacturer may use other For exhaust gas sensor circuit Table II.C–1 summarizes the proposed
malfunction criteria for heater malfunctions and feedback gasoline fueled spark ignition emissions
performance malfunctions. To do so, the malfunctions, monitoring must be thresholds at which point a component
manufacturer would be required to conducted continuously. or system has failed to the point of
submit data and/or engineering analyses The manufacturer may disable requiring an illuminated MIL and a
that demonstrate that the monitoring continuous exhaust gas sensor stored DTC. Table II.C–2 summarizes
reliability and timeliness would be monitoring when an exhaust gas sensor the proposed implementation schedule
equivalent to the criteria stated here. malfunction cannot be distinguished for these thresholds—i.e., the proposed
Further, the OBD system would be from other effects (e.g., disable ‘‘out-of- certification requirements and in-use
required to detect malfunctions of the range low’’ monitoring during fuel cut liabilities. More detail regarding the
heater circuit including open or short conditions). To do so, the manufacturer specific monitoring requirements,
circuits that conflict with the would be required to submit test data implementation schedules, and
commanded state of the heater (e.g., and/or engineering analyses that liabilities can be found in the sections
shorted to 12 Volts when commanded to demonstrate that a properly functioning that follow.
0 Volts (ground)). sensor cannot be distinguished from a
TABLE II.C–1.—PROPOSED EMISSIONS THRESHOLDS FOR GASOLINE FUELED SI ENGINES OVER 14,000 POUNDS
Component/Monitor MY NMHC CO NOX
Catalytic converter system ....................................................................................................... 2010+ ...... 1.75x ........ ............. 1.75x
‘‘Other monitors’’ with emissions thresholds (see section II.C) ............................................... 2010+ ...... 1.5x .......... 1.5x .......... 1.5x
Evaporative emissions control system .................................................................................... 2010+ ...... 0.150 inch
leak.
Notes: MY=Model Year; 1.75x means a multiple of 1.75 times the applicable emissions standard; not all proposed monitors have emissions
thresholds but instead rely on functionality and rationality checks as described in section II.D.4. The evaporative emissions control system thresh-
old is not, technically, an emissions threshold but rather a leak size that must be detected; nonetheless, for ease we refer to this as the
threshold.
There are exceptions to the emissions at which point a functional check would industry—General Motors and Ford, as
thresholds shown in Table II.C–1 be allowed. of today 33—have told us that their
whereby a manufacturer can The monitoring requirements preference is to use essentially the same
demonstrate that emissions do not described below for gasoline engines OBD system on their engines used in
exceed the threshold even when the mirror those that are already in place for both under and over 14,000 pound
component or system is non-functional gasoline engines used in vehicles under vehicles.34 In general, we agree with the
14,000 pounds. The HD gasoline
32 For specific components or systems that have that has the lowest numerical ratio. If two or more Other manufacturers certify engines that use the
multiple monitors that are required to be reported specific monitors have identical ratios, the Otto cycle, but those engines do not burn gasoline
(e.g., exhaust gas sensor bank 1 may have multiple corresponding numerator and denominator for the and instead burn various alternative fuels.
monitors for sensor response or other sensor specific monitor that has the highest denominator 34 ‘‘EMA Comments on Proposed HDOBD
shall be reported for the specific component. Requirements for HDGE,’’ bullet items 3 and 4;
33 This is true according to our certification April 28, 2005, Docket ID# EPA–HQ–OAR–2005–
specific monitors and report only the corresponding
numerator and denominator for the specific monitor database for both he 2004 and 2005 model years. 0047–0003.
HD gasoline industry on this issue for injection quantity for more precise of the adjustment allowed by the
three reasons: fueling. manufacturer. For such systems, the
• The engines used in vehicles above For gasoline engines, fuel system OBD system would be required to meet
and below 14,000 pounds are the same monitoring has been implemented on the fuel system performance
which makes it easy for industry to use light-duty vehicles since the 1996 model requirements presented above.
the same OBD monitors. year and on heavy-duty vehicles less Additionally, we are proposing that
• The existing OBD requirements for than 14,000 pounds and the engines the OBD system be required to detect a
engines used in vehicles below 14,000 used in those vehicles since the 2004/ malfunction whenever the fuel control
pounds have proven effective; and, 2005 model year. For heavy-duty system fails to enter closed loop
• The industry members have more gasoline engines used in vehicles over operation within a time interval after
than 10 years experience complying 14,000 pounds (many of which are the engine startup. The manufacturer would
with the OBD requirements for engines same engine as is used in vehicles less be required to submit data and/or
used in vehicles below 14,000 pounds. than 14,000 pounds), the system engineering analyses that support their
As a result, we are proposing components and control strategies are chosen time interval.
requirements that should allow for OBD identical to those used in the light-duty Lastly, manufacturers would be
system consistency in vehicles under and under 14,000 pound categories. As allowed to adjust the malfunction
and over 14,000 pounds rather than such, the monitoring requirements criteria and/or monitoring conditions to
proposing requirements that mirror the established for engines used in vehicles compensate for changes in altitude,
proposed HD diesel requirements less than 14,000 pounds can be directly temporary introduction of large amounts
discussed in section II.B. Nonetheless, applied to engines used in vehicles over of purge vapor, or for other similar
the requirements proposed below are for 14,000 pounds. identifiable operating conditions when
engine-based OBD monitors only rather they occur.
b. Fuel System Monitoring
than monitors for the entire powertrain Requirements c. Fuel System Monitoring Conditions
(which would include the
We are proposing that the fuel system We are proposing that the OBD
transmission). We are doing this for the
be continuously monitored for its ability system monitor continuously for
same reasons as done for the proposed
to maintain engine emissions below the malfunctions of the fuel system.
diesel OBD requirements in that
certification of gasoline applications applicable emissions thresholds. d. Fuel System MIL Illumination and
over 14,000 pounds, like their diesel Manufacturers would also be required to DTC Storage
counterparts, is done on an engine basis verify that the fuel system is in closed-
loop operation—e.g., that it is using the We are proposing that a pending DTC
and not a vehicle basis. be stored immediately upon detecting a
oxygen sensor for feedback control. The
1. Fuel System Monitoring individual components of the fuel malfunction according to the fuel
system would also be covered by system monitoring requirements
a. Background presented in section II.C.1.b (i.e., rather
separate monitoring requirements for
As with diesel engines, the fuel oxygen sensors, misfire (for the fuel than waiting until the end of the drive
system of a gasoline engine is an injectors), and comprehensive cycle to store the pending DTC). Once
essential component of the engine’s a pending DTC is stored, the OBD
components (in systems such as those
emissions control system. Proper system would be required to illuminate
with electronically-controlled variable
delivery of fuel is essential to maintain the MIL immediately and store a MIL-
speed fuel pumps or electronically-
stoichiometric operation and minimize on DTC if a malfunction is again
controlled fuel pressure regulators).
engine out emissions. Proper detected during either of the following
stoichiometric control is also critical to i. Fuel System Performance two events: (1) The drive cycle
maximize catalyst conversion efficiency We are proposing that the OBD immediately following the drive cycle
and reach low tailpipe emission levels. system be required to detect a during which the pending DTC was
As such, thorough monitoring of the malfunction of the fuel delivery system stored, regardless of the conditions
fuel system is an essential element in an (including feedback control based on a encountered during the drive cycle; or,
OBD system. secondary oxygen sensor) when the fuel (2) on the next drive cycle during which
For gasoline engines, the fuel system delivery system is unable to maintain similar conditions are encountered to
generally includes a fuel pump, fuel the engine’s emissions at or below the those that occurred when the pending
pressure regulator, fuel rail, individual applicable emissions thresholds for DTC was stored.35
injectors for each cylinder, and a closed- We are also proposing that the
‘‘Other monitors’’ as shown in Table
loop feedback control system using pending DTC may be erased at the end
II.C–1.
oxygen sensor(s) or air-fuel ratio (A/F) of the next drive cycle in which similar
sensor(s). The feedback sensors are ii. Fuel System Feedback Control conditions have been encountered
located in the exhaust system and are If the engine is equipped with without detecting a malfunction
used to regulate the fuel injection adaptive feedback control, we are according to the fuel system monitoring
quantity to achieve a stoichiometric proposing that the OBD system be requirements. The pending DTC may
mixture in the exhaust. If the sensor required to detect a malfunction when also be erased if similar conditions are
indicates a rich (or lean) mixture, the the adaptive feedback control has used not encountered during the 80 drive
system reduces (or increases) the up all of the adjustment allowed by the cycles immediately after the initial
amount of fuel being injected by manufacturer. However, if the engine is 35 ‘‘Similar conditions,’’ as used in conjunction
applying a short term correction to the equipped with feedback control that is
with misfire and fuel system monitoring, means

fuel injection quantity calculated for the based on a secondary oxygen (or engine conditions having an engine speed within
current engine operating condition. To equivalent) sensor, the OBD system 375 rpm, load conditions within 20 percent, and the
account for aging or deterioration in the would not be required to detect a same warm up status (i.e., cold or hot) as existing
during the applicable previous problem detection.
system such as reduced injector flow, malfunction of the fuel system solely The Administrator may approve other definitions of
more permanent long term corrections when the feedback control based on that similar conditions based on comparable timeliness
are also learned and applied to the fuel secondary oxygen sensor has used up all and reliability in detecting similar engine operation.
detection of a malfunction for which the identify the specific cylinder in which beginning of the test procedure. To
pending DTC was set. misfire is occurring and/or if there establish this percentage of misfire, the
We are proposing some specific exists a condition in which more than manufacturer would be required to use
requirements with respect to storage of one cylinder is misfiring; when misfire events occurring at equally
freeze frame information associated identifying a multiple cylinder misfire spaced, complete engine cycle intervals,
with fuel system malfunctions. First, the condition, the OBD system would not be across randomly selected cylinders
OBD system must store and erase freeze required to identify individually each of throughout each 1000 revolution
frame information either in conjunction the misfiring cylinders. We are increment. If this percentage of misfire
with storing and erasing a pending DTC proposing an exception to this whereby is determined to be lower than one
or in conjunction with storing and if more than 90 percent of the detected percent, the manufacturer may set the
erasing a MIL-on DTC. Second, if freeze misfires are occurring in a single malfunction criteria at one percent. The
frame information is already stored for cylinder, the manufacturer may elect to manufacturer may use a different
a malfunction other than an engine consider it a single cylinder misfire interval than a 1000 revolution
misfire or fuel system malfunction at the condition rather than a multiple increment. To do so, the manufacturer
time that a fuel system DTC is stored, cylinder misfire condition. However, we would be required to submit data and/
the preexisting freeze frame information are proposing that, if two or more or engineering analyses demonstrating
must be replaced with freeze frame cylinders individually have more than that the strategy would be equally
information regarding the fuel system 10 percent of the total number of effective and timely at detecting misfire.
malfunction. detected misfires, the manufacturer A malfunction must be detected if the
The OBD system would also be must consider it a multiple cylinder percentage of misfire is exceeded
required to store the engine speed, load, misfire condition. regardless of the pattern of misfire
and warm up status present when the events (e.g., random, equally spaced,
i. Engine Misfire Capable of Causing
first fuel system malfunction is detected continuous).
Catalyst Damage
that resulted in the storage of the c. Engine Misfire Monitoring Conditions
pending DTC. The MIL may be We are proposing that the
extinguished after three sequential drive manufacturer be required to detect the We are proposing that the OBD
cycles in which similar conditions have percentage of misfire—evaluated in 200 system monitor continuously to detect
been encountered without detecting a revolution increments—for each engine engine misfire under all of the following
speed and load condition that would conditions:
malfunction of the fuel system.
result in a temperature capable of • From no later than the end of the
2. Engine Misfire Monitoring damaging the catalyst. For every engine second crankshaft revolution after
speed and load condition at which this engine start;
a. Background
percentage is determined to be less than • During the rise time and settling
Detecting engine misfire on a gasoline five percent, the manufacturer may set time as the engine reaches the desired
spark ignition engine is important for the malfunction criteria at five percent. idle speed immediately following
two reasons: Its impact on the emissions The manufacturer may use a longer engine start-up (i.e., ‘‘flare-up’’ and
performance of the engine and its interval than a 200 revolution increment ‘‘flare-down’’); and,
impact on the durability of the catalytic but only for determining, on a given • Under all positive torque conditions
converter. Engine misfire has two drive cycle, the first misfire exceedance; except within the engine operating
primary causes: Lack of spark and poor upon detecting the first such region bound by lines connecting the
fuel metering (delivery). When misfire exceedance, the 200 revolution following three points: An engine speed
occurs, unburned fuel and air are increment must be used. The of 3000 rpm with the engine load at the
pumped out of the engine and into the manufacturer may use a longer initial positive torque line (i.e., engine load
exhaust system and into the catalyst. interval by submitting data and/or with the transmission in neutral), an
This can increase dramatically the engineering analyses that demonstrate engine speed at the redline rpm with the
operating temperature of the catalyst that catalyst damage would not occur engine load at the positive torque line,
where temperatures can soar to above due to unacceptably high catalyst and an engine speed at the redline rpm
900 degrees Celsius. This problem is temperatures before the interval has with an engine load at which intake
usually most severe under high load/ elapsed. manifold vacuum is four inches of
high speed engine operating conditions Further, we are proposing that, for the mercury lower than that at the positive
and can cause irreversible damage to the purpose of establishing the temperature torque line (this would be an engine
catalyst. Though the durability of at which catalyst damage would occur, load somewhat greater than the engine
catalysts has been improving, most are manufacturers not be allowed to define load at the positive torque line).36
unable to sustain continuous operation the catalyst damaging temperature at a If a monitoring system cannot detect
at such high temperatures. Engine temperature more severe than what the all misfire patterns under the required
misfire also contributes to poor catalyst system could be operated at for engine speed and load conditions, the
emissions performance, especially when 10 consecutive hours and still meet the manufacturer may request approval of
the misfire occurs during engine warm- applicable standards. the system nonetheless. In evaluating
up and the catalyst itself has not yet the manufacturer’s request, the
reached its operating temperature. ii. Engine Misfire Causing Poor Administrator would consider:
Emissions Performance • The magnitude of the region(s) in
b. Engine Misfire Monitoring We are proposing that the which misfire detection is limited;
Requirements manufacturer be required to detect the • The degree to which misfire
We are proposing that the OBD percentage of misfire—evaluated in detection is limited in those region(s)
system detect both engine misfire 1000 revolution increments—that would
36 ‘‘Redline engine speed’’ is actually defined by
capable of causing catalyst damage and cause emissions to exceed the emissions
the manufacturer as either the recommended
engine misfire capable of causing poor thresholds for ‘‘Other monitors’’ as maximum engine speed as normally displayed on
emissions performance. Additionally, shown in Table II.C–1 if that percentage instrument panel tachometers or the engine speed
the OBD system would be required to of misfire were present from the at which fuel shutoff occurs.
(i.e., the probability of detection of diagnostics during service or assembly misfire monitoring conditions. Any
misfire events); plant testing; manufacturer wishing to use alternative
• The frequency with which said • Portions of intrusive evaporative misfire monitoring conditions must
region(s) are expected to be encountered system or EGR diagnostics that can submit data and/or an engineering
in-use; significantly affect engine stability (i.e., evaluation that demonstrate that misfire
• The type of misfire patterns for while the purge valve is open during the detection throughout the required
which misfire detection is troublesome; vacuum pull-down of a evaporative operating region cannot be achieved
and, system leak check but not while the when using proven monitoring
• Demonstration that the monitoring purge valve is closed and the technology (i.e., a technology that
technology being used is not inherently evaporative system is sealed or while an provides for compliance with these
incapable of detecting misfire under the EGR diagnostic causes the EGR valve to requirements on other engines) and
required conditions (i.e., compliance be intrusively cycled on and off during provided misfire is detected to the
can be achieved by other manufacturers positive torque conditions); or, fullest extent permitted by the
on their engines). • Engine speed, load, or torque technology. However, the misfire
The Administrator’s evaluation would transients due to throttle movements detection system would still be required
be based on the following misfire more rapid than occurs over the FTP to monitor during all positive torque
patterns: cycle for the worst case engine within operating conditions encountered
• Equally spaced misfire occurring on each engine family. during an FTP transient cycle.
randomly selected cylinders; Additionally, the manufacturer may
• Single cylinder continuous misfire; disable misfire monitoring when the d. Engine Misfire MIL Illumination and
and, fuel level is 15 percent or less of the DTC Storage
• Paired cylinder (cylinders firing at nominal capacity of the fuel tank, when Manufacturers may store a general
the same crank angle) continuous PTO units are active, or while engine misfire DTC instead of a cylinder
misfire. coolant temperature is below 20 degrees specific DTC under certain operating
Further, a manufacturer may use a Fahrenheit. For the latter case, the conditions. Do so shall depend on the
monitoring system that has reduced manufacturer may continue the misfire manufacturer submitting data and/or an
misfire detection capability during the monitoring disablement until engine engineering evaluation that demonstrate
portion of the first 1000 revolutions coolant temperature exceeds 70 degrees that the specific misfiring cylinder
after engine start during which a cold Fahrenheit provided the manufacturer cannot be reliably identified when the
start emission reduction strategy is can demonstrate that it is necessary. certain operating conditions occur.
active that reduces engine torque (e.g., In general, the Administrator would
not approve misfire monitoring i. Engine Misfire Capable of Causing
spark retard strategies). To do so, the
disablement for conditions involving Catalyst Damage
submit data and/or engineering analyses normal air conditioning compressor We are proposing that a pending DTC
demonstrating that the probability of cycling from on-to-off or off-to-on, shall be stored immediately if, during a
detection is greater than or equal to 75 automatic transmission gear shifts single drive cycle, the percentage of
percent during the worst case condition (except for shifts occurring during wide misfire determined by the manufacturer
(i.e., lowest generated torque) for a open throttle operation), transitions as being capable of causing catalyst
vehicle operated continuously at idle from idle to off-idle, normal engine damage is exceeded three times when
(park/neutral idle) on a cold start speed or load changes that occur during operating in the positive torque region
between 50 and 86 degrees Fahrenheit the engine speed rise time and settling encountered during an FTP transient
and that the technology cannot reliably time (i.e., ‘‘flare-up’’ and ‘‘flare-down’’) cycle or is exceeded on a single
detect a higher percentage of the misfire immediately after engine starting occasion when operating at any other
events during these conditions. without any vehicle operator-induced engine speed and load condition in the
A manufacturer may disable misfire actions (e.g., throttle stabs), or excess positive torque region defined above.
monitoring or use an alternative acceleration (except for acceleration Immediately after a pending DTC is
malfunction criterion when misfire rates that exceed the maximum stored, the MIL shall blink once per
cannot be distinguished from other acceleration rate obtainable at wide second at all times while misfire is
effects. To do so, the manufacturer open throttle while the vehicle is in gear occurring during the drive cycle (i.e.,
would be required to submit data and/ due to abnormal conditions such as the MIL may be extinguished during
or engineering analyses demonstrating slipping of a clutch). those times when misfire is not
that the disablement interval or period Further, the manufacturer may occurring during the drive cycle). If, at
of use of an alternative malfunction request approval of other misfire the time such a catalyst damaging
criterion is limited only to that monitoring disablements or use of engine misfire is occurring, the MIL is
necessary for avoiding a false detection alternative malfunction criteria for any already illuminated for a malfunction
(errors of commission). Such other condition. The Administrator other than engine misfire, the MIL shall
disablements would be allowed for would consider such requests on a case blink similarly while the engine misfire
conditions involving: by case basis and will consider whether is occurring and, if the misfire ceases,
• Rough road; or not the manufacturer has the MIL shall stop blinking but shall
• Fuel cut; demonstrated that the request is based remain illuminated as commanded by
• Gear changes for manual on an unusual or unforeseen the other malfunction.
transmission vehicles; circumstance and that it is applying the If a pending DTC is stored as
• Traction control or other vehicle best available computer and monitoring described above, the OBD system shall
stability control activation such as anti- technology. immediately store a MIL-on DTC if the
lock braking or other engine torque For engines with more than eight percentage of misfire determined by the
modifications to enhance vehicle cylinders that cannot meet the manufacturer as being capable of
stability; continuous monitoring and detection causing catalyst damage is again
• Off-board control or intrusive requirements listed above, a exceeded one or more times during
activation of vehicle components or manufacturer may use alternative either: (a) the drive cycle immediately
following the storage of the pending damage (i.e., misfire capable of causing again detected. The pending DTC may
DTC, regardless of the conditions catalyst damage that is occurring at all also be erased if similar conditions are
encountered during the drive cycle; or, engine speeds and loads). not encountered during the 80 drive
(b) on the next drive cycle in which Manufacturers would be allowed to use cycles subsequent to the initial
similar conditions are encountered to such a strategy only when catalyst malfunction detection.
those that existed when the pending damaging misfire levels cannot be We are proposing some specific items
DTC was stored. avoided during reasonable driving with respect to freeze frame storage
If, during a previous drive cycle, a conditions and the manufacturer can associated with engine misfire. The
pending DTC has been stored associated demonstrate that the strategy will OBD system shall store and erase freeze
with detection of an engine misfire encourage operation of the vehicle in frame conditions either in conjunction
capable of causing poor emissions conditions that will minimize catalyst with storing and erasing a pending DTC
performance, the OBD system shall damage (e.g., at low engine speeds and or in conjunction with storing a MIL-on
immediately store a MIL-on DTC if the loads). DTC and erasing a MIL-on DTC. In
percentage of misfire determined by the addition to those proposed requirements
manufacturer as capable of causing ii. Engine Misfire Causing Poor
Emissions Performance discussed in section II.A.2, we are
catalyst damage is exceeded, regardless proposing that, if freeze frame
of the conditions encountered. We are proposing that, for a misfire conditions are stored for a malfunction
Upon storage of a MIL-on DTC detected within the first 1000 other than a misfire malfunction when
associated with engine misfire capable revolutions after engine start during a DTC is stored, the previously stored
of causing catalyst damage, the MIL which misfire detection is active, a freeze frame information shall be
shall blink as described above while the pending DTC shall be stored after the replaced with freeze frame information
engine misfire is occurring and then first exceedance of the percentage of regarding the misfire malfunction (i.e.,
shall remain continuously illuminated if misfire determined by the manufacturer the misfire’s freeze frame information
the engine misfire ceases. This MIL as capable of causing poor emissions should take precedence over freeze
illumination logic shall continue until performance. If a pending DTC is stored, frames for other malfunctions). Further,
the requirements for extinguishing the the OBD system shall illuminate the we are proposing that, upon detection of
MIL are met, as described below. MIL and store a MIL-on DTC within 10 misfire, the OBD system store the
If the engine misfire is not again seconds if an exceedance of the following engine conditions: engine
detected by the end of the next drive percentage of misfire is again detected speed, load, and warm up status of the
cycle in which similar conditions are in the first 1000 revolutions during any
first misfire event that resulted in the
encountered to those that existed when subsequent drive cycle, regardless of the
storage of the pending DTC.
the pending DTC was stored then the conditions encountered during the
Lastly, we are proposing that the MIL
pending DTC shall be erased. The driving cycle. The pending DTC shall be
may be extinguished after three
pending DTC may also be erased if erased at the end of the next drive cycle
sequential driving cycles in which
similar conditions are not encountered in which similar conditions are
during the 80 drive cycles subsequent to similar conditions have been
encountered to those that existed when
the initial malfunction detection. encountered without an exceedance of
the pending DTC was stored provided
We are also proposing that engines the specified percentage of misfire.
the specified percentage of misfire is not
with fuel shutoff and default fuel again detected. The pending DTC may 3. Exhaust Gas Recirculation (EGR)
control—that are used to prevent also be erased if similar conditions are Monitoring
catalyst damage should engine misfire not encountered during the 80 drive
capable of causing catalyst damage be a. Background
cycles subsequent to the initial
detected—shall have some exemptions malfunction detection. EGR works to reduce NOX emissions
from these MIL illumination For a misfire detected after the first the same way in gasoline engines as
requirements. Most notably, the MIL is 1000 revolutions following engine start, described earlier for diesel engines.
not required to blink while the catalyst a pending DTC shall be stored no later First, the recirculated exhaust gases
damaging misfire is occurring. Instead, than after the fourth exceedance— dilute the intake air—i.e., oxygen in the
the MIL may simply illuminate in a during a single drive cycle—of the fresh air is displaced with relatively
steady fashion while the misfire is percentage of misfire determined by the non-reactive exhaust gases—which, in
occurring provided that the fuel shutoff manufacturer as being capable of turn, results in less oxygen to form NOX.
and default fuel control are activated as causing poor emissions performance. If Second, EGR absorbs heat from the
soon as the misfire is detected. Fuel a pending DTC is stored, the OBD combustion process which reduces
shutoff and default fuel control may be system shall illuminate the MIL and combustion chamber temperatures
deactivated only to permit fueling store a MIL-on DTC within 10 seconds which, in turn, reduces NOX formation.
outside of the misfire range. if an exceedance of the percentage of The amount of heat absorbed from the
Manufacturers may also periodically, misfire is again detected four times combustion process is a function of EGR
but not more than once every 30 during: (a) the drive cycle immediately flow rate and recirculated gas
seconds, deactivate fuel shutoff and following the storage of the pending temperature, both of which are
default fuel control to determine if the DTC, regardless of the conditions controlled to minimize NOX emissions.
catalyst damaging misfire is still encountered during the drive cycle; or, EGR systems can involve many
occurring. Normal fueling and fuel (b) on the next drive cycle in which components to ensure accurate control
control may be resumed if the catalyst similar conditions are encountered to of EGR flow, including valves, valve
damaging misfire is no longer being those that existed when the pending position sensors, and actuators.
detected. DTC was stored. The pending DTC shall

Manufacturers may also use a MIL be erased at the end of the next drive b. EGR System Monitoring
illumination strategy that continuously cycle in which similar conditions are Requirements
illuminates the MIL in lieu of blinking encountered to those that existed when We are proposing that the OBD
the MIL during extreme misfire the pending DTC was stored provided system monitor the EGR system on
conditions capable of causing catalyst the specified percentage of misfire is not engines so equipped for low and high
flow rate malfunctions. The individual Manufacturers may temporarily This concern is exacerbated by the
electronic components (e.g., actuators, disable the EGR system monitor under high cost of precious metals—the
valves, sensors) that are used in the EGR conditions when monitoring may not be platinum group metals (PGM) platinum,
system must be monitored in reliable (e.g., when freezing may affect palladium, and rhodium—which
accordance with the comprehensive performance of the system). Such motivates industry to minimize their
component requirements in section temporary disablement would be use in catalysts. To compensate for the
II.D.4. allowed provided the manufacturer has resultant reduction in overall catalyst
submitted data and/or an engineering performance, manufacturers will likely
i. EGR Low Flow Malfunctions evaluation that demonstrate that the use increasingly more aggressive cold
We are proposing that the OBD EGR monitor cannot be done reliably start emission reduction strategies in an
system detect a malfunction prior to a when these specific conditions exist. attempt to further reduce cold start
decrease from the manufacturer’s emissions. These strategies must be
d. EGR System MIL Illumination and
specified EGR flow rate that would successful—and be properly
DTC Storage
cause an engine’s emissions to exceed monitored—to meet the more stringent
the emissions thresholds for ‘‘other We are proposing the general 2008 emissions standards and to
monitors’’ as shown in Table II.C–1. For requirements for MIL illumination and maintain low emissions in-use.
engines in which no failure or DTC storage as discussed in section
II.A.2. b. Cold Start Emission Reduction
deterioration of the EGR system that
Strategy Monitoring Requirements
causes a decrease in flow could result in 4. Cold Start Emission Reduction
an engine’s emissions exceeding the We are proposing that, if an engine
Strategy Monitoring
applicable emissions thresholds, the incorporates an engine control strategy
OBD system would have to detect a a. Background specifically to reduce cold start
malfunction when the system has The largest portion of exhaust emissions, the OBD system must
reached its control limits such that it emissions from gasoline engines is monitor the key components (e.g., idle
cannot increase EGR flow to achieve the generated during the brief period air control valve), other than the
commanded flow rate. following startup before the engine and secondary air system, while the control
catalyst have warmed up to their normal strategy is active to ensure that the
ii. EGR High Flow Malfunctions control strategy is operating properly.
operating temperatures. To meet
We are proposing that the OBD increasingly stringent emissions Secondary air systems would have to be
system detect a malfunction of the EGR standards, manufacturers are developing monitored separately as discussed in
system, including a leaking EGR valve— hardware and associated control section II.C.5.
i.e., exhaust gas flowing through the strategies to reduce these ‘‘cold start’’ The OBD system would be required to
valve when the valve is commanded emissions. Most efforts center on detect a malfunction prior to any failure
closed—prior to an increase from the reducing catalyst warm-up time. or deterioration of the individual
manufacturer’s specified EGR flow rate A cold catalyst is heated mainly by components associated with the cold
that would cause an engine’s emissions two mechanisms: heat transferred from start emissions reduction control
to exceed the emissions thresholds for the exhaust gases to the catalyst; and, strategy that would cause an engine’s
‘‘other monitors’’ as shown in Table heat generated in the catalyst as a result emissions to exceed the emissions
II.C–1. For engines in which no failure of the exothermic catalytic reactions. thresholds for ‘‘other monitors’’ as
or deterioration of the EGR system that Most manufacturers use substantial shown in Table II.C–1. For components
causes an increase in flow could result spark retard and/or increased idle speed where no failure or deterioration of the
in an engine’s emissions exceeding the following a cold engine start, both of component used by the cold start
applicable emissions thresholds, the which maximize the heat available in emission reduction strategy could result
OBD system would have to detect a the exhaust gases which, in turn, in an engine’s emissions exceeding the
malfunction when the system has increases the heat transfer to the applicable emissions thresholds, the
reached its control limits such that it catalyst. Vehicle drivability and engine individual components would have to
cannot reduce EGR flow to achieve the idle quality concerns tend to limit the be monitored for proper functional
commanded flow rate. amount of spark retard and/or increased response as described in section II.D.4
idle speed that a manufacturer can use while the control strategy is active.
c. EGR System Monitoring Conditions to accelerate catalyst warm up. These Manufacturers would be required to
We are proposing that manufacturers strategies or, more correctly, the systems establish the appropriate malfunction
define the monitoring conditions for used to employ these strategies—the criteria based on data from one or more
EGR system malfunctions such that the ignition system for spark retard and the representative engine(s). Further,
minimum performance ratio idle control system for control of engine manufacturers would be required to
requirements discussed in section II.E speed—are normally monitored only provide an engineering evaluation for
would be met. For purposes of tracking after engine warm-up. Therefore, any establishing the malfunction criteria for
and reporting as required in section II.E, malfunctions that might occur during the remainder of the manufacturer’s
all monitors used to detect EGR low the cold start event may not be detected product line. An annual evaluation of
flow and high flow malfunctions must by the OBD system. This could have these criteria by the Administrator may
be tracked separately but reported as a significant emissions consequences due not be necessary provided the
single set of values as specified in to the unknown loss of emissions manufacturer can demonstrate that any
section II.E.37 control during the time following engine technological changes from one year to
startup. the next do not affect the previously
37 For specific components or systems that have approved malfunction criteria.

multiple monitors that are required to be reported numerator and denominator for the specific monitor
(e.g., exhaust gas sensor bank 1 may have multiple that has the lowest numerical ratio. If two or more c. Cold Start Emission Reduction
monitors for sensor response or other sensor specific monitors have identical ratios, the Strategy Monitoring Conditions
characteristics), the OBD system must separately corresponding numerator and denominator for the
track numerators and denominators for each of the specific monitor that has the highest denominator We are proposing that manufacturers
specific monitors and report only the corresponding shall be reported for the specific component. define the monitoring conditions for
malfunctions of the cold start emissions i. Secondary Air System Low Flow reported as a single set of values as
reduction strategy such that the Malfunctions specified in section II.E
minimum performance ratio We are proposing that the OBD d. Secondary Air System MIL
requirements discussed in section II.E system detect a secondary air system Illumination and DTC Storage
would be met. malfunction prior to a decrease from the We are proposing the general
d. Cold Start Emission Reduction manufacturer’s specified air flow during requirements for MIL illumination and
Strategy MIL Illumination and DTC normal operation that would cause an DTC storage as discussed in section
Storage engine’s emissions to exceed the II.A.2.
We are proposing the general emissions thresholds for ‘‘other
monitors’’ as shown in Table II.C–1.38 6. Catalytic Converter Monitoring
requirements for MIL illumination and
DTC storage as discussed in section For engines in which no deterioration or a. Background
II.A.2. failure of the secondary air system
Three-way catalysts are one of the
would result in an engine’s emissions
5. Secondary Air System Monitoring most important emission-control
exceeding any of the applicable
components on gasoline engines. They
a. Background emissions thresholds, the OBD system
consist of ceramic or metal substrates
would have to detect a malfunction
Secondary air systems—expected to coated with the one or more of the
when no detectable amount of air flow
be used on gasoline engines only—are platinum group metals (PGM) platinum,
is delivered during normal operation of
used to reduce cold start emissions of palladium, and rhodium. These PGMs
the secondary air system.
hydrocarbons and carbon monoxide. are dispersed within an alumina
Many of today’s engines operate near ii. Secondary Air System High Flow washcoat containing ceria, and the
stoichiometry after a cold engine start. Malfunctions substrates are mounted in a stainless
However, the future more stringent steel container in the vehicle exhaust
emission standards may require the system. Three-way catalysts are capable
system detect a secondary air system
addition of a secondary air system in of oxidizing HC emissions, oxidizing CO
malfunction prior to an increase from
combination with a richer than emissions, and reducing NOX emissions,
the manufacturer’s specified air flow
stoichiometric cold start mixture. Such hence the term three-way.
during normal operation that would While continuous improvements to
an approach could quickly warm up the
cause an engine’s emissions to exceed catalysts have increased their durability,
catalyst for improved cold start
the emissions thresholds for ‘‘other their performance still deteriorates,
emissions performance.
Secondary air systems typically monitors’’ as shown in Table II.C–1.39 especially when subjected to very high
consist of an electric air pump, various For engines in which no deterioration or temperatures. Such high temperatures
hoses, and check valves to deliver failure of the secondary air system can be caused by, among other factors,
outside air to the exhaust system would result in an engine’s emissions engine misfire which results in
upstream of the catalytic converter(s). exceeding any of the applicable unburned fuel and air entering and
This system usually operates only after emissions thresholds, the OBD system igniting in the catalyst. Exposure to
a cold engine start and usually for only would have to detect a malfunction such high temperatures will result in
a brief period of time. When the electric when no detectable amount of air flow reduced catalyst conversion efficiency.
air pump is operating, fresh air is is delivered during normal operation of Catalyst efficiency can also deteriorate
delivered into the exhaust where it the secondary air system. via poisoning if exposed to lead,
mixes with and ignites any unburned c. Secondary Air System Monitoring phosphorus, or high sulfur levels.
fuel. This serves to warm up the catalyst Conditions Catalysts can also fail by mechanical
far more rapidly than would otherwise means such as excessive vibration.
occur. Any problems that might occur in We are proposing that manufacturers Given its importance to emissions
the field—corroded check valves, define the monitoring conditions for control and the many factors that can
damaged tubing and hoses, malfunctions of the secondary air reduce its effectiveness, the catalyst is
malfunctioning air switching valves— system such that the minimum one of the most important components
could cause cold start emissions performance ratio requirements to be monitored.
performance to suffer. Therefore, discussed in section II.E would be met.
For purposes of tracking and reporting b. Catalytic Converter Monitoring
monitoring is needed given the
importance of a properly functioning as required in section II.E, all monitors Requirements
secondary air system to emissions used to detect malfunctions of the We are proposing that the OBD
performance. secondary air system during its normal system monitor the catalyst system for
operation must be tracked separately but proper conversion capability.
b. Secondary Air System Monitoring Specifically, the OBD system would be
Requirements 38 For purposes of secondary air system
required to detect a catalyst system
We are proposing that the OBD malfunctions, ‘‘air flow’’ is defined as the air flow malfunction when the catalyst system’s
system on engines equipped with any delivered by the secondary air system to the
exhaust system. For engines using secondary air conversion capability decreases to the
form of secondary air delivery system be systems with multiple air flow paths/distribution point that any of the following occurs:
required to monitor the proper points, the air flow to each bank (i.e., a group of • NMHC and/or NOX emissions
functioning of the secondary air cylinders that share a common exhaust manifold, exceed the emissions thresholds for the
delivery system, including all air catalyst, and control sensor) must be monitored in
accordance with these malfunction criteria. Also,
‘‘catalytic converter system’’ as shown
switching valve(s). The individual in Table II.C–1.
‘‘normal operation’’ is defined as the condition

electronic components (e.g., actuators, where the secondary air system is activated during For purposes of determining the
valves, sensors) in the secondary air catalyst and/or engine warm-up following engine catalyst system malfunction criteria the
system would have to be monitored in start. ‘‘Normal operation’’ does not include the manufacturer would be required to use
condition where the secondary air system is
accordance with the comprehensive intrusively turned on solely for the purpose of a catalyst system deteriorated to the
component requirements discussed in monitoring. malfunction criteria using methods
section II.D.4. 39 Ibid. established by the manufacturer to
represent real world catalyst occur which could also result in very as required in section II.E, all monitors
deterioration under normal and high evaporative emissions. used to detect system leak malfunctions
malfunctioning operating conditions. must be tracked separately but reported
b. Evaporative System Monitoring
The malfunction criteria must be as a single set of values as specified in
Requirements
established by using a catalyst system section II.E.
with all monitored and unmonitored We are proposing that the OBD Manufacturers may disable or abort an
catalysts simultaneously deteriorated to system verify purge flow from the evaporative emission control system
the malfunction criteria.40 For engines evaporative system and detect any vapor monitor when the fuel tank level is over
using fuel shutoff to prevent over- leaks from the complete evaporative 85 percent of nominal tank capacity or
fueling during misfire conditions (see system, excluding the tubing and during a refueling event. Manufacturers
section II.C.2), the malfunction criteria connections between the purge valve may design their evaporative emission
could be established using a catalyst and the intake manifold. Individual control system monitor such that it
system with all monitored catalysts components of the evaporative system executes only during drive cycles
simultaneously deteriorated to the (e.g. valves, sensors) must be monitored determined by the manufacturer to be
malfunction criteria and all in accordance with the comprehensive cold starts if such a condition is needed
unmonitored catalysts deteriorated to components requirements discussed in to ensure reliable monitoring. The
the end of the engine’s useful life. section II.D.4. manufacturer would have to provide
The OBD system would be required to
c. Catalytic Converter Monitoring data and/or an engineering evaluation
detect an evaporative system
Conditions demonstrating that a reliable check can
malfunction when any of the following
only be made on drive cycles when the
We are proposing that manufacturers conditions exist:
cold start criteria are satisfied. However,
define the monitoring conditions for • No purge flow from the evaporative
the manufacturer may not determine a
malfunctions of the catalytic converter system to the engine can be detected by
cold start solely on the basis that
system such that the minimum the OBD system (i.e., the ‘‘purge flow’’
ambient temperature is higher than
performance ratio requirements requirement); or
• For the 2010 and later model years, engine coolant temperature at engine
discussed in section II.E would be met. start. Lastly, manufacturers would be
the complete evaporative system
For purposes of tracking and reporting allowed to disable temporarily the
contains a leak or leaks that
as required in section II.E, all monitors evaporative purge system to perform an
cumulatively are greater than or equal to
used to detect malfunctions of the evaporative system leak check.
a leak caused by a 0.150 inch diameter
catalytic converter system during its
orifice (i.e., the ‘‘system leak’’ d. Evaporative System MIL Illumination
normal operation must be tracked
requirement).41 and DTC Storage
separately but reported as a single set of If the most reliable monitoring
values as specified in section II.E. method available cannot reliably detect We are proposing the general
d. Catalytic Converter MIL Illumination a system leak as specified above, a requirements for MIL illumination and
and DTC Storage manufacturer may design their system DTC storage as discussed in section
to detect a larger leak. The manufacturer II.A.2, with an exception for leaks
We are proposing the general would be required to provide data and/ associated with the fuel filler cap. If the
requirements for MIL illumination and or engineering analyses that OBD system is capable of discerning
DTC storage as discussed in section demonstrate the inability of the monitor that a system leak is being caused by a
II.A.2. Note that the monitoring method to reliably detect the required leak and missing or improperly secured fuel filler
for the catalyst(s) would have to be their justification for detecting at their cap, the manufacturer is not required to
capable of detecting all instances, proposed orifice size. Further, if the illuminate the MIL or store a DTC
except diagnostic self-clearing, when a manufacturer can demonstrate that leaks provided the vehicle is equipped with
catalyst DTC has been cleared but the of the required size cannot cause an alternative indicator for notifying the
catalyst has not been replaced (e.g., evaporative or running loss emissions to vehicle operator of the fuel filler cap
catalyst over temperature histogram exceed 1.5 times the applicable ‘‘malfunction.’’ The alternative indicator
approaches are not acceptable). evaporative emissions standards, the would have to be of sufficient
7. Evaporative Emission Control System Administrator would revise upward the illumination and location to be readily
Monitoring required leak size to the size visible to the vehicle operator under all
demonstrated by the manufacturer that lighting conditions. However, if the
a. Background vehicle is not equipped with an
would result in emissions exceeding 1.5
The evaporative emission control times the standards. alternative indicator and, instead, the
system controls HC emissions that MIL is illuminated to inform the
c. Evaporative System Monitoring operator of the ‘‘malfunction,’’ the MIL
would otherwise evaporate from the Conditions
vehicle’s fuel tank and fuel lines. may be extinguished and the
Should any leak develop in the We are proposing that manufacturers corresponding DTC(s) erased once the
evaporative emission control system— define the monitoring conditions for OBD system has verified that the fuel
e.g., a disconnected hose—the HC both purge flow and system leak filler cap has been securely fastened and
emissions can be quite high and well malfunctions such that the minimum the MIL has not been commanded ON
over the evaporative emissions performance ratio requirements for any other type of malfunction. The
standards. Additionally, evaporative discussed in section II.E would be met. Administrator may approve other
purge system defects—e.g., deteriorated For purposes of tracking and reporting strategies provided the manufacturer
vacuum lines, damaged canisters, non- was able to demonstrate that the vehicle
functioning purge control valves—may
41 In their HDOBD regulation, 13 CCR 1971.1, operator would be promptly notified of
CARB defines ‘‘orifice’’ as an O’Keefe Controls Co. the missing or improperly secured fuel
precision metal ‘‘Type B’’ orifice with NPT
40 The unmonitored portion of the catalyst system connections with a diameter of the specified
filler cap and that the notification
would be that portion downstream of the sensor(s) dimension (e.g., part number B–31–SS for a would reasonably result in corrective
used for catalyst monitoring. stainless steel 0.031 inch diameter orifice). action being undertaken.
8. Exhaust Gas Sensor Monitoring monitor the sensor heater for proper vendor for heater circuit performance at
a. Background performance. high mileage). The manufacturer may
use other malfunction criteria for heater
i. Primary Exhaust Gas Sensors
Exhaust gas sensors (e.g., oxygen performance malfunctions. To do so, the
sensors, air-fuel ratio (A/F) sensors) are We are proposing that the OBD manufacturer would be required to
a critical element of the emissions system detect a malfunction prior to any submit data and/or engineering analyses
control system on gasoline engines. In failure or deterioration of the exhaust that demonstrate that the monitoring
addition to maintaining a stoichiometric gas sensor output voltage, resistance, reliability and timeliness would be
air-fuel mixture and, thus, helping to impedance, current, response rate, equivalent to the criteria stated here.
achieve the lowest possible emissions, amplitude, offset, or other In addition, the OBD system would be
these sensors are also used for characteristic(s) (including drift or bias required to detect malfunctions of the
enhancing the performance of several corrected for by secondary sensors) that heater circuit including open or short
emission control technologies—e.g., would cause an engine’s emissions to circuits that conflict with the
catalysts, EGR systems). Many modern exceed the emissions thresholds for commanded state of the heater (e.g.,
vehicles control the fuel supply with an ‘‘other monitors’’ as shown in Table shorted to 12 Volts when commanded to
oxygen sensor feedback system to II.C–1. The OBD system would also be 0 Volts (ground)).
maintain stoichiometry. Oxygen sensors required to detect the following exhaust c. Exhaust Gas Sensor Monitoring
are located typically in the exhaust gas sensor malfunctions: Conditions
system upstream and downstream of the • Those caused by either a lack of
catalytic converters. The front, or circuit continuity or out-of-range values. i. Primary Exhaust Gas Sensors
upstream, oxygen sensor is used • Those where a sensor failure or We are proposing that manufacturers
generally for fuel control. The rear, or deterioration causes the fuel system to define the monitoring conditions for
downstream, oxygen sensor is used stop using that sensor as a feedback primary exhaust gas sensor
generally for adjusting the front oxygen input (e.g., causes default or open-loop malfunctions causing exceedance of the
sensor signal as it drifts slightly with operation). applicable thresholds and/or inability to
age related deterioration—often referred • Those where the sensor output perform as an OBD monitoring device
to as fuel trimming—and for onboard voltage, resistance, impedance, current, such that the minimum performance
monitoring the catalyst system. Many amplitude, activity, or other ratio requirements discussed in section
vehicles use A/F sensors in lieu of the characteristics are no longer sufficient II.E would be met. For purposes of
more conventional oxygen sensors since for use as an OBD system monitoring tracking and reporting as required in
A/F sensors provide a precise reading of device (e.g., for catalyst monitoring). section II.E, all such monitors must be
the actual air-fuel ratio. ii. Secondary Exhaust Gas Sensors tracked separately but reported as a
We expect that heavy-duty gasoline single set of values as specified in
We are proposing that the OBD section II.E.
manufacturers will use both of these system detect a malfunction prior to any
types of sensors to optimize their Monitoring for primary exhaust gas
failure or deterioration of the exhaust sensor malfunctions related to circuit
emissions control strategies and to gas sensor voltage, resistance,
satisfy many of the proposed heavy-duty continuity, out-of-range, and open-loop
impedance, current, response rate, operation must be done continuously
OBD monitoring requirements—fuel amplitude, offset, or other
system monitoring, catalyst monitoring, with the exception that manufacturers
characteristic(s) that would cause an may disable continuous exhaust gas
EGR system monitoring. Since exhaust engine’s emissions to exceed the sensor monitoring when an exhaust gas
gas sensors can be a critical component emissions thresholds for ‘‘other sensor malfunction cannot be
of an engine’s fuel and emissions monitors’’ as shown in Table II.C–1. The distinguished from other effects. As an
control system, their proper OBD system would also be required to example, a manufacturer may disable
performance needs to be assured to detect the following exhaust gas sensor monitoring for out-of-range on the low
maintain low emissions. Thus, any malfunctions: side during conditions where fuel has
malfunction that adversely affects the • Those caused by either a lack of been cut (i.e., shut off temporarily). To
performance of any of these exhaust gas circuit continuity or out-of-range values. do so, the manufacturer would have to
sensors should be detected by the OBD • Those where a sensor failure or submit data and/or engineering analyses
system. deterioration causes the fuel system to that demonstrate that a properly
b. Exhaust Gas Sensor Monitoring stop using that sensor as a feedback functioning sensor cannot be
Requirements input (e.g., causes default or open-loop distinguished from a malfunctioning
operation). sensor and that the disablement interval
We are proposing that the OBD • Those where the sensor output is limited only to that necessary for
system monitor the output signal, voltage, resistance, impedance, current, avoiding a false detection.
response rate, and any other parameter amplitude, activity, or other
that could affect emissions of all characteristics are no longer sufficient ii. Secondary Exhaust Gas Sensors
primary (i.e., fuel control) exhaust gas for use as an OBD system monitoring We are proposing that manufacturers
sensors for malfunction. Both the lean to device (e.g., for catalyst monitoring). define the monitoring conditions for
rich and rich to lean response rates must secondary exhaust gas sensor
be monitored. In addition, we are iii. Exhaust Gas Sensor Heaters
malfunctions causing exceedance of the
proposing that the OBD system monitor We are proposing that the OBD applicable emissions thresholds, lack of
all secondary exhaust gas sensors (i.e., system detect a malfunction of the circuit continuity, and/or inability to
those used for fuel trimming or as a sensor heater performance when the perform as an OBD monitoring device
monitoring device for another system) current or voltage drop in the heater such that the minimum performance
for proper output signal, activity, and circuit is no longer within the ratio requirements discussed in section
response rate. For engines equipped manufacturer’s specified limits for II.E would be met.
with heated exhaust gas sensors, the normal operation (i.e., within the Monitoring for secondary exhaust gas
OBD system would be required to criteria required by the component sensor malfunctions related to out-of-
range and open loop operation must be b. VVT and/or Control System purposes of tracking and reporting as
done continuously with the exception Monitoring Requirements required in section II.E, all monitors
that manufacturers may disable We are proposing that the OBD used to detect all VVT related
continuous exhaust gas sensor system monitor the VVT system on malfunctions would have to be tracked
monitoring when an exhaust gas sensor engines so equipped for target error and separately but reported as a single set of
malfunction cannot be distinguished slow response malfunctions. The values as specified in section II.E.42
from other effects. As an example, a individual electronic components (e.g., d. VVT and/or Control System MIL
manufacturer may disable monitoring actuators, valves, sensors) that are used Illumination and DTC Storage
for out-of-range on the low side during in the VVT system must be monitored
conditions where fuel has been cut (i.e., We are proposing the general
in accordance with the comprehensive
shut off temporarily). To do so, the requirements for MIL illumination and
components requirements in section
manufacturer would have to submit data DTC storage as discussed in section
II.D.4.
and/or engineering analyses that II.A.2.
demonstrate that a properly functioning i. VVT Target Error Malfunctions
2. Engine Cooling System Monitoring
sensor cannot be distinguished from a We are proposing that the OBD
system detect a malfunction prior to any a. Background
malfunctioning sensor and that the
disablement interval is limited only to failure or deterioration in the capability We are concerned about two elements
that necessary for avoiding a false of the VVT system to achieve the of the engine cooling system. These
detection. commanded valve timing and/or control elements are the thermostat and the
within a crank angle and/or lift engine coolant temperature sensor.
iii. Sensor Heaters tolerance that would cause an engine’s Manufacturers typically use a
emissions to exceed the emissions thermostat to control the flow of coolant
We are proposing that manufacturers through the radiator and around the
thresholds for ‘‘other monitors’’ as
define monitoring conditions for sensor shown in Table II.B–1 for diesel engines engine. During a cold engine start, the
heater performance malfunctions such or Table II.C–1 for gasoline engines. For thermostat is closed typically which
that the minimum performance ratio engines in which no failure or prevents the flow of coolant and serves
requirements discussed in section II.E deterioration of the VVT system could to promote more rapid warm-up of the
would be met. Monitoring for sensor result in an engine’s emissions engine. As the coolant approaches a
heater circuit malfunctions must be exceeding the applicable emissions specific temperature, the thermostat
done continuously. thresholds, the OBD system would have begins to open allowing circulation of
d. Exhaust Gas Sensor MIL Illumination to detect a malfunction of the VVT coolant through the radiator and around
and DTC Storage system when proper functional response the engine. The thermostat then acts to
of the system to computer commands regulate the coolant to the specified
We are proposing the general does not occur. temperature. If the temperature rises
requirements for MIL illumination and above the regulated temperature, the
ii. VVT Slow Response Malfunctions thermostat opens further to allow more
DTC storage as discussed in section
II.A.2. We are proposing that the OBD coolant to circulate, thus reducing the
system detect a malfunction prior to any temperature. If the temperature drops
D. Monitoring Requirements and failure or deterioration in the capability below the regulated temperature, the
Timelines for Other Diesel and Gasoline of the VVT system to achieve the thermostat partially closes to reduce the
Systems commanded valve timing and/or control amount of coolant circulating, thereby
1. Variable Valve Timing and/or Control within a manufacturer-specified time increasing the temperature. If a
(VVT) System Monitoring that would cause an engine’s emissions thermostat malfunctions in such a
to exceed the emissions thresholds for manner that it does not adequately
a. Background ‘‘other monitors’’ as shown in Table restrict coolant flow during vehicle
II.B–1 for diesel engines or Table II.C– warm-up, an increase in emissions
Variable valve timing (VVT) and/or 1 for gasoline engines. For engines in could occur due to prolonged operation
control systems are used primarily to which no failure or deterioration of the of the vehicle at temperatures below the
optimize engine performance and have VVT system could result in an engine’s stabilized, warmed-up value. This is
many advantages over conventional emissions exceeding the applicable particularly true at lower ambient
valve control. Instead of opening and emissions thresholds, the OBD system temperatures—50 degrees Fahrenheit
closing the valves by fixed amounts and would have to detect a malfunction of and below—but not so low that they are
at fixed times, VVT controls can vary the VVT system when proper functional rare in the U.S. Equally important is that
the timing of valve opening/closing and response of the system to computer the engine coolant temperature is often
vary the effective size of the valve commands does not occur. used as an enable criterion for many
opening itself (in some systems)
c. VVT and/or Control System OBD monitors. If the engine’s coolant
depending on the driving conditions
Monitoring Conditions temperature does not reach the
(e.g., high engine speed and load). This
feature permits a better compromise We are proposing that manufacturers 42 For specific components or systems that have
between performance, driveability, and define the monitoring conditions for multiple monitors that are required to be reported
emissions than conventional systems. VVT target error or slow response (e.g., exhaust gas sensor bank 1 may have multiple
With more stringent NOX emission malfunctions such that the minimum monitors for sensor response or other sensor
standards being phased in, more performance ratio requirements

vehicles are anticipated to use VVT. By discussed in section II.E would be met specific monitors and report only the corresponding
doing so, some exhaust gas can be with the exception that monitoring shall numerator and denominator for the specific monitor
retained in the combustion chamber occur every time the monitoring that has the lowest numerical ratio. If two or more
thereby reducing peak combustion conditions are met during the driving corresponding numerator and denominator for the
temperatures and, hence, NOX cycle rather than once per driving cycle specific monitor that has the highest denominator
emissions (known as ‘‘internal EGR’’). as required for most monitors. For shall be reported for the specific component.
manufacturer-specified warmed-up time interval following engine start, any intake air temperature at startup. The
value, such monitors would be of the following conditions occur: manufacturer time interval would also
effectively disabled, perhaps • The coolant temperature does not have to be supported by the
indefinitely, and would, therefore, never reach the highest temperature required manufacturer via data and/or
detect malfunctions. by the OBD system to enable other engineering analyses demonstrating that
Closely linked with the thermostat is diagnostics; it provides robust monitoring and
the engine coolant temperature (ECT) • The coolant temperature does not minimizes the likelihood of other OBD
sensor. Manufacturers typically use an reach a warmed-up temperature within monitors being disabled. Manufacturers
ECT sensor as an input for many of the 20 degrees Fahrenheit of the may forego the requirement to detect the
emission-related engine control systems. manufacturer’s nominal thermostat ‘‘time to closed loop/feedback enable
For gasoline engines, the ECT sensor is regulating temperature. The temperature’’ malfunction if the
often one of the most important factors manufacturer may use a lower manufacturer does not use engine
in determining when to begin closed- temperature for this criterion provided coolant temperature or the ECT sensor
loop fuel control. If the engine coolant the manufacturer can demonstrate that to enable closed-loop/feedback control
does not warm-up sufficiently, closed- the fuel, spark timing, and/or other of any emission control systems.
loop fuel control is usually not engaged coolant temperature-based modification We are also proposing that, to the
and the vehicle remains in open-loop to the engine control strategies would extent feasible when using all available
not cause an emissions increase greater information, the OBD system must
fuel control. Since open-loop fuel
than or equal to 50 percent of any of the detect a malfunction if the ECT sensor
control does not provide the precision
applicable emissions standards. inappropriately indicates a temperature
of closed-loop control, the result is The time interval specified by the
increased emissions levels. For diesel below the highest minimum enable
manufacturer would have to be temperature required by the OBD
engines, the ECT sensor is often used to supported by the manufacturer via data
engage closed-loop control of the EGR system to enable other monitors. For
and/or engineering analyses example, an OBD system that requires
system. Similar to closed-loop fuel demonstrating that it provides robust an engine coolant temperature greater
control on gasoline engines, if the monitoring and minimizes the than 140 degrees Fahrenheit prior to
coolant temperature does not warm up, likelihood of other OBD monitors being enabling an OBD monitor must detect
closed-loop control of the EGR system disabled. The manufacturer may use malfunctions that cause the ECT sensor
would not engage which would result in alternative malfunction criteria that are to indicate inappropriately a
increased emissions levels. In addition, a function of temperature at engine start temperature below 140 degrees
for both gasoline and diesel engines, the on engines that do not reach the Fahrenheit. Manufacturers may forego
ECT sensor may be used to enable many temperatures specified in the such monitoring within temperature
of the monitors that are being proposed. malfunction criteria when the regions in which the thermostat monitor
Such monitors would be effectively thermostat is functioning properly. To or the ECT sensor ‘‘time to reach closed-
disabled and incapable of detecting do so, the manufacturer would be loop/feedback enable temperature’’
malfunctions should the ECT sensor required to submit data and/or monitor would detect this ‘‘stuck in a
itself malfunction. engineering analyses that demonstrate range below the highest minimum
b. Engine Cooling System Monitoring that a properly operating system does enable temperature’’ ECT sensor
Requirements not reach the specified temperatures malfunction.
and that the possibility is minimized for Lastly, we are proposing that, to the
We are proposing that the OBD cooling system malfunctions to go extent feasible when using all available
system monitor the thermostat on undetected and disable other OBD information, the OBD system must
engines so equipped for proper monitors. In some cases, a manufacturer detect a malfunction if the ECT sensor
operation. We are also proposing that may forgo thermostat monitoring if the inappropriately indicates a temperature
the OBD system monitor the ECT sensor manufacturer can demonstrate that a above the lowest maximum enable
for circuit continuity, out-of-range malfunctioning thermostat cannot cause temperature required by the OBD
values, and rationality faults. For a measurable increase in emissions system to enable other monitors. For
engines that use an approach other than during any reasonable driving condition example, an OBD system that requires
the cooling system and ECT sensor— nor cause any disablement of other OBD an engine coolant temperature less than
e.g., oil temperature, cylinder head monitors. 90 degrees Fahrenheit at startup prior to
temperature—for an indication of enabling an OBD monitor must detect
engine operating temperature for ii. Engine Coolant Temperature Sensor
malfunctions that cause the ECT sensor
emission control purposes (e.g., to Monitoring Requirements
to indicate inappropriately a
modify spark or fuel injection timing or We are proposing that the OBD temperature above 90 degrees
quantity), the manufacturer may forego system detect an ECT sensor Fahrenheit. Manufacturers may forego
cooling system monitoring in favor of malfunction when a lack of circuit such monitoring within temperature
monitoring the components or systems continuity or an out-of-range value regions in which the thermostat
used in their approach. To do so, the occurs. We are also proposing that the monitor, the ECT sensor ‘‘time to reach
manufacturer would be required to OBD system detect if, within the closed-loop/feedback enable
submit data and/or engineering analyses manufacturer specified time interval temperature’’ monitor, or the ECT
that demonstrate that their monitoring following engine start, the ECT sensor sensor ‘‘stuck in a range below the
plan is as reliable and effective as the does not achieve the highest stabilized highest minimum enable temperature’’
monitoring required for the engine minimum temperature that is needed to monitor would detect this ECT sensor
cooling system. initiate closed-loop/feedback control of ‘‘stuck in a range above the lowest
all affected emission control systems maximum enable temperature’’ ECT
i. Thermostat Monitoring Requirements
(e.g., fuel system, EGR system). The sensor malfunction. The manufacturer
We are proposing that the OBD manufacturer specified time interval may also forego such monitoring if the
system detect a thermostat malfunction would have to be a function of the MIL would be illuminated for entering
if, within the manufacturer specified engine coolant temperature and/or a ‘‘limp home’’ or default mode of
operation—e.g., for an over temperature disablement interval is limited only to gases into the engine air intake system,
protection strategy—as discussed in that necessary for avoiding false so that the gases can be recombusted.
section II.A.2. Manufacturers may also detection. We made the exception for turbocharged
forego this monitoring within We are also proposing that heavy-duty diesel engines in the past
temperature regions where the manufacturers define the monitoring because of concerns about fouling that
temperature gauge indicates a conditions for ‘‘time to reach closed- could occur by routing the diesel
temperature in the engine overheating loop/feedback enable temperature’’ particulates (including engine oil) into
‘‘red zone’’ should the vehicle have a malfunctions in accordance with the the turbocharger and aftercooler. Newly
temperature gauge on the instrument general monitoring conditions for all developed closed crankcase filtration
panel that displays the same engines described in section II.A.3. systems specifically designed for
temperature information as used by the Additionally, monitoring for ‘‘time to turbocharged heavy-duty diesel engines
OBD system (note that a temperature reach closed-loop/feedback enable now allow the crankcase gases to be
gauge would be required, not a temperature’’ malfunctions would have captured.
temperature warning light). to be conducted once per drive cycle on In general, the crankcase ventilation
every drive cycle in which the ECT system consists of a fresh air inlet hose,
c. Engine Cooling System Monitoring
sensor at engine start indicates a
Conditions a crankcase vapor outlet hose, and a
temperature lower than the closed-loop
i. Thermostat Monitoring Conditions crankcase ventilation valve to control
enable temperature (i.e., all engine start
the flow through the system. Fresh air
We are proposing that manufacturers temperatures greater than the ECT
is introduced to the crankcase via the
define the monitoring conditions for sensor out-of-range low temperature and
inlet (typically a connection from the
thermostat malfunctions in accordance less than the closed-loop enable
intake air cleaner assembly). On the
with the general monitoring conditions temperature). Manufacturers would be
opposite side of the crankcase, vapors
for all engines described in section allowed to suspend or delay the ‘‘time
are vented from the crankcase through
II.A.3. Additionally, monitoring for to reach closed-loop/feedback enable
the valve by way of the outlet hose and
thermostat malfunctions would have to temperature’’ monitor if the engine is
then to the intake manifold. On gasoline
be done once per drive cycle on every subjected to conditions that could lead
to false diagnosis (e.g., vehicle operation engines, the intake manifold provides
drive cycle in which the ECT sensor the vacuum that is needed to
indicates, at engine start, a temperature at idle for more than 50 to 75 percent
of the warm-up time). accomplish the circulation while the
lower than the temperature established engine is running.
as the malfunction criteria in section We are also proposing that
II.D.2.b.i. Manufacturers would be manufacturers define the monitoring For gasoline engines, the valve is used
allowed to disable thermostat conditions for ECT sensor ‘‘stuck in a to regulate the amount of flow based on
monitoring at ambient engine start range below the highest minimum engine speed. During low engine load
temperatures below 20 degrees enable temperature’’ and ‘‘stuck in a operation (e.g., idle), the valve is nearly
Fahrenheit. Manufacturers may suspend range above the lowest maximum enable closed allowing only a small portion of
or disable thermostat monitoring if the temperature’’ malfunctions in air to flow through the system. With
engine is subjected to conditions that accordance with the general monitoring open throttle conditions, the valve
could lead to false diagnosis (e.g., conditions for all engines described in opens to allow more air into the system.
engine operation at idle for more than section II.A.3 and in accordance with At high engine load operation (i.e., hard
50 percent of the warm-up time and/or the minimum performance ratio accelerations), the valve begins to close
hot restart conditions). To do so, the requirements discussed in section II.E. again, limiting air flow to a small
manufacturer must submit data and/or amount. For most systems, a mechanical
d. Engine Cooling System MIL valve is all that is necessary to
engineering analyses that demonstrate Illumination and DTC Storage
that the suspension or disablement is adequately regulate crankcase
necessary. In general, the manufacturer We are proposing the general ventilation system air flow. The
would not be allowed to suspend or requirements for MIL illumination and crankcase ventilation system on diesel
disable the thermostat monitor on DTC storage as discussed in section engines, while slightly different than
engine starts where the engine coolant II.A.2. that for gasoline engines, has essentially
temperature at engine start is more than the same purpose and function.
3. Crankcase Ventilation System
35 degrees Fahrenheit lower than the Monitoring We do not believe that failures
thermostat malfunction threshold involving cracked or deteriorated hoses
a. Background have a significant impact on crankcase
temperature.
Crankcase emissions are the emissions because vapors are drawn
ii. Engine Coolant Temperature Sensor pollutants emitted in the gases that are into the engine by intake manifold
Monitoring Conditions vented from an engine’s crankcase. vacuum which suggests that fresh air
We are proposing that monitoring for These gases are also referred to as would be drawn into the cracked hose
ECT sensor circuit continuity and out- ‘‘blowby gases’’ because they result from rather than dirty exhaust being blown
of-range malfunctions be done engine exhaust from the combustion out of the cracked hose. The more likely
continuously. Manufacturers would be chamber ‘‘blowing by’’ the piston rings cause of crankcase ventilation system
allowed to disable continuous ECT into the crankcase. These gases are malfunctions and excess emissions is
sensor monitoring when an ECT sensor vented to prevent high pressures from improper service or tampering of the
malfunction cannot be distinguished occurring in the crankcase. Our system. Such failures include misrouted
from other effects. To do so, the emission standards have historically or disconnected hoses and missing
manufacturer would have to submit test prohibited crankcase emissions from all valves. Of these failures, hose
data and/or engineering evaluation that highway engines except turbocharged disconnections on the vapor vent side of
demonstrate that a properly functioning heavy-duty diesel engines. The most the system and/or missing valves can
sensor cannot be distinguished from a common way to eliminate crankcase cause harmful crankcase emissions to be
malfunctioning sensor and that the emissions has been to vent the blowby vented directly to the atmosphere.
b. Crankcase Ventilation System is integral to the induction system (e.g., comprehensive components that go
Monitoring Requirements machined passages rather than tubing or undetected by the OBD system may
We are proposing that the OBD hoses). disable or adversely affect the
system monitor the crankcase robustness of other OBD monitors
c. Crankcase Ventilation System
ventilation system on engines so without any awareness by the operator
Monitoring Conditions
equipped for system integrity. Engines that a problem exists. Due to the vital
We are proposing that manufacturers role these components play, monitoring
not equipped with crankcase ventilation define the monitoring conditions for
systems would be exempt from them properly is extremely important.
crankcase ventilation system
monitoring the crankcase ventilation malfunctions in accordance with the b. Comprehensive Component
system. general monitoring conditions for all Monitoring Requirements
Specifically for diesel engines, the
engines described in section II.A.3, and We are proposing that the OBD
manufacturer would be required to the minimum performance ratio system monitor for malfunction any
submit a plan for the monitoring requirements discussed in section II.E. electronic engine components/systems
strategy, malfunction criteria, and
not otherwise described in sections
monitoring conditions prior to OBD d. Crankcase Ventilation System MIL
Illumination and DTC Storage above that either provides input to
certification. The plan would have to
(directly or indirectly) or receives
demonstrate the effectiveness of the We are proposing the general commands from the onboard
strategy to monitor the performance of requirements for MIL illumination and computer(s), and: (1) Can affect
the crankcase ventilation system to the DTC storage as discussed in section emissions during any reasonable in-use
extent feasible with respect to the II.A.2. The stored DTC need not driving condition; or, (2) is used as part
malfunction criteria below and the specifically identify the crankcase of the diagnostic strategy for any other
monitoring conditions required by the ventilation system (e.g., a DTC for idle monitored system or component.43
monitor. speed control or fuel system monitoring Input components required to be
We are proposing that the OBD can be stored) if the manufacturer can monitored may include the crank angle
system detect a malfunction of the demonstrate that additional monitoring sensor, knock sensor, throttle position
crankcase ventilation system when a hardware would be necessary to make sensor, cam position sensor, intake air
disconnection of the system occurs this identification, and provided the temperature sensor, boost pressure
between either the crankcase and the manufacturer’s diagnostic and repair sensor, manifold pressure sensor, mass
crankcase ventilation valve, or between procedures for the detected malfunction air flow sensor, exhaust temperature
the crankcase ventilation valve and the include directions to check the integrity sensor, exhaust pressure sensor, fuel
intake manifold. Manufacturers may of the crankcase ventilation system. pressure sensor, and fuel composition
forego detecting a disconnection
4. Comprehensive Component Monitors sensor (e.g., flexible fuel vehicles).
between the crankcase and the
Output components/systems required to
crankcase ventilation valve provided the a. Background be monitored may include the idle
manufacturer can demonstrate that the Comprehensive components is a term speed control system, glow plug system,
crankcase ventilation system is designed meant to capture essentially every other variable length intake manifold runner
such that the crankcase ventilation emissions related component not systems, supercharger or turbocharger
valve is fastened directly to the discussed above. Specifically, it covers electronic components, heated fuel
crankcase in a manner that makes it all other electronic engine components preparation systems, the wait-to-start
significantly more difficult to remove or systems not mentioned above that lamp on diesel applications, and the
the valve from the crankcase than to either can affect vehicle emissions or are MIL. The manufacturer would be
disconnect the line between the valve used as part of the OBD diagnostic responsible for determining which input
and the intake manifold (aging effects strategy for another monitored and output components/systems could
must be taken into consideration). component or system. Comprehensive affect emissions during any reasonable
Manufacturers may also forego detecting components are generally identified as in-use driving condition. The
a disconnection between the crankcase input components—i.e., those that manufacturer would be allowed to make
and the crankcase ventilation valve for provide input directly or indirectly to this determination based on data or
system designs that use tubing between the onboard computer—or as output engineering judgment. However, if the
the valve and the crankcase provided components and/or systems—i.e., those Administrator reasonably believes that a
the manufacturer can demonstrate that that receive commands from the manufacturer has incorrectly
the connections between the valve and onboard computer. Typical examples of determined that a component/system
the crankcase are: (1) Resistant to input components include temperature cannot affect emissions, the
deterioration or accidental sensors and pressure sensors, while manufacturer may be required to
disconnection; (2) significantly more examples of output components and/or provide emissions data showing that the
difficult to disconnect than the line systems include the idle control system, component/system, when
between the valve and the intake glow plugs, and wait-to-start lamps. malfunctioning and installed in a
manifold; and, (3) not subject to While a malfunctioning suitable test engine, does not have an
disconnection per the manufacturer’s comprehensive component may not emissions effect. Such emissions data
repair procedures for non-crankcase have as much impact on emissions as a may be requested for any reasonable
ventilation system repair work. Lastly, malfunctioning major emissions-related driving condition.
manufacturers may forego detecting a component, it still could result in a
disconnection between the crankcase measurable increase in emissions. The
43 When referring to ‘‘comprehensive

ventilation valve and the intake proper performance of these components’’ and their monitors, ‘‘electronic engine
manifold upon determining that the components can be critical to both the components/systems’’ is not meant to include
disconnection: (1) Causes the vehicle to proper functioning of major emissions- components/systems that are driven by the engine
yet are not related to the control of the fueling, air
stall immediately during idle operation; related components, and to the accurate handling, or emissions of the engine (e.g., PTO
or, (2) is unlikely to occur due to a monitoring of those components or components, air conditioning system components,
crankcase ventilation system design that systems. Malfunctions of and power steering components are not included).
i. Input Components if the alignment between the camshaft tolerances; or, (b) the idle fuel control
We are proposing that the OBD and crankshaft is off by one or more system cannot achieve the target idle
system detect malfunctions of input cam/crank sprocket cogs (e.g., the speed or fueling quantity within the
components caused by a lack of circuit timing belt/chain has slipped by one or smallest engine speed or fueling
continuity, out-of-range values, and, more teeth/cogs). If a manufacturer quantity tolerance range required by the
where feasible, improper rationality. To demonstrates that a single tooth/cog OBD system to enable any other OBD
the extent feasible, the rationality misalignment cannot cause a monitors.
diagnostics should verify that a sensor’s measurable increase in emissions during Glow plugs and intake air heater
input to the onboard computer is any reasonable driving condition, the systems would also have to be
neither inappropriately high nor OBD system would be required to detect monitored for proper functional
a malfunction when the minimum response to computer commands and
inappropriately low (i.e., ‘‘two-sided’’
number of teeth/cogs misalignment for malfunctions associated with circuit
diagnostics should be used). Also to the
needed to cause a measurable emission continuity. The glow plug and intake air
extent feasible, the OBD system should
increase has occurred. heater circuit(s) would have to be
detect and store different DTCs that
distinguish rationality malfunctions ii. Output Components/Systems monitored for proper current and
from lack of circuit continuity voltage drop. The manufacturer may use
We are proposing that the OBD other monitoring strategies by
malfunctions and out-of-range values. system detect a malfunction of an
For lack of circuit continuity submitting data and/or engineering
output component/system when proper analyses that demonstrate that the
malfunctions and out-of-range values, functional response of the component/
the OBD system should detect and store strategy provides equally reliable and
system to computer commands does not timely detection of malfunctions. In
different DTCs for each distinct occur. If a functional check is not
malfunction (e.g., out-of-range low, out- general, the OBD system would have to
feasible, the OBD system would be detect a malfunction when a single glow
of-range high, open circuit). The OBD required to detect malfunctions caused
system is not required to store separate plug no longer operates within the
by a lack of circuit continuity (e.g., short manufacturer’s specified limits for
DTCs for lack of circuit continuity to ground or high voltage). For output
malfunctions that cannot be normal operation. If a manufacturer
component malfunctions associated demonstrates that a single glow plug
distinguished from malfunctions with the lack of circuit continuity, the
associated with out-of-range values. malfunction cannot cause a measurable
OBD system is not required to store increase in emissions during any
For input components that are used to different DTCs for each distinct
activate alternative strategies that can reasonable driving condition, the OBD
malfunction (e.g., open circuit, shorted system must detect a malfunction for
affect emissions (e.g., AECDs, engine low). Further, manufacturers would not
shutdown systems), the OBD system the minimum number of glow plugs
be required to activate an output
would be required to detect rationality needed to cause an emissions increase.
component/system when it would not
malfunctions that cause the system to Further, to the extent feasible without
normally be active for the exclusive
erroneously activate or deactivate the adding additional hardware for this
purpose of performing functional
alternative strategy. To the extent purpose, the stored DTC must identify
monitoring of output components/
feasible when using all available the specific malfunctioning glow
systems.
information, the rationality diagnostics Additionally, the idle control system plug(s).
should detect a malfunction if the input would have to be monitored for proper Lastly, the wait-to-start lamp circuit
component inappropriately indicates a functional response to computer and the MIL circuit would have to be
value that activates or deactivates the commands. For gasoline engines that monitored for malfunctions that cause
alternative strategy. For example, if an use monitoring strategies based on either lamp to fail to illuminate when
alternative strategy requires an intake deviation from target idle speed, a commanded on (e.g., burned out bulb).
air temperature greater than 120 degrees malfunction would have to be detected c. Comprehensive Component
Fahrenheit prior to activating, the OBD when either of the following conditions Monitoring Conditions
system should detect malfunctions that occur: (a) The idle speed control system
i. Input Components
cause the intake air temperature sensor cannot achieve the target idle speed
to inappropriately indicate a within 200 revolutions per minute (rpm) We are proposing that input
temperature above 120 degrees above the target speed or 100 rpm below components be monitored continuously
Fahrenheit. the target speed—the OBD system could for circuit continuity and for providing
For engines that require precise use larger engine speed tolerances values within the proper range. For
alignment between the camshaft and the provided the manufacturer is able to rationality monitoring, where
crankshaft, the OBD system would be demonstrate via data and/or engineering applicable, manufacturers would define
required to monitor the crankshaft analyses that the tolerances can be the monitoring conditions for detecting
position sensor(s) and camshaft position exceeded without a malfunction being malfunctions in accordance with the
sensor(s) to verify proper alignment present; or, (b) the idle speed control general monitoring conditions for all
between the camshaft and crankshaft. system cannot achieve the target idle engines described in section II.A.3 and
The OBD system would also have to speed within the smallest engine speed the minimum performance ratio
monitor the sensors for circuit tolerance range required by the OBD requirements described in section II.E
continuity and rationality malfunctions. system to enable any other OBD except that rationality monitoring
Such monitoring for proper alignment monitors. For diesel engines, a would have to occur every time the
between a camshaft and a crankshaft malfunction would have to be detected monitoring conditions are met during
would only be required in cases where when either of the following conditions the drive cycle rather than once per
both are equipped with position occur: (a) The idle fuel control system drive cycle as required in section II.A.3.
sensors. cannot achieve the target idle speed or A manufacturer may disable
For engines equipped with VVT fuel injection quantity within +/¥50 continuous monitoring for circuit
systems and a timing belt or chain, the percent of the manufacturer-specified continuity, and for providing values
OBD system must detect a malfunction fuel quantity and engine speed within the proper range, when a
malfunction cannot be distinguished MIL illumination is also not required if Note that the Administrator does not
from other effects. To do so, the a malfunction has been detected in the foresee any outcome where a promising
manufacturer would have to submit data MIL circuit that prevents the MIL from new emissions control technology
and/or engineering analyses that illuminating (e.g., burned out bulb or would be prohibited based solely on the
demonstrate that a properly functioning light emitting diode (LED)). However, lack of an OBD monitoring strategy for
input component cannot be the electronic MIL status must be it. Instead, we want to instill in
distinguished from a malfunctioning reported as ‘‘commanded on’’ and a manufacturers the need to consider OBD
input component and that the MIL-on DTC would have to be stored. monitoring when developing any new
disablement interval is limited only to emissions control technology. Further,
that necessary for avoiding false 5. Other Emissions Control System
Monitoring we want to instill in manufacturers the
detection.
sense that an OBD monitoring strategy
a. Background
ii. Output Components/Systems will, one day, be necessary so a plan for
As noted above, the primary purpose such should exist prior to introducing
We are proposing that output
components/systems be monitored of OBD is to detect malfunctions in the the technology on new products.
continuously for circuit continuity. For engine and/or emissions control system.
Therefore, we are proposing that b. Other Emissions Control System
functional monitoring, manufacturers
manufacturers be required to submit to Monitoring Requirements/Conditions
would define the monitoring conditions
for detecting malfunctions in the Administrator a monitoring plan for
any new engine and/or emissions We are proposing that, for other
accordance with the general monitoring emission control systems that are: (1)
conditions for all engines described in control technology not otherwise
described above. Such technology might Not identified or addressed in sections
section II.A.3 and the minimum II.B through II.D.4—e.g., hydrocarbon
performance ratio requirements include hydrocarbon traps or
homogeneous charge compression traps, HCCI control systems; or, (2)
described in section II.E.
ignition (HCCI) systems. This would identified or addressed in section II.D.4
For the idle control system, we are
proposing that manufacturers define the allow manufacturers and EPA to but not corrected or compensated for by
monitoring conditions for functional evaluate the new technology and an adaptive control system—e.g., swirl
monitoring in accordance with the determine an appropriate level of control valves, manufacturers would be
general monitoring conditions for all monitoring that would be both required to submit a plan for
engines described in section II.A.3 and technologically feasible and consistent Administrator approval of the
the minimum performance ratio with the monitoring requirements for monitoring strategy, the malfunction
requirements described in section II.E the other emissions control devices criteria, and the monitoring conditions
except that functional monitoring would described above. prior to introduction on a production
have to occur every time the monitoring As proposed, the Administrator engine. Administrator approval of the
conditions are met during the drive would provide guidance as to what type plan would be based on the
cycle rather than once per drive cycle as of components would fall under the effectiveness of the monitoring strategy,
required in section II.A.3. ‘‘other emissions control system’’ the robustness of the malfunction
A manufacturer may disable requirements and which would fall criteria, and the frequency of meeting
continuous monitoring for circuit under the comprehensive component the necessary monitoring conditions.
continuity when a malfunction cannot requirements. Specifically, we are
concerned that uncertainty may arise for We are also proposing that, for
be distinguished from other effects. To
do so, the manufacturer would have to those emission control components or engines that use emissions control
submit data and/or engineering analyses systems that also meet the definition of systems that alter intake air flow or
that demonstrate that a properly electronic engine components. As such, cylinder charge characteristics by
functioning output component cannot the proposal would delineate the two by actuating valve(s), flap(s), etc., in the
be distinguished from a malfunctioning requiring components/systems that fit intake air delivery system (e.g., swirl
output component and that the both definitions but are not corrected or control valve systems), the
disablement interval is limited only to compensated for by the adaptive fuel manufacturers, in addition to meeting
that necessary for avoiding false control system to be monitored as the requirements above, may elect to
detection. ‘‘other emissions control devices’’ rather have the OBD system monitor the shaft
than as comprehensive components. A to which all valves in one intake bank
d. Comprehensive Component MIL typical device that would fall under this are physically attached rather than
Illumination and DTC Storage category instead of the comprehensive monitoring the intake air flow, cylinder
With a couple of exceptions, we are components category because of this charge, or individual valve(s)/flap(s) for
proposing the general requirements for delineation would be a swirl control proper functional response. For non-
MIL illumination and DTC storage as valve system. Such delineation is metal shafts or segmented shafts, the
discussed in section II.A.2. The necessary because such emissions monitor must verify all shaft segments
exceptions to this being that MIL control components generally require for proper functional response (e.g., by
illumination would not be required in more thorough monitoring than
verifying the segment or portion of the
conjunction with storing a MIL-on DTC comprehensive components to ensure
shaft furthest from the actuator
for any comprehensive component if: (a) low emissions levels throughout an
functions properly). For systems that
The component or system, when engine’s life. Further, emissions control
malfunctioning, could not cause engine components that are not compensated have more than one shaft to operate
emissions to increase by 15 percent or for by the fuel control system as they valves in multiple intake banks,
more of the FTP standard during any age or deteriorate can have a larger manufacturers are not required to add
reasonable driving condition; and, (b) impact on tailpipe emissions than is more than one set of detection hardware
the component or system is not used as typical of comprehensive components (e.g., sensor, switch) per intake bank to
part of the diagnostic strategy for any that are corrected for by the fuel control meet this requirement.
other monitored system or component. system as they deteriorate.
6. Exceptions to Monitoring affected by low fuel level or running out they are able to make their OBD
Requirements of fuel (e.g., misfire detection). To do so, evaluation either at the operating
a. Background the manufacturer would have to submit condition when an emissions control
data and/or engineering analyses that system is active and its operational
Under some conditions, the reliability demonstrate that both monitoring at the status can best be evaluated, and/or at
of specific monitors may be diminished given fuel levels would be unreliable, the operating condition when the most
significantly. Therefore, we are and the OBD system is still able to accurate evaluation can be made (e.g.,
proposing to allow manufacturers to detect a malfunction if the component(s) highly transient conditions or extreme
disable the affected monitors when used to determine fuel level indicates conditions can make evaluation
these conditions are encountered in-use. erroneously a fuel level that causes the difficult). Importantly, manufacturers
These include situations of extreme disablement. are prohibited from using a monitoring
conditions (e.g., very low ambient Manufacturers may disable OBD strategy that is so restrictive such that it
temperatures, high altitudes) and of monitors that can be affected by vehicle rarely or never runs. To help protect
periods where default modes of battery or system voltage levels. For an against monitors that rarely run, we are
operation are active (e.g., when a tire OBD monitor affected by low vehicle proposing an ‘‘in-use monitor
pressure problem is detected). In some battery or system voltages, performance ratio’’ requirement as
of these cases, we may allow manufacturers may disable monitoring described here.
manufacturers to revise the emission when the battery or system voltage is The set of operating conditions that
malfunction threshold to ensure the below 11.0 Volts. Manufacturers may must be met so that an OBD monitor can
most reliable monitoring performance. use a voltage threshold higher than 11.0 run are called the ‘‘enable criteria’’ for
b. Requirements for Exceptions to Volts to disable monitors but would that given monitor. These enable criteria
Monitoring have to submit data and/or engineering are often different for different monitors
analyses that demonstrate that and may well be different for different
The Administrator may revise the monitoring at those voltages would be types of engines. A large diesel engine
emission threshold for any monitor, or unreliable and that either operation of a intended for use in a Class 8 truck
revise the PM filtering performance vehicle below the disablement criteria would be expected to see long periods
malfunction criteria for DPFs to exclude for extended periods of time is unlikely of relatively steady-state operation
detection of specific failure modes such or the OBD system monitors the battery while a smaller engine intended for use
as partially melted substrates, if the or system voltage and would detect a in an urban delivery truck would be
most reliable monitoring method malfunction at the voltage used to expected to see a lot of transient
developed requires a higher threshold disable other monitors. operation. Manufacturers will need to
or, in the case of PM filtering For monitoring systems affected by balance between a rather loose set of
performance, the exclusion of specific high vehicle battery or system voltages, enable criteria for their engines and
failure modes, to prevent significant manufacturers may disable monitoring vehicles given the very broad range of
errors of commission in detecting a when the battery or system voltage operation HD highway engines see and
malfunction. The Administrator would exceeds a manufacturer-defined voltage. a tight set of enable criteria given the
notify the industry of any such revisions To do so, the manufacturer would have desire for greater monitor accuracy.
to ensure that all manufacturers would to submit data and/or engineering Manufacturers would be required to
be able to implement OBD on an equal analyses that demonstrate that design these enable criteria so that the
basis. In other words, we would not monitoring above the manufacturer- monitor:
allow one manufacturer to revise a defined voltage would be unreliable and • Is robust (i.e., accurate at making
specific monitoring threshold upwards that either the electrical charging pass/fail decisions);
while insisting that another meet the system/alternator warning light would • Runs frequently in the real world;
proposed threshold. be illuminated (or voltage gauge would and,
Manufacturers may disable an OBD be in the ‘‘red zone’’) or the OBD system • In general, also runs during the FTP
system monitor at ambient engine start monitors the battery or system voltage heavy-duty transient cycle.
temperatures below 20 degrees and would detect a malfunction at the If designed incorrectly, these enable
Fahrenheit (low ambient temperature voltage used to disable other monitors. criteria may be either too broad and
conditions may be determined based on A manufacturer may also disable result in inaccurate monitors, or overly
intake air or engine coolant temperature affected OBD monitors in vehicles restrictive thereby preventing the
at engine start) or at elevations higher designed to accommodate the monitor from executing frequently in
than 8000 feet above sea level. To do so, installation of power take off (PTO) the real world.
the manufacturer would have to submit units provided disablement occurs only Since the primary purpose of an OBD
data and/or engineering analyses that while the PTO unit is active and the system is to monitor for and detect
demonstrate that monitoring would be OBD readiness status is cleared by the emission-related malfunctions while the
unreliable during the disable onboard computer (i.e., all monitors set engine is operating in the real world, a
conditions. A manufacturer may request to indicate ‘‘not complete’’) while the standardized methodology for
that an OBD system monitor be disabled PTO unit is activated (see section II.F.4 quantifying real world performance
at other ambient engine start below). If the disablement occurs, the would be beneficial to both EPA and
temperatures by submitting data and/or readiness status may be restored, when manufacturers. Generally, in
engineering analyses demonstrating that the disablement ends, to its state prior determining whether a manufacturer’s
misdiagnosis would occur at the given to PTO activation. monitoring conditions are sufficient, a
ambient temperatures due to their effect manufacturer would discuss the
on the component itself (e.g., E. A Standardized Method To Measure proposed monitoring conditions with
component freezing). Real World Monitoring Performance EPA staff. The finalized conditions
Manufacturers may disable an OBD As was noted in section II.A.3, would be included in the certification
system monitor when the fuel level is 15 manufacturers determine the most applications and submitted to EPA staff
percent or less of the nominal fuel tank appropriate times to run the non- who would review the conditions and
capacity for those monitors that can be continuous OBD monitors. This way, make determinations on a case-by-case
basis based on the engineering judgment regions or for components or systems intermittent and continuous
of the staff. In cases where we are where accurate monitoring can only be malfunctions, earlier detection is
concerned that the documented performed under limited operating equivalent to preventative maintenance
conditions may not be met during conditions, monitors would be required in that the original malfunction can be
reasonable in-use driving conditions, we to run once per drive cycle. Examples of detected and repaired prior to it causing
would most likely ask the manufacturer once per drive cycle monitors typically subsequent damage to other
for data or other engineering analyses include gasoline catalyst monitors, components. This can help vehicle
used by the manufacturer to determine evaporative system leak detection operators avoid more costly repairs that
that the conditions would occur in-use. monitors, and output comprehensive could have resulted had the first
In proposing a standardized component functional monitors. For malfunction gone undetected.
methodology for quantifying real world components or systems that are
performance, we believe this review routinely used to perform functions that Infrequent monitoring can also have
process can be done more efficiently are crucial to maintaining low emissions an impact on the service and repair
than would occur otherwise. but may still require monitoring under industry. Specifically, monitors that
Furthermore, it would serve to ensure fairly limited conditions, monitors have unreasonable or overly restrictive
that all manufacturers are held to the would be required to run each and every enable conditions could hinder vehicle
same standard for real world time the manufacturer-defined enable repair services. In general, upon
performance. Lastly, we want review conditions are present. Examples of completing an OBD-related repair to an
procedures that will ensure that multiple times per drive cycle monitors engine, a technician will attempt to
monitors operate properly and typically include input comprehensive verify that the repair has indeed fixed
frequently in the field. component rationality monitors and the problem. Ideally, a technician will
Therefore, we are proposing that all some exhaust aftertreatment monitors. operate the vehicle in a manner that will
manufacturers be required to use a Monitors required to run exercise the appropriate OBD monitor
standardized method for determining continuously, by definition, would and allow the OBD system to confirm
real world monitoring performance and always be running, thereby making a that the malfunction is no longer
to hold manufacturers liable if minimum frequency requirement moot. present. This affords a technician the
monitoring occurs less frequently than a The new frequency requirement would highest level of assurance that the repair
minimum acceptable level, expressed as essentially apply only to those monitors was indeed successful. However, OBD
minimum acceptable in-use that are designated as once per drive monitors that operate infrequently are
performance ratio. We are also cycle or multiple times per drive cycle
difficult to exercise and, therefore,
proposing that manufacturers be monitors. For all of these monitors,
technicians may not be able (or may not
required to implement software in the manufacturers would be required to
onboard computer to track how often define monitoring conditions that be likely) to perform such post-repair
several of the major monitors (e.g., ensure adequate frequency in-use. evaluations. Despite the service
catalyst, EGR, CDPF, other diesel Specifically, the monitors would need information availability requirements
aftertreatment devices) execute during to run often enough so that the we are proposing—requirements that
real world driving. The onboard measured monitor frequency on in-use manufacturers make all of their service
computer would keep track of how engines would exceed the minimum and repair information available to all
many times each of these monitors has acceptable frequency. However, even technicians, including the information
executed and how much the engine has though the minimum frequency necessary to exercise OBD monitors—
been operated. By measuring both of requirement would apply to nearly all technicians would still find it difficult
these values, the ratio of monitor once per drive cycle and multiple times to exercise monitors that require
operation relative to engine operation per drive cycle monitors, manufacturers infrequently encountered engine
can be calculated to determine would only be required to implement operating conditions (e.g., abnormally
monitoring frequency. software to track and report the in-use steady constant speed operation for an
The proposed minimum acceptable frequency for a few of the major extended period of time). Additionally,
frequency requirement would apply to monitors. These few monitors generally to execute OBD monitors in an
many but not all of the OBD monitors. represent the major emissions control expeditious manner or to execute
We are proposing that monitors be components and the ones with the most monitors that would require unusual or
required to operate either continuously, limited enable criteria. infrequently encountered conditions,
once per drive cycle, or, in a few cases, We believe that OBD monitors should technicians may be required to operate
multiple times per drive cycle (i.e., run frequently to ensure early detection the vehicle in an unsafe manner (e.g., at
whenever the proper monitoring of emissions-related malfunctions and, freeway speeds on residential streets or
conditions are present). For components consequently, to maintain low
during heavy traffic). If unsuccessful in
or systems that are more likely to emissions. Allowing malfunctions to
executing these monitors, technicians
experience intermittent failures or continue undetected and unrepaired for
failures that can routinely happen in long periods of time allows emissions to may even take shortcuts in attempting to
distinct portions of an engine’s increase unnecessarily. Frequent validate the repair while maintaining a
operating range (e.g., only at high engine monitoring can also help to ensure reasonable cost for customers. These
speed and load, only when the engine detection of intermittent emissions- shortcuts would likely not be as
is cold or hot), monitors would be related malfunctions (i.e., those that are thorough in verifying repairs and could
required to operate continuously. not continuously present but occur increase the chance that improperly
Examples of continuous monitors sporadically for days and even weeks at repaired engines would be returned to
include the fuel system monitor and a time). The nature of mechanical and the vehicle owner or additional repairs
most electrical/circuit continuity electrical systems is that intermittent would be performed just to ensure the
monitors. For components or systems malfunctions can and do occur. The less problem is fixed. In the end, monitors
that are less likely to experience frequent the monitoring, the less likely that operate less frequently can result in
intermittent failures or failures that only these malfunctions will be detected and unnecessary costs and inconvenience to
occur in specific vehicle operating repaired. Additionally, for both both vehicle owners and technicians.
1. Description of Software Counters to by comparing the number of monitoring numbers would give an indication of
Track Real World Performance events (i.e., how often each monitor has how often the monitor is operating
run) to the number of driving events relative to vehicle operation. In equation
As stated above, manufacturers would (i.e., how often has the vehicle been form, this can be stated as:
be required to track monitor peformance operated). The ratio of these two
Number of Monitoring Events (Num

merator)
In-Use Performance (Ratio) =
Number of Driving Events (Denominator)
To ensure that all manufacturers are SAE has developed standards for decision. This is necessary because the
tracking in-use performance in the same storing and reporting the data to a primary function of OBD systems is to
manner, we are proposing very detailed generic scan tool. This would help detect malfunctions (i.e., to correctly
requirements for defining and ensure that all manufacturers report the reach ‘‘fail’’ decisions, not ‘‘pass’’
incrementing both the numerator and data in an identical manner which decisions) and, thus, the real world
denominator of this ratio. Manufacturers should ease data collection in the field. ability of the monitors to detect
would be required to keep track of malfunctions is the parameter we want
a. Number of Monitoring Events
separate numerators and denominators most to measure. Therefore, monitors
(‘‘Numerator’’)
for each of the major monitors, and to with different criteria to reach a ‘‘pass’’
ensure that the data are saved every For the numerator, manufacturers decision versus a ‘‘fail’’ decision would
time the engine is shut off. The would be required to keep a separate not be allowed to increment the
numerators and denominators would be numeric count of how often each of the numerator solely upon satisfying the
reset to zero only in extreme particular monitors has operated. More ‘‘pass’’ criteria.
circumstances when the non-volatile specifically, manufacturers would have
The correct implementation of the
memory has been cleared (e.g., when the to implement a software counter that
numerator counters by manufacturers is
onboard computer has been increments by one every time the
imperative to ensure a reliable measure
reprogrammed in the field or when the particular monitor meets all of the
for determining real world performance.
onboard computer memory has been enable/monitoring conditions for a long
‘‘Overcounting’’ would falsely indicate
corrupted). The values would not be enough period of time such that a
the monitor is executing more often
reset to zero during normal occurrences malfunctioning component would have
than it really is, while ‘‘undercounting’’
such as clearing of stored DTCs or been detected. For example, if a
would make it appear as if the monitor
performing routine service or manufacturer requires a vehicle to be
is not running as often as it really is.
maintenance. warmed-up and at idle for 20 seconds
Manufacturers would be required to
Further, the numerator and continuously to detect a malfunctioning
describe their numerator incrementing
denominator would be structured such catalyst, the catalyst monitor numerator
strategy in their certification
that their maximum values would be could only be incremented if the vehicle
documentation and to verify the proper
65,535 which is the maximum number actually operates simultaneously in all
performance of their strategy during
that can be stored in a 2-byte location. of those conditions. If the vehicle is
production vehicle evaluation testing.
This would ensure that manufacturers operated in some but not all of the
allocate sufficient and consistent conditions (e.g., at idle but not warmed- b. Number of Driving Events
memory space in the onboard computer. up), the numerator would not be (‘‘Denominator’’)
If either the numerator or denominator allowed to increment because the
for a particular monitor reaches the monitor would not have been able to We are also proposing that
maximum value, both values for that detect a malfunctioning catalyst since manufacturers separately track how
particular monitor would be divided by all of the conditions were not satisfied often the engine is operated. Basically,
two before counting resumes. In general, simultaneously. the denominator would be a counter
the numerator and denominator would Another complication is the that increments by one each time the
only be allowed to increment a difference between a monitor reaching a engine is operated. We are proposing
maximum of once per drive cycle ‘‘pass’’ or ‘‘fail’’ decision. At first glance, that the denominator counter be
because most of the major monitors are it would appear that a manufacturer incremented by one only if several
designed to operate only once per drive should simply increment the numerator criteria are satisfied during a single
cycle. Additionally, incrementing of anytime the particular monitor reaches drive cycle. This allows very short trips
both the numerator and denominator for a decision, be it ‘‘pass’’ or ‘‘fail’’. or trips during extreme conditions such
a particular monitor would be disabled However, monitoring strategies may as very cold temperatures or very high
(i.e., paused but the stored values would have a different set of criteria that must altitude to be filtered out and excluded
not be erased or reset) only when a be met to reach a ‘‘pass’’ decision versus from the count. This is appropriate
problem has been detected (i.e., a a ‘‘fail’’ decision. As a simple example, because these are also conditions where
pending or MIL-on DTC has been a manufacturer may appropriately most OBD monitors are neither expected
stored) that prevents the monitor from require only 10 seconds of operation at nor required to operate.
executing. Once the problem is no idle to reach a ‘‘pass’’ decision but Specifically, the denominator would
longer detected and any stored DTCs require 30 seconds of operation at idle be incremented if, on a single key start,
associated with the problem have been to reach a ‘‘fail’’ decision. the following criteria were satisfied
erased, either through the allowable Manufacturers would not be allowed to while ambient temperature remained
self-clearing process or upon command increment the numerator if the vehicle above 20 degrees Fahrenheit and
by a technician via a scan tool, had idled for 10 seconds and reached a altitude remained below 8,000 feet:
incrementing of both the numerator and ‘‘pass’’ decision since insufficient time • Minimum engine run time of 10
EP24JA07.004</MATH>
denominator would resume. had passed to allow for a possible ‘‘fail’’ minutes;
• Minimum of 5 minutes, • For monitors that require multiple more accurate decision regarding the
cumulatively, of operation at vehicle stages or events in a single drive cycle presence and size of a leak.
speeds greater than 25 miles-per-hour to detect a malfunction, every In this example, the second stage of
for gasoline engines or calculated load monitoring condition necessary for all this monitor would run less frequently
greater than 15 percent for diesel events to have completed must be in real use than the first stage since it
engines; and satisfied. is activated only on those occasions
• At least one continuous idle for a • For monitors that require intrusive where the first stage suggests that a leak
minimum of 30 seconds encountered. operation of components to detect a may be present (which most cars will
We intend to work with industry to malfunction, a manufacturer would be not have). The rate-based tracking
collect data during the first few years of required to request Administrator requirements are meant to give a
implementation and make any approval of the strategy used to measure of how often a monitor could
adjustments, if necessary, to the criteria determine that, had a malfunction been detect a malfunction. To know the right
used to increment the denominator to present, the monitor would have answer, we need to know how often the
ensure that the in-use performance ratio detected the malfunction. Administrator first stage is running and could ‘‘fail’’,
provides a meaningful measure of in-use approval of the request would be based thus triggering the second stage, and
monitoring performance. on the equivalence of the strategy to then how often the second stage is
2. Proposed Performance Tracking actual intrusive operation and the completing. If we track only the first
Requirements ability of the strategy to determine stage, we would get a false indication of
accurately if every monitoring condition how often the monitor could really
a. In-use Monitoring Performance Ratio detect a leak. But, if we track only the
was satisfied as necessary for the
Definition second stage, most cars would never
intrusive event to occur.
For monitors required to meet the in- • For the secondary air system increment the counter since most cars
use performance tracking monitor, the three criteria above are do not have leaks and would not trigger
requirements,44 we are proposing that satisfied during normal operation of the stage two.
the incrementing of numerators and In considering this, we see two
secondary air system. Monitoring during
denominators and the calculation of the possible solutions: (1) Always activate
intrusive operation of the secondary air
in-use performance ratio be done in the second stage evaluation in which
system later in the same drive cycle case there would be an intrusive
accordance with the following solely for the purpose of monitoring
specifications. monitor being performed that does not
may not, by itself, be sufficient to meet really need to be performed; or, (2)
The numerator(s) would be defined as these criteria.
a measure of the number of times a implement a ‘‘ghost’’ monitor that
The third bullet item above requires pretends that the first stage evaluation
vehicle has been operated such that all
explanation. There may be monitors, triggers the second stage evaluation and
monitoring conditions necessary for a
and there have been monitors in light- then also looks for when the second
specific monitor to detect a malfunction
duty, designed to use what could be stage evaluation could have completed
have been encountered. Except for
termed a two stage or two step process. had it been necessary. The third bullet
systems using alternative statistical MIL
The first step is usually a passive and/ item in the list above requires that, if a
illumination protocols, the numerator is
or short evaluation that can be used to manufacturer intends to implement a
to be incremented by an integer of one.
‘‘pass’’ a properly working component two stage monitor and intends to
The numerator(s) may not be
where ‘‘pass’’ refers to evaluating the implement such a ‘‘ghost’’ monitor as
incremented more than once per drive
component and determining that it is described here for rate based tracking,
cycle. The numerator(s) for a specific
not malfunctioning. The second step is approval must be sought for doing so to
monitor would be incremented within
usually an intrusive and/or longer make sure we agree that you are doing
10 seconds if and only if the following
evaluation that is necessary to ‘‘fail’’ a it correctly and properly.
criteria are satisfied on a single drive
malfunctioning component or ‘‘pass’’ a For monitors that can generate results
cycle:
component nearing the point of failure. in a ‘‘gray zone’’ or ‘‘non-detection
• Every monitoring condition
An example of such an approach might zone’’ (i.e., results that indicate neither
necessary for the monitor of the specific
be an evaporative leak detection a passing system nor a malfunctioning
component to detect a malfunction and
monitor that uses an intrusive vacuum system) or in a ‘‘non-decision zone’’
store a pending DTC has been satisfied,
pull-down/bleed-up evaluation during (e.g., monitors that increment and
including enable criteria, presence or
highway cruise conditions. If the decrement counters until a pass or fail
absence of related DTCs, sufficient
evaporative system is sealed tight, the threshold is reached), the manufacturer
length of monitoring time, and
monitor ‘‘passes’’ and is done with would be responsible for incrementing
diagnostic executive priority
testing for the given drive cycle. If the the numerator appropriately. In general,
assignments (e.g., diagnostic ‘‘A’’ must
monitor senses a leak close to the the numerator should not be
execute prior to diagnostic ‘‘B’’). For the
required detection limit, the monitor incremented when the monitor
purpose of incrementing the numerator,
does not ‘‘pass’’ and an internal flag is indicates a result in the ‘‘non-detection
satisfying all the monitoring conditions
stored that will trigger the second stage zone’’ or prior to the monitor reaching
necessary for a monitor to determine
of the test during the next cold start a decision. When necessary, the
that the component is passing may not,
when a more accurate evaluation can be Administrator would consider data and/
by itself, be sufficient to meet this
conducted. On the next cold start, or engineering analyses submitted by
criteria.
provided the internal flag is set, an the manufacturer demonstrating the
intrusive vacuum pull-down/bleed up expected frequency of results in the
44 These monitors, as presented in section II.A.3,
are, for diesel engines: the NMHC catalyst, the monitor might be conducted during ‘‘non-detection zone’’ and the ability of
CDPF system, the NOX adsorber system, the NOX engine idle a very short time after the the monitor to determine accurately,
converting catalyst system, and the boost system; cold start. This second evaluation stage, had an actual malfunction been present,
and, for gasoline engines: the catalyst, the
evaporative system, and the secondary air system;
being at idle and cold, gives a more whether or not the monitor would have
and, for all engines, the exhaust gas sensors, the accurate indication of the evaporative detected a malfunction instead of a
EGR system, and the VVT system. system’s integrity and provides for a result in the ‘‘non-detection zone.’’
For monitors that run or complete degrees Fahrenheit and less than or set forth above for incrementing the
their evaluation with the engine off, the equal to 12 degrees Fahrenheit higher denominator. To do so, the
numerator must be incremented either than ambient temperature at engine manufacturer would need to
within 10 seconds of the monitor start. demonstrate that the criteria would be
completing its evaluation in the engine In addition to the requirements above, equivalent to the criteria outlined above
off state, or during the first 10 seconds the denominator(s) for the following at measuring the frequency of monitor
of engine start on the subsequent drive monitors must be incremented if and operation relative to the amount of
cycle. only if the component or strategy is engine operation:
Manufacturers using alternative commanded ‘‘on’’ for a time greater than • Oxidation catalysts
statistical MIL illumination protocols or equal to 10 seconds: • Diesel particulate filters
for any of the monitors that require a • Gasoline secondary air system; For hybrid engine systems, engines
numerator would be required to • Cold start emission reduction that employ alternative engine start
increment the numerator(s) strategy; hardware or strategies (e.g., integrated
appropriately. The manufacturer may be • Components or systems that operate starter and generators), or alternative
required to provide supporting data only at engine start-up (e.g., glow plugs, fueled engines (e.g., dedicated, bi-fuel,
and/or engineering analyses intake air heaters) and are subject to or dual-fuel applications), the
demonstrating both the equivalence of monitoring under ‘‘other emission manufacturer may request
their incrementing approach to the control systems’’ (section II.D.5) or Administrator approval to use
incrementing specified above for comprehensive component output alternative criteria to that set forth above
monitors using the standard MIL components (see section II.D.4). for incrementing the denominator. In
illumination protocol, and the overall For purposes of determining this general, approval would not be given for
equivalence of their incrementing commanded ‘‘on’’ time, the OBD system alternative criteria that only employ
approach in determining that the may not include time during intrusive engine shut off at or near idle/vehicle
minimum acceptable in-use operation of any of the components or stationary conditions. Approval of the
performance ratio has been satisfied. strategies later in the same drive cycle alternative criteria would be based on
Regarding the denominator(s), defined solely for the purposes of monitoring. the equivalence of the alternative
as a measure of the number of times a In addition to the requirements above, criteria at determining the amount of
vehicle has been operated, we are the denominator(s) for the monitors of engine operation relative to the measure
proposing that it also be incremented by the following output components of conventional engine operation in
an integer of one. The denominator(s) (except those operated only at engine accordance with the criteria above.
may not be incremented more than once start-up as outlined above) must be The numerators and denominators
per drive cycle. The general incremented if and only if the may need to be disabled at some times.
denominator and the denominators for component is commanded to function To do this, within 10 seconds of a
each monitor would be incremented (e.g., commanded ‘‘on’’, ‘‘open’’, malfunction being detected (i.e., a
within 10 seconds if and only if the ‘‘closed’’, ‘‘locked’’) two or more times pending, MIL-on, or active DTC being
following criteria are satisfied on a during the drive cycle or for a time stored) that disables a monitor required
single drive cycle during which ambient greater than or equal to 10 seconds, to meet the performance tracking
temperature remained at or above 20 whichever occurs first: requirements,45 the OBD system must
degrees Fahrenheit and altitude • Variable valve timing and/or disable further incrementing of the
remained below 8,000 feet: control system corresponding numerator and
• Cumulative time since the start of • ‘‘Other emission control systems’’ denominator for each monitor that is
the drive cycle is greater than or equal • Comprehensive component (output disabled. When the malfunction is no
to 600 seconds (10 minutes); component only, e.g., turbocharger longer detected (e.g., the pending DTC
• Cumulative gasoline engine waste-gates, variable length manifold is erased through self-clearing or
operation at or above 25 miles per hour runners) through a scan tool command),
or diesel engine operation at or above 15 For monitors of the following incrementing of all corresponding
percent calculated load, either of which components, the manufacturer may use numerators and denominators should
occurs for greater than or equal to 300 alternative or additional criteria to that resume within 10 seconds. Also, within
seconds (5 minutes); and set forth above for incrementing the 10 seconds of the start of a power
• Continuous engine operation at idle denominator. To do so, the takeoff unit (PTO) that disables a
(e.g., accelerator pedal released by manufacturer would need to be able to monitor required to meet the
driver and vehicle speed less than or demonstrate that the criteria would be performance tracking requirements, the
equal to one mile per hour) for greater equivalent to the criteria outlined above OBD system should disable further
than or equal to 30 seconds. at measuring the frequency of monitor incrementing of the corresponding
In addition to the requirements above, operation relative to the amount of numerator and denominator for each
the evaporative system monitor engine operation: monitor that is disabled. When the PTO
denominator(s) must be incremented if • Engine cooling system input operation ends, incrementing of all
and only if: components (section II.D.2) corresponding numerators and
• Cumulative time since the start of • ‘‘Other emission control systems’’ denominators should resume within 10
the drive cycle is greater than or equal (section II.D.5) seconds. The OBD system must disable
to 600 seconds (10 minutes) while at an • Comprehensive component input further incrementing of all numerators
ambient temperature of greater than or components that require extended
equal to 40 degrees Fahrenheit but less monitoring evaluation (section II.D.4,
45 These monitors, as presented in section II.A.3,

than or equal to 95 degrees Fahrenheit; e.g., stuck fuel level sensor rationality) are, for diesel engines: the NMHC catalyst, the
and For monitors of the following CDPF system, the NOX adsorber system, the NOX
• Engine cold start occurs with components or other emission controls converting catalyst system, and the boost system;
and, for gasoline engines: the catalyst, the
engine coolant temperature at engine that experience infrequent regeneration evaporative system, and the secondary air system;
start greater than or equal to 40 degrees events, the manufacturer may use and, for all engines, the exhaust gas sensors, the
Fahrenheit but less than or equal to 95 alternative or additional criteria to that EGR system, and the VVT system.
and denominators within 10 seconds if must be reported in accordance with the standardization would help to facilitate
a malfunction has been detected in any specifications in section II.F.5. the potential use of OBD checks in
component used to determine if: vehicle The OBD system would also be heavy-duty inspection and maintenance
speed/calculated load; ambient required to report a separate programs.
temperature; elevation; idle operation; denominator for each of the components Among the features that would be
engine cold start; or, time of operation listed in the above bullet lists. The standardized under the proposed heavy-
has been satisfied, and the denominator(s) must be reported in duty OBD regulation include:
corresponding pending DTC has been accordance with the specifications in • The diagnostic connector, the
stored. Incrementing of all numerators section II.F.5. computer communication protocol;
and denominators should resume Similarly, for the in-use performance • The hardware and software
within 10 seconds when the ratio, determining which corresponding specifications for tools used by service
malfunction is no longer present (e.g., numerator and denominator to report as technicians;
pending DTC erased through self- required for specific components or • The information communicated by
clearing or by a scan tool command). systems that have multiple monitors the onboard computer and the methods
that are required to be reported—e.g., for accessing that information;
The in-use performance monitoring • The numeric designation of the
ratio itself is defined as the numerator exhaust gas sensor bank 1 may have
multiple monitors for sensor response or DTCs stored when a malfunction is
for the given monitor divided by the detected; and,
denominator for that monitor. other sensor characteristics’the ratio
should be calculated in accordance with • The terminology used by
b. Standardized Tracking and Reporting the specifications in section II.F.5. manufacturers in their service manuals.
of Monitor Performance The ignition cycle counter is defined Our proposal would require that only
as a counter that indicates the number a certain minimum set of emissions-
We are proposing that the OBD related information be made available
of ignition cycles a vehicle has
system separately report an in-use through the standardized format,
experienced. The ignition cycle counter
monitor performance numerator and protocol, and connector. We are not
must also be reported in accordance
denominator for each of the following limiting engine manufacturers as to
with the specifications in section II.F.5.
components: what protocol they use for engine
The ignition cycle counter, when
• For diesel engines: NMHC catalyst incremented, should be incremented by control, communication between
bank 1, NMHC catalyst bank 2, NOX an integer of one. The ignition cycle onboard computers, or communication
catalyst bank 1, NOX catalyst bank 2, counter may not be incremented more to manufacturer-specific scan tools or
exhaust gas sensor bank 1, exhaust gas than once per ignition cycle. The test equipment. Further, we are not
sensor bank 2, EGR/VVT system, DPF ignition cycle counter should be prohibiting engine manufacturers from
system, turbo boost control system, and incremented within 10 seconds if and equipping the vehicle with additional
the NOX adsorber. The OBD system only if the engine exceeds an engine diagnostic connectors or protocols as
must also report a general denominator speed of 50 to 150 rpm below the required by other suppliers or
and an ignition cycle counter in the normal, warmed-up idle speed (as purchasers. For example, fleets that use
standardized format discussed below determined in the drive position for data logging or other equipment that
and in section II.F.5. vehicles equipped with an automatic requires the use of SAE J1587
• For gasoline engines: catalyst bank transmission) for at least two seconds communication and connectors could
1, catalyst bank 2, oxygen sensor bank plus or minus one second. The OBD still be installed and supported by the
1, oxygen sensor bank 2, evaporative system should disable further engine and vehicle manufacturers. The
leak detection system, EGR/VVT system, incrementing of the ignition cycle OBD rules would only require that
and secondary air system. The OBD counter within 10 seconds if a engine manufacturers also equip their
system must also report a general malfunction has been detected in any vehicles with a specific connector and
denominator and an ignition cycle component used to determine if engine communication protocol that meet the
counter in the standardized format speed or time of operation has been standardized requirements to
specified below and in section II.F.5. satisfied and the corresponding pending communicate a minimum set of
The OBD system would be required to DTC has been stored. The ignition cycle emissions-related diagnostic, service
report a separate numerator for each of counter may not be disabled from and, potentially, inspection information.
the components listed in the above incrementing for any other condition. Additionally, our proposal includes a
bullet lists. For specific components or Incrementing of the ignition cycle phase-in of one engine family meeting
systems that have multiple monitors counter should resume within 10 the requirements of OBD in the model
that are required to be reported under seconds after the malfunction is no years 2010 through 2012. Because non-
section II.B—e.g., exhaust gas sensor longer present (e.g., pending DTC erased compliant engines would not require
bank 1 may have multiple monitors for through self-clearing or by a scan tool the proposed standardization features,
sensor response or other sensor command). truck and coach builders could be faced
characteristics—the OBD system should with several integration issues when
separately track numerators and F. Standardization Requirements building product in 2010 through 2012.
denominators for each of the specific The heavy-duty OBD regulation Specifically, they could be faced with
monitors and report only the would include requirements for designing their vehicles to
corresponding numerator and manufacturers to standardize certain accommodate a standardized MIL,
denominator for the specific monitor features of the OBD system. Effective diagnostic connector, and
that has the lowest numerical ratio. If standardization assists all repair communication protocol when using a
two or more specific monitors have technicians in diagnosing and repairing compliant engine yet to not
identical ratios, the corresponding malfunctions by providing equal access accommodate those features when using
numerator and denominator for the to essential repair information, and a non-compliant engine. This outcome
specific monitor that has the highest requires structuring the information in a could easily arise since only one engine-
denominator should be reported for the common format from manufacturer to family per manufacturer would be
specific component. The numerator(s) manufacturer. Additionally, the compliant and, therefore, a given truck
designed to accommodate several manufacturer a compliant versus a non- standardization requirements of OBD.
engines from several engine compliant engine. The proposed implementation schedule
manufacturers would very likely need to As a result, rather than force truck for standardization features is shown in
accommodate a compliant engine from and coach builders to accommodate two Table II.G–2.
manufacturer A and a non-compliant different systems and risk
incompatibilities, we are proposing to 1. Reference Documents
engine from manufacturer B. It should
be noted that engine choices are exempt the 2010 through 2012 model
year engines from meeting certain We are proposing that OBD systems
typically driven by the end user—the comply with the following provisions
standardization requirements of OBD.
truck buyer—and not by the truck or laid out in the following Society of
This should allow truck and coach
coach builder. For that reason, the truck Automotive Engineers (SAE) and/or
builders to integrate engines in the same
builder must accommodate all possible manner as done currently and then to International Organization of Standards
engines for the truck size and cannot switch over to integrating a single (ISO) documents that are or would be
necessarily demand from the engine system in 2013 when all engines are incorporated by reference (IBR) into
required to meet all of the federal regulation:
TABLE II.F—1. REFERENCE DOCUMENTS FOR OVER 14,000 POUND OBD

Document No. Document title Date Comment
SAE J1962 ......... ‘‘Diagnostic Connector—Equivalent to ISO/DIS 15031–3: December 14, April 2002 ........................ Updated IBR.
2001’’.
SAE J1930 ......... ‘‘Electrical/Electronic Systems Diagnostic Terms, Definitions, Abbreviations, April 2002 ........................ Updated IBR.
and Acronyms—Equivalent to ISO/TR 15031–2: April 30, 2002’’.
SAE J1978 ......... ‘‘OBD II Scan Tool—Equivalent to ISO/DIS 15031–4: December 14, 2001’’ .... April 2002 ........................ Updated IBR.
SAE J1979 ......... ‘‘E/E Diagnostic Test Modes—Equivalent to ISO/DIS 15031–5: April 30, April 2002 ........................ Updated IBR.
2002’’.
SAE J2012 ......... ‘‘Diagnostic Trouble Code Definitions—Equivalent to ISO/DIS 15031–6: April April 2002 ........................ Updated IBR.
30, 2002’’.
SAE J1939 ......... ‘‘Recommended Practice for a Serial Control and Communications Vehicle 2005 Edition, March 2005 Updated IBR.
Network,’’ and the associated subparts included in SAE HS–1939, ‘‘Truck
and Bus Control and Communications Network Standards Manual’’.
SAE J2403 ......... ‘‘Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature’’ .......................... August 2004 .................... New IBR.
SAE J2534 ......... ‘‘Recommended Practice for Pass-Thru Vehicle Reprogramming’’ ................... February 2002 ................. New IBR.
ISO 15765– ‘‘Road Vehicles—Diagnostics on Controller Area Network (CAN)—Part 4: Re- December 2001 ............... New IBR.
4:2001. quirements for emission-related systems’’.
Copies of these SAE materials may be system, or navigation system controls). the connector for diagnostic purposes
obtained from Society of Automotive The location of the connector must be and may not exceed 20.0 Volts DC
Engineers International, 400 easily identifiable and accessed (e.g., to regardless of the nominal vehicle system
Commonwealth Dr., Warrendale, PA, connect an off-board tool). For vehicles or battery voltage (e.g., 12V, 24V, 42V).
15096–0001. Copies of these ISO equipped with a driver’s side door, the If the SAE J1939 protocol (see section
materials may be obtained from the connector would have to be easily
II.F.3)) is used for the required OBD
International Organization for identified and accessed by someone
standardized functions, the connector
Standardization, Case Postale 56, CH– standing (or ‘‘crouched’’) on the ground
1211 Geneva 20, Switzerland. outside the driver’s side of the vehicle must meet the specifications of SAE
with the driver’s side door open. J1939–13. Any pins in the connector
2. Diagnostic Connector Requirements that provide electrical power must be
If a manufacturer wants to cover the
connector, the cover must be removable properly fused to protect the integrity
We are proposing that a standard data
link connector conforming to either SAE by hand without the use of any tools and usefulness of the connector for
J1962 or SAE J1939–13 specifications and be labeled ‘‘OBD’’ to aid technicians diagnostic purposes.
(except as noted below) would have to in identifying the location of the Manufacturers would be allowed to
be included in each vehicle. The connector. Access to the diagnostic equip engines/vehicles with additional
connector would have to be located in connector could not require opening or diagnostic connectors for manufacturer-
the driver’s side foot-well region of the removing any storage accessory (e.g., specific purposes (i.e., purposes other
vehicle interior in the area bound by the ashtray, coinbox). The label would have than the required OBD functions).
driver’s side of the vehicle and the to clearly identify that the connector is However, if the additional connector
driver’s side edge of the center console located behind the cover and is conforms to the ‘‘Type A’’ specifications
(or the vehicle centerline if the vehicle consistent with language and/or of SAE J1962 or the specifications of
does not have a center console) and at symbols commonly used in the SAE J1939–13 and is located in the
a location no higher than the bottom of automobile and/or heavy truck industry. vehicle interior near the required
the steering wheel when in the lowest If the ISO 15765–4 protocol (see connector as described above, the
adjustable position. The Administrator section II.F.3) is used for the required
connector(s) must be clearly labeled to

would not allow the connector to be OBD standardized functions, the identify which connector is used to
located on or in the center console (i.e., connector would have to meet the
access the standardized OBD
neither on the horizontal faces near the ‘‘Type A’’ specifications of SAE J1962.
information proposed below.
floor-mounted gear selector, parking Any pins in the connector that provide
brake lever, or cup-holders, nor on the electrical power must be properly fused
vertical faces near the car stereo, climate to protect the integrity and usefulness of
3. Communications to a Scan Tool gasoline engines, we are proposing that • Freeze frame
manufacturers be required to use the • Test results
a. Background
500 kbps baud rate version of ISO • Software calibration identification
In light-duty OBD, manufacturers are 15765. Manufacturers would be • Software calibration verification
allowed to use one of four protocols for required to use only one standard to number
communication between a generic scan meet all the standardization • Vehicle identification number (VIN)
tool and the vehicle’s onboard requirements on a single vehicle; that is, i. Readiness Status
computer. A generic scan tool a vehicle must use only one protocol for
automatically cycles through each of the The main intent of readiness status is
all OBD modules on the vehicle.
allowable protocols until it hits upon to ensure that a vehicle is ready for an
Several in the heavy-duty industry
the proper one with which to establish OBD-based inspection—by indicating
have argued for options that would
communication with the particular that monitors have run and operational
allow the use of more than these two
onboard computer. While this has status of the emissions-control system
protocols on heavy-duty engines. Some
generally worked successfully in the has been fully evaluated—and to
have even argued for combinations of
field, some communication problems prevent fraudulent testing in inspection
these protocols—e.g., diagnostic programs. In general, for OBD-based
have arisen. connector and messages of ISO 15765
In an effort to address these problems, inspections, technicians ‘‘fail’’ a vehicle
on an SAE J1939 physical layer with an illuminated MIL since this
CARB has made recent changes to their
network. However, as described above, would indicate the presence of an
light-duty OBD II regulation that require
experience from multiple protocols and emissions control system malfunction.
all light-duty vehicle manufacturers to
multiple variants within the protocols Without the readiness status indicators,
use only one communication protocol
has unnecessarily caused a significant technicians would not have a clear
by the 2008 model year. In making these
number of problems with engine and indication from the OBD system that it
changes, CARB staff argued that their
vehicle related computer had sufficiently evaluated the emissions
experience with standardization under
communications. control system prior to the inspection.
the OBD II regulation showed that
having a single set of standards used by b. Requirements for Communications to Since the potential exists for OBD
all vehicles would be desirable. CARB a Scan Tool checks to be used as part of a heavy
staff argued that a single protocol offers We are proposing that all OBD control truck inspection program, we believe
a tremendous benefit to both scan tool modules—e.g., engine, auxiliary that having readiness status indicators
designers and service technicians. Scan emission control module—on a single as part of this proposal is important—
tool designers could focus on added vehicle be required to use the same waiting for a subsequent OBD–I/M
feature content and could expend much protocol for communication of required rulemaking to require such indicators
less time and money validating basic would unnecessarily delay
emissions-related messages from
functionality of their product on all the implementation of such OBD–I/M
onboard to off-board network
various permutations of protocol programs.
communications to a scan tool meeting
interpretations that are implemented. In Absent such OBD–I/M programs, we
SAE J1978 specifications or designed to
turn, technicians would likely get a scan still believe that readiness indicators are
communicate with a SAE J1939
tool that works properly on all vehicles an important OBD tool. Technicians
network. Engine manufacturers would
without the need for repeated software would be expected to use the readiness
not be allowed to alter normal operation
updates that incorporate ‘‘work- status to verify OBD-related repairs.
of the engine emissions control system
arounds’’ or other patches to fix bugs or Specifically, technicians would clear
due to the presence of off-board test
adapt the tool to accommodate slight the computer memory after repairing an
equipment accessing the OBD
variances in how the multiple protocols OBD-detected fault in order to erase the
information proposed below. The OBD
interact with each other or are DTC, extinguish the MIL, and reset the
system would be required to use one of
implemented by various manufacturers. readiness status to ‘‘incomplete.’’ Then
the following standardized protocols:
Further, a single protocol should also be the vehicle could be operated in such a
• ISO 15765–4 and all required
beneficial to fleet operators that use manner that the monitor of the repaired
emission-related messages using this
add-on equipment such as data loggers, component would run (i.e., the
protocol would have to use a 500 kbps
and for vehicle manufacturers that readiness status of the monitor would be
baud rate.
integrate parts from various engine and • SAE J1939 which may only be used set to ‘‘complete’’). The absence of any
component suppliers all of which must on vehicles with diesel engines. DTCs or MIL illumination upon
work together. readiness status indicating ‘‘complete’’
Based on our similar experiences at 4. Required Emissions Related would indicate a successful repair.
the federal level with communication Functions Therefore, we are proposing that
protocols giving rise to service and Most of the proposed emissions manufacturers be required to indicate
inspection/maintenance program issues, related functions are elements that exist the readiness status of the OBD
we initially wanted to propose a single in our light-duty OBD requirements. We monitors. This would serve to indicate
communication protocol for engines are proposing several required whether or not engine operation has
used in over 14,000 pound vehicles. functions, these are: been sufficient to allow certain OBD
However, the affected industry has been • Readiness status monitors to perform their system
divided over which single protocol • Distance and number of warm-up evaluations. The OBD system would be
should be required and has strongly cycles since DTC clear required to report a readiness status of
argued for more than one protocol to be • Permanent DTC storage either ‘‘complete’’ if the monitor has run
allowed. Therefore, for vehicles with • Real time indication of monitor a sufficient number of times to detect a
diesel engines, we are proposing that status malfunction since computer memory
manufacturers be required to use either • Communicating readiness status to was last cleared, ‘‘incomplete’’ if the
the standards set forth in SAE J1939, or the vehicle operator monitor has not yet run a sufficient
those set forth in the 500 kbps baud rate • Diagnostic trouble codes (DTC) number of times since the memory was
version of ISO 15765. For vehicles with • Data stream last cleared, or ‘‘not applicable’’ if the
monitor is not present or if the specific that would report the distance traveled these permanent DTCs to be stored in
monitored component is not equipped or engine run time for those engines that NVRAM, one would not be able to erase
on the vehicle. The readiness status of do not use vehicle speed information, them simply by disconnecting the
monitors that are required to run and the number of warm-up cycles since battery. Further, manufacturers would
continuously would always indicate the fault memory was last cleared.46 By not be allowed to design their OBD
‘‘complete.’’ The details of the proposal combining these data with the readiness systems such that these permanent
discussed below clarify that the data, technicians or inspectors would DTCs could be erased by any generic or
readiness status would be set to better be able to determine if manufacturer-specific scan tool
‘‘incomplete’’ whenever memory is ‘‘incomplete’’ readiness status command. Instead, the permanent DTCs
cleared either by a battery disconnect or indicators or an extinguished MIL are could be erased only via an OBD system
by a scan tool but not after a normal due to unscrupulous memory clearing self-clearing—i.e., upon evaluating the
vehicle shutdown (i.e., key-off). or circumstances beyond the driver’s component or system for which the
control. For example, a vehicle with permanent DTC has been stored and
ii. Distance Traveled and Number of
several ‘‘incomplete’’ readiness detecting on sufficient drive cycles that
Warm-Up Cycles Since DTC Clear
indicators but with a high distance the malfunction is no longer present, the
As originally envisioned in our OBD– traveled/engine run time and a high OBD system would erase the fault
I/M rulemaking (61 FR 40940), we number of warm-up cycles since the last memory as discussed in section II.A.2.
intended to require that all readiness clearing of fault memory would be Once this has occurred, the permanent
status indicators be set to ‘‘complete’’ unlikely to have undergone a recent DTC stored in NVRAM would be erased
prior to accepting a vehicle for I/M fault memory clearing for the purpose of also.
inspection. However, it became clear extinguishing the MIL prior to The permanent DTCs should help if
that some vehicles were being rejected inspection. On the other hand, a vehicle states choose to implement OBD-based
from inspection for reasons beyond the with only one or two ‘‘incomplete’’ I/M programs for heavy trucks. A truck
driver’s control. For example, a vehicle readiness indicators and a very low with readiness status indicators for EGR
driven in extreme ambient conditions distance traveled/engine run time and a and boost control set to ‘‘incomplete’’
would prohibit monitors from running low number of warm-up cycles since and with permanent DTCs stored for
and setting readiness status indicators to fault memory clearing should probably both EGR and boost control would quite
‘‘complete.’’ Also, a vehicle repaired be rejected or failed at an inspection. probably be a truck that should be
just prior to arriving at the inspection This would better allow an inspection
station may not have been operated rejected from inspection. The OBD
program to be set up to reject only those system on such a truck has almost
sufficiently to set the readiness status of vehicles with recently cleared memories
the monitor for the recently repaired certainly had its fault memory cleared—
while minimizing the chances of via scan tool command or battery
component to ‘‘complete.’’ The driver of rejecting vehicles that driven such that
such a vehicle would, in essence, be disconnect—which would set the
monitors rarely run whether by unique readiness indicators to ‘‘incomplete’’
punished unintentionally for having driver behaviors or extreme ambient
taken the time and expense to repair the and erase all MIL-on DTCs but would
conditions. still have permanent DTCs stored (only
vehicle just prior to the inspection. As
a result, we issued guidance (cite) to iii. Permanent Diagnostic Trouble Code the OBD system itself can erase
state inspectors recommending that Storage permanent DTCs). Likewise, a truck
vehicles be accepted for I/M inspection Consistent with the proposal for with the same readiness indicators set to
provided two or fewer readiness status distance traveled/engine run time and ‘‘incomplete’’ and no permanent DTCs
indicators are ‘‘incomplete.’’ Note that number of warm-up cycles, we are for those monitors should almost
most light-duty gasoline vehicles—the proposing a requirement to make it certainly be accepted for inspection
bulk of the vehicle fleet facing much more difficult for a vehicle owner since the lack of readiness is almost
OBD–I/M checks—have only four or technician to clear the fault memory certainly due to circumstances outside
monitors for which the readiness status and erase all traces of a previously the driver’s control.
indicator is meaningful (all of their detected malfunction. Current OBD We believe that the permanent DTCs
other monitors being continuous systems on under 14,000 pound also provide advantages to technicians
monitors). However, there exists vehicles allow a technician or vehicle attempting to repair a malfunction and
evidence that this policy is perhaps owner to erase all DTCs and extinguish prepare it for subsequent inspection or
accepting vehicles for I/M inspection the MIL by issuing a command from a proof of correction. The permanent DTC
that should not be accepted due to generic scan tool or, in many cases, would identify the specific monitor that
unscrupulous clearing of DTCs and simply by disconnecting the vehicle would need to be exercised after repair
readiness status by people that battery. This would set to ‘‘incomplete’’ and prior to inspection to be sure that
understand how to do so and then the readiness status indicators for all the malfunction has been repaired. By
operate their vehicles just enough to set monitors and would remove all record combining this information with the
the required minimum number of of the malfunction that had been vehicle manufacturer’s service
readiness indicators to ‘‘complete.’’ detected. information, technicians could identify
As a result, we are proposing some We are proposing that manufacturers the exact conditions necessary to
additional features that should better be required to store in non-volatile exercise the particular monitor. As such,
differentiate between vehicles that have memory random access memory technicians could more effectively
been repaired recently or have (NVRAM) a minimum of four MIL-on verify that the specific monitor (that
‘‘incomplete’’ readiness indicators DTCs that are, at present, commanding monitor having illuminated the MIL for
through circumstances outside the the MIL-on. These ‘‘permanent’’ DTCs which the repair has been done) has run
driver’s control, and those vehicles would have to be stored in NVRAM at and confirmed that the malfunction no
operated by drivers that are attempting the end of every key cycle. By requiring longer exists and the repair has been
to fraudulently get through an OBD- made correctly. This should also reduce
based inspection. We are proposing that 46 The fault memory being any DTCs, readiness vehicle owner ‘‘come-backs’’ for
the OBD system make available data status indicators, freeze frame information, etc. incomplete or ineffective repairs.
iv. Real Time Indication of Monitor vi. Diagnostic Trouble Codes (DTC) We are also proposing requirements
Status that would help to distinguish between
Malfunctions are reported by the OBD DTCs stored for malfunctions that are
We are also proposing provisions to system and displayed on a scan tool for currently present and for malfunctions
make it easier for technicians to prepare service technicians in the form of that are no longer present. These
a vehicle for an inspection following a diagnostic trouble codes (DTCs). We are requirements would apply only to those
repair. These provisions would require proposing that manufacturers be engines using ISO 15765–4 as the
that the OBD system provide real time required to report all emissions-related communication protocol. As described
data that indicate whether the necessary DTCs using a standardized format and in section II.A.2, the OBD system would
conditions are present currently to set to make them accessible to all service generally extinguish the MIL if the
all of the readiness indicators to technicians, including the independent malfunction responsible for the MIL
‘‘complete.’’ These data would indicate service industry. The reference illumination has not been detected (i.e.,
document standards selected by the the monitor runs and determines that
whether a particular monitor may still
manufacturer would define many the malfunction no longer exists) on
have an opportunity to run on the
generic DTCs to be used by all three subsequent sequential drive
current drive cycle or whether a
manufacturers. In the rare cycles. However, a manufacturer would
condition has been encountered that has circumstances that a manufacturer
disabled the monitor for the rest of the not be allowed to erase the associated
cannot find within the reference MIL-on DTC until 40 engine warm-up
drive cycle regardless of the driving documents a suitable DTC, a unique cycles have occurred without again
conditions that might be encountered. ‘‘manufacturer-specific’’ DTC could be detecting the malfunction. So even
While these data would not provide used. However, such manufacturer- though the malfunction is no longer
technicians with the exact conditions specific DTCs are not as easily present and a MIL-on is not being
necessary to exercise the monitors (only interpreted by the independent service commanded, the DTC would still
service information would provide such industry. Excessive use of manufacturer- remain (termed a ‘‘history’’ code in the
information), the date in combination specific DTCs may increase the time and ISO standard). Consequently, if another
with the service information should cost for vehicle repairs. Thus, we are unrelated malfunction occurs and
assist technicians in verifying repairs proposing to restrict the use of results in a MIL-on, a new DTC would
and/or preparing a vehicle for manufacturer-specific DTCs. If a generic be stored along with the history DTC.
inspection. Technicians would be able DTC suitable for a given malfunction When trying to diagnose the OBD
to use this information to identify when cannot be found, the manufacturer problem, technicians accessing DTC
specific monitors have indeed would be expected to pursue approval information may have trouble
completed or to identify situations and addition of appropriate generic distinguishing which DTC is
where they have overlooked one or DTCs into the reference documents; the responsible for illuminating the MIL
more of the enable criteria and need to intent being to standardize as much (i.e., which malfunction is present
check the service information and try information as possible. currently), and thus could have trouble
again. Additionally, we are proposing that determining what exactly must be
the OBD system store DTCs that are as repaired. Therefore, we are proposing
v. Communicating Readiness Status to specific as possible to identify the this requirement for ISO engines to help
the Vehicle Operator nature of the malfunction. The intent distinguish between DTCs stored for
being to provide service technicians malfunctions that are present and those
As mentioned above, substantial that were present. Note that, for engines
feedback has been received from OBD- with as detailed information as possible
to diagnose and repair vehicles in an using SAE J1939 as the communication
based I/M programs throughout the U.S. protocol, such a distinction is already
efficient manner. In other words,
Much of this feedback pertains to the provided for.
manufacturers should use separate
effect on vehicle owners caused by Permanent DTCs would also need to
DTCs for every monitor where the
being rejected from I/M inspection due be separately identified from the other
monitor and repair procedure, or likely
to ‘‘incomplete’’ readiness status types of DTCs. Additionally, as
cause of the failure, is different.
indicators. To address this, some light- described above, manufacturers would
Generally, a manufacturer would design
duty vehicle manufacturers requested be required to develop additional
an OBD monitor that detects different
that they be allowed to communicate software routines to store and erase
root causes (e.g., sensor shorted to
the vehicle’s readiness status to the permanent DTCs in NVRAM and to
ground or battery) for a malfunctioning
vehicle owner directly without need of prevent erasure from any battery
component or system. We would expect
a scan tool. This would provide disconnect or scan tool command.
manufacturers to store a specific DTC
assurance to the vehicle owner that their such as ‘‘sensor circuit high input’’ or vii. Data Stream/Freeze Frame/Test
vehicle is ready for inspection prior to ‘‘sensor circuit low input’’ rather than a Results
taking the vehicle to the I/M station. We general code such as ‘‘sensor circuit An important aspect of OBD is the
are proposing that heavy-duty engine malfunction.’’ Further, we expect ability of technicians to access critical
manufacturers be allowed to do the manufacturers to store different DTCs information from the onboard computer
same thing (this is a proposed option, that distinguish circuit malfunctions to diagnose and repair emissions-related
not a proposed requirement). If a from rationality and functional malfunctions. We believe that having
manufacturer chooses to implement this malfunctions since the root cause for access through the diagnostic connector
option, though, they would be required each is different and, thus, the repair to real-time electronic information
to do so in a standardized manner. On procedures may be different. regarding certain emissions critical

engines equipped with this option, the We are also proposing specific components and systems would provide
owner would be able to initiate a self- provisions for storage of pending and valuable assistance for repairing
check of the readiness status, thereby MIL-on DTCs. These proposed vehicles properly. The availability of
greatly reducing the possibility of being provisions were discussed in section real-time information would also
rejected at a roadside inspection. II.A.2. provide assistance to technicians
responding to drivability complaints inside the NTE zone—and subject to the in SAE J1939 within parameter group
since the vehicle could be operated NTE standards—or is outside of the NTE number (PGN) 65251 for engine
within the necessary operating zone or, perhaps, in an NTE limited configuration), engine coolant
conditions and the technician could see testing region or covered by an NTE temperature, engine oil temperature (if
how various sensors and systems were deficiency is imperative. As our in-use used for emission control or any OBD
acting. Similarly, fuel economy testing program requirements are monitors), engine speed, time elapsed
complaints, loss of performance written currently, we must post process since engine start, fuel level (if used to
complaints, intermittent problems, and data to determine which data points enable or disable any other diagnostics),
others issues could also be addressed. were generated within a compliance vehicle speed (if used for emission
We are proposing a number of data zone and which were generated within control or any OBD monitors),
parameters that the OBD system would an exempted zone. Such post barometric pressure (directly measured
be required to report to a generic scan processing, while possible, is or estimated), engine control module
tool. These parameters, which would inefficient, time consuming, and system voltage, number of stored MIL-
include information such as engine resource intensive. Having the NTE on DTCs, monitor status (i.e., disabled
speed and exhaust gas sensor readings, zone data broadcast in real-time over the for the rest of this drive cycle, complete
would allow technicians to understand engine’s network would allow for a this drive cycle, or not complete this
how the vehicle engine control system much more efficient use of our drive cycle) since last engine shut-off for
is functioning, either as the vehicle resources. each monitor used for readiness status,
operates in a service bay or during The specific parameters we are distance traveled/engine run time with
actual driving. They would also help proposing for inclusion in the data a commanded MIL-on, distance
technicians diagnose and repair stream are, for gasoline engines:
traveled/engine run time since fault
emission-related malfunctions by calculated load value, engine coolant
memory last cleared, number of warm-
allowing them to watch instantaneous temperature, engine speed, vehicle
up cycles since DTC memory last
changes in the values while operating speed, time elapsed since engine start,
cleared, OBD requirements to which the
the vehicle. absolute load, fuel level (if used to
Some of the data parameters we are engine is certified (e.g., EPA OBD parent
enable or disable any other monitors),
proposing are intended to assist us in rating, EPA OBD child rating, non-
barometric pressure (directly measured
performing in-use testing of heavy-duty OBD), and MIL status (i.e., commanded-
or estimated), engine control module
engines for compliance with emissions on or commanded-off). Also for diesel
system voltage, commanded
standards. One of the parameters that equivalence ratio, number of stored engines, as discussed above, separate
manufacturers would be required to MIL-on DTCs, catalyst temperature (if NOX and PM NTE control area status
report is the real-time status of the NOX directly measured or estimated for (i.e., inside control area, outside control
and PM ‘‘not-to-exceed’’ (NTE) control purposes of enabling the catalyst area, inside manufacturer-specific NTE
areas. The NTE standards define a wide monitor(s)), monitor status (i.e., carve-out area, or deficiency active
range of engine operating points where disabled for the rest of this drive cycle, area). Also, for all engines so equipped
a manufacturer must design the engine complete this drive cycle, or not (and only those so equipped): absolute
to be below a maximum emission level. complete this drive cycle) since last throttle position, relative throttle
In theory, whenever the engine is engine shut-off for each monitor used position, fuel control system status (e.g.,
operated within the speed and load for readiness status, distance traveled/ open loop, closed loop), fuel trim, fuel
region defined as the NTE zone, engine run time with a commanded pressure, ignition timing advance, fuel
emissions will be below the required MIL-on, distance traveled/engine run injection timing, intake air/manifold
standards. However, within the NTE time since fault memory last cleared, temperature, engine intercooler
zone, manufacturers are allowed, if number of warm-up cycles since fault (aftercooler) temperature, manifold
justified on a case-by-case basis, to memory last cleared, OBD requirements absolute pressure, air flow rate from
either modify the time frame in which to which the engine is certified (e.g., mass air flow sensor, secondary air
the standard must be met, and in the California OBD, EPA OBD, non-OBD) status (upstream, downstream, or
second case to be exempted from the and MIL status (i.e., commanded-on or atmosphere), ambient air temperature,
emission standards under specific commanded-off). And, for diesel commanded purge valve duty cycle/
conditions (e.g., an NTE deficiency). engines: calculated load (engine torque position, commanded EGR valve duty
Manufacturers can request two types of as a percentage of maximum torque cycle/position, actual EGR valve duty
modifications: first, a five percent available at the current engine speed),47 cycle/position, EGR error between
limited testing region within which no driver’s demand engine torque (as a actual and commanded, PTO status
more than five percent of in-use percentage of maximum engine torque), (active or not active), redundant
operation is expected to occur and, thus, actual engine torque (as a percentage of absolute throttle position (for electronic
no more than five percent of NTE maximum engine torque), reference throttle or other systems that utilize two
emissions sampling within that region engine maximum torque, reference or more sensors), absolute pedal
can be compared to the NTE standard maximum engine torque as a function of position, redundant absolute pedal
for a given sampling event; and second, engine speed (suspect parameter position, commanded throttle motor
NTE deficiencies which are precisely numbers (SPN) 539 through 543 defined position, fuel rate, boost pressure,
defined exemption conditions where commanded/target boost pressure, turbo
compliance cannot be met due to 47 Note that, for purposes of the calculated load inlet air temperature, fuel rail pressure,
technical reasons or for engine and torque parameters for diesel engines, commanded fuel rail pressure, DPF inlet
manufacturers would be required to report the most pressure, DPF inlet temperature, DPF
protection. These regions and
accurate values that are calculated within the

conditions can be defined by directly applicable electronic control unit (e.g., the engine outlet pressure, DPF outlet temperature,
measured signals or, in some cases, by control computer). ‘‘Most accurate values,’’ in this DPF delta pressure, exhaust pressure
complicated modeled values calculated context, would be those of sufficient accuracy, sensor output, exhaust gas temperature
resolution, and filtering that they could be used for
internally in the engine computer. the purpose of in-use emissions testing with the
sensor output, injection control
When conducting emissions testing of engine still in a vehicle (e.g., using portable pressure, commanded injection control
these engines, knowing if the engine is emissions measurement equipment). pressure, turbocharger/turbine speed,
variable geometry turbo position, item, Calibration Verification Number inputs, physical mounting
commanded variable geometry turbo (CVN), would help to ensure that the specifications, weight limitations, etc.,
position, turbocharger compressor inlet current software has not been corrupted, the engine manufacturer would likely
temperature, turbocharger compressor modified inappropriately, or otherwise include an additional specification
inlet pressure, turbocharger turbine inlet tampered with. Both CAL ID and CVN dictating the need for the VIN to be
temperature, turbocharger turbine outlet help ensure the integrity of the OBD made available electronically. It would
temperature, wastegate valve position, system. The CVN proposal would be left to each engine manufacturer to
glow plug lamp status, oxygen sensor require manufacturers to develop determine the most effective method to
output, air/fuel ratio sensor output, NOX sophisticated software algorithms that achieve this, as long as the VIN
sensor output, and evaporative system would essentially be a self-check requirement is met. Some manufacturers
vapor pressure. calculation of all of the emissions- may find it most effective to provide the
We are also proposing requirements related software and calibration values capability in the engine control module
for storage of ‘‘freeze frame’’ information in the onboard computer and would delivered with the engine coupled with
at the time a malfunction is detected return the result of the calculation to a a mechanism for the vehicle
and a DTC is stored. The freeze frame scan tool. If the calculated result did not manufacturer to program the module
provides the operating conditions of the equal the expected result for that CAL with the VIN upon installation of the
vehicle at the time of malfunction ID, one would know that the software engine into an actual vehicle. Others
detection and the DTC associated with had been corrupted or otherwise may find it more effective to require the
the data. The parameters we are modified. The CVN result would have to vehicle manufacturer to have the
proposing for inclusion in the freeze be made available at all times to a capability built into other modules
frame are a subset of the parameters generic scan tool. installed on the vehicle such as
listed above for the data stream. Note We are also proposing that the instrument cluster modules, etc. We are
that storage of only one freeze frame Vehicle Identification Number (VIN) be aware of several current vehicles with
would be required. Manufacturers may communicated via the diagnostic engines from three different engine
choose to store additional frames, connector to a generic scan tool in a manufacturers that already have the VIN
provided that the required frame can be standardized format. The VIN would be available through engine-manufacturer
read using a scan tool meeting SAE a unique number assigned by the specific scan tools; this indicates that
J1978 specifications or designed to vehicle manufacturer to every vehicle such arrangements already exist in one
communicate with an SAE J1939 built. The VIN is commonly used for form or another and that they are
network. purposes of ownership and registration working.
We are also proposing that the OBD to uniquely identify every vehicle. By
system store the most recent monitoring requiring the VIN to be stored in the 5. In-Use Performance Ratio Tracking
results for most of the major monitors. onboard computer and available Requirements
Manufacturers would be required to electronically to a generic scan tool, the To separately report an in-use
store and make available to the scan tool possibility of a fraudulent inspection performance ratio for each applicable
certain test information—i.e., the (e.g., by plugging into a different vehicle monitor as discussed in sections II.B
minimum and maximum values that than an inspection citation was issued through II.D, we are proposing that
should occur during proper operation originally to generate a proof of manufacturers be required to implement
along with the actual test value—of the correction) would be minimized. software algorithms to report a
most recent monitoring event. ‘‘Passing’’ Electronic access to this number would numerator and denominator in the
systems would store test results that are also simplify the inspection process and standardized format specified below
within the test limits, while ‘‘failing’’ reduce transcription errors from manual and in accordance with the
systems would store test results that are data entry. specifications of the reference
outside the test limits. The storage of We are proposing that the VIN be documents listed in section II.F.1.
test results would assist technicians in electronically stored in a control For the numerator, denominator,
diagnosing and repairing malfunctions module on the vehicle, but not that it general denominator, and ignition cycle
and would help distinguish between necessarily be stored in the engine counter:
components that are performing well control module. As long as the VIN is • Each number must have a minimum
below the malfunction thresholds from reported correctly and according to the value of zero and a maximum value of
those that are passing the malfunction selected reference document standards, 65,535 with a resolution of one.
thresholds marginally. we consider it irrelevant as to which • Each number must be reset to zero
control module (e.g., engine controller, only when a non-volatile random access
viii. Identification Numbers memory (NVRAM) reset occurs (e.g.,
instrument cluster controller) contains
We are also proposing that the information. Further, we are reprogramming event) or, if the numbers
manufacturers be required to report two proposing that the ultimate are stored in keep-alive memory (KAM),
identification numbers related to the responsibility would lie with the engine when KAM is lost due to an
software and specific calibration values manufacturer to ensure that every interruption in electrical power to the
in the onboard computer. The first item, vehicle manufactured with one of its control module (e.g., battery
Calibration Identification Number (CAL engines satisfies this requirement. disconnect). Numbers may not be reset
ID), would identify the software version However, we would expect that the to zero under any other circumstances
installed in the onboard computer. physical task of implementing this including when commanded to do so
Software is often changed following requirement would likely be passed via a scan tool command to clear DTCs
production of the engine. These from the engine manufacturer to the or reset KAM.
software changes often make changes to vehicle manufacturer via an additional • If either the numerator or
the emissions control system or the OBD build specification. Thus, analogous to denominator for a specific component
system. We are proposing that these how the engine manufacturer currently reaches the maximum value of 65,535
changes include a new CAL ID and that provides engine purchasers with ±2, both numbers should be divided by
it be communicated via the diagnostic detailed specifications regarding engine two before either is incremented again
connector to the scan tool. The second cooling requirements, additional sensor to avoid overflow problems.
• If the ignition cycle counter reaches the actual value of the numerator • When any of the individual
the maximum value of 65,535 ±2, the divided by the denominator exceeds the numerical counters reaches its
ignition cycle counter should rollover maximum value of 7.99527. maximum value, all counters must be
and increment to zero on the next For engine run time tracking on all divided by two before any are
ignition cycle to avoid overflow gasoline and diesel engines, incremented again. This is meant to
problems. manufacturers would be required to avoid overflow problems.
• If the general denominator reaches implement software algorithms to
the maximum value of 65,535 ±2, the individually track and report in a 6. Exceptions to Standardization
general denominator should rollover standardized format the engine run time Requirements
and increment to zero on the next drive while being operated in the following
cycle that meets the general conditions: For alternative-fueled engines derived
denominator definition to avoid • Total engine run time from a diesel-cycle engine, we are
overflow problems. • Total idle run time (with ‘‘idle’’ proposing that the manufacturer be
• If an engine is not equipped with a defined as accelerator pedal released by allowed to meet the standardized
component (e.g., oxygen sensor bank 2, driver, vehicle speed less than or equal requirements discussed in this section
secondary air system), the to one mile per hour, and PTO not that are applicable to diesel engines
corresponding numerator and active); rather than meeting the requirements
denominator for that specific • Total run time with PTO active. applicable to gasoline engines.
component should always be reported Each of the above engine run time
as zero. counters would have the following G. Implementation Schedule, In-Use
For the in-use performance ratio: numerical value specifications: Liability, and In-Use Enforcement
• The ratio should have a minimum • Each numerical counter must be a
four-byte value with a minimum value 1. Implementation Schedule and In-Use
value of zero and a maximum value of
7.99527 with a resolution of 0.000122. of zero at a resolution of one minute per Liability Provisions
• A ratio for a specific component bit. Table II.G–1 summarizes the proposed
should be considered to be zero • Each numerical counter must be
implementation schedule for the OBD
whenever the corresponding numerator reset to zero only when a nonvolatile
monitoring requirements—i.e., the
is equal to zero and the corresponding memory reset occurs (e.g., a
reprogramming event). Numerical proposed certification requirements and
denominator is not zero.
• A ratio for a specific component counters cannot be reset to zero under in-use liabilities. More detail regarding
should be considered to be the any other circumstances including a the implementation schedule and
maximum value of 7.99527 if the scan tool (generic or enhanced) liabilities can be found in the sections
corresponding denominator is zero or if command to clear DTCs or reset KAM. that follow.
TABLE II.G–1.—OBD CERTIFICATION REQUIREMENTS AND IN-USE LIABILITY FOR DIESEL FUELED AND GASOLINE FUELED
ENGINES OVER 14,000 POUNDS: MONITORING REQUIREMENTS
Model year Applicability Certification requirement In-use liability
2010–2012 .... Parent rating within 1 compliant engine Full liability to thresholds according to Full liability to 2x thresholds. c
family. a certification demonstration proce-
dures. b
Child ratings within the compliant engine Certification documentation only (i.e., no Liability to monitor and detect as noted
family. certification demonstration); no liability in certification documentation.
to thresholds.
All other engine families and ratings ....... None ........................................................ None.
2013–2015 .... Parent rating from 2010–2012 and par- Full liability to thresholds according to Full liability to 2x thresholds.
ent rating within 1–2 additional engine certification demonstration procedures.
families.
Child ratings from 2010–2012 and parent Full liability to thresholds but certification Full liability to 2x thresholds.
ratings from any remaining engine documentation only.
families or OBD groups.d
Additional engine ratings ......................... Certification documentation only; no li- Liability to monitor and detect as noted
ability to thresholds. in certification demonstration.
2016–2018 .... One rating from 1–3 engine families and/ Full liability to thresholds according to Full liability to thresholds.
or OBD groups. certification demonstration procedures.
Remaining ratings .................................... Full liability to thresholds but certification Full liability to 2x thresholds.
documentation only.
2019+ ............ One rating from 1–3 engine families and/ Full liability to thresholds according to Full liability to thresholds.
or OBD groups. certification demonstration procedures.
Remaining ratings .................................... Full liability to thresholds but certification Full liability to thresholds.
documentation only.
Notes: (a) Parent and child ratings are defined in section II.G; which rating(s) serves as the parent rating and which engine families must com-
ply is not left to the manufacturer, as discussed in section II.G. (b) The certification demonstration procedures and the certification documentation
requirements are discussed in section VIII.B. (c) Where in-use liability to thresholds and 2x thresholds is noted, manufacturer liability to monitor
and detect as noted in their certification documentation is implied. (d) OBD groups are groupings of engine families that use similar OBD strate-
gies and/or similar emissions control systems, as described in the text.
For the 2010 through 2012 model family. All other 2010 through 2012 required to do so (e.g., to demonstrate
years, manufacturers would be required engine families would not be subject to that SCR equipped vehicles will not be
to implement OBD on one engine any OBD requirements unless otherwise operated without urea). For 2013,
manufacturers would be required to industry) as to what works and what the purpose of demonstrating emissions
implement OBD on all engine families. does not work. This is, perhaps, compliance—is defined as the ‘‘worst
We are proposing this implementation especially true for those OBD elements case’’ rating. This worst case rating is
schedule for several reasons. First, that involve the interface between the the rating considered as having the
industry has made credible arguments OBD system and service and I/M worst emissions performance and,
that their resources are stretched to the inspection personnel. Gasoline therefore, its compliance demonstrates
limit developing and testing strategies manufacturers have had the ability to that all other ratings within the family
for compliance with the 2007/2010 evolve their OBD systems along with must comply. For OBD purposes, we
heavy-duty highway emissions this learning process. However, diesel wanted to limit the burden on
standards. We do not want to jeopardize engine manufacturers have not really industry—hence the proposal for only
their success toward that goal by being been involved in this learning process one compliant engine family in 2010—
too aggressive with our OBD program. and, as a result, 100 percent yet maximize the impact of the OBD
Second, OBD is a complex and difficult implementation in 2010 would be system. Therefore, for model years 2010
regulation with which to comply. We analogous to implementing 10 to 20 through 2012, we are defining the OBD
believe that our implementation years of OBD learning in one parent rating as the rating having the
schedule would give industry the implementation step. We believe that highest weighted projected sales within
opportunity to introduce OBD systems implementing in two or three gradual the engine family having the highest
on a limited number of engines giving steps rather than one big step will weighted projected sales, with sales
them and us very valuable learning benefit everyone involved. being weighted by the useful life of the
experience. Should mistakes or errors in Table II.G–1 makes reference to engine rating. Table II.G–2 presents a
regulatory interpretation occur, the ‘‘parent’’ and ‘‘child’’ ratings. In general, hypothetical example for how this
ramifications would be limited to only engine manufacturers certify an engine would work. Using this approach, the
a subset of the new vehicle fleet rather family that consists of several ratings OBD compliant engine family in 2010
than the entire new vehicle fleet. Lastly, having slightly different horsepower would be the engine family projected to
the proposed OBD requirements and/or torque characteristics but no produce the most in-use emissions
outlined above, and the production differences large enough to require a (based on sales weighted by expected
vehicle evaluation provisions discussed different engine family designation. For miles driven). Likewise, the fully liable
in Section VIII, reflect 10 to 20 years of emissions certification, the parent parent OBD rating would be the rating
learning by EPA, CARB, and industry rating—i.e., the rating for which within that family projected to produce
(primarily the light-duty gasoline emissions data are submitted to EPA for the most in-use emissions.
TABLE II.G–2.—HYPOTHETICAL EXAMPLE OF HOW THE OBD PARENT AND CHILD RATINGS WOULD BE DETERMINED
OBD OBD
Projected Certified useful weighting—en- weighting—en-
OBD group Engine family Rating sales life gine rating a gine family b
(billions) (billions)
I .............................................. A 1 10,000 285,000 2.85 14.25

2 40,000 285,000 11.4 ........................
B 1 10,000 435,000 4.35 21.60
2 20,000 435,000 8.70 ........................
3 30,000 285,000 8.55 ........................
II ............................................. C 1 20,000 110,000 2.20 7.70
2 50,000 110,000 5.50 ........................
Notes: (a) For engine family A, rating 1, 10,000 × 285,000 / 1 billion = 2.85.
(b) For engine family A, 2.85 + 11.4 = 14.25.
In the example shown in Table II.G– manufacturer with only three engine very clearly described in the
2, the compliant engine family in 2010 families have three parent ratings and certification documentation.
would be engine family B and the instead would require only one). For the 2013 and later model years,
parent OBD rating within that family The manufacturer would not need to we are proposing that manufacturers
would be rating 2. The other OBD submit test data demonstrating certify one to three parent ratings. The
compliant ratings within engine family compliance with the emissions actual number of parent ratings would
B would be dubbed the ‘‘child’’ ratings. thresholds for the child ratings. We depend upon the manufacturer’s fleet
For model years 2013 through 2015, the would fully expect these child ratings to and would be based on both the
parent ratings would be those ratings use OBD calibrations—i.e., malfunction emissions control system architectures
having the highest weighted projected trigger points—that are identical or present in their fleet and the
sales within each of the one to three nearly so to those used on the parent similarities/differences of the engine
engine families having the highest rating. However, we would allow families in their fleet. For example, a
weighted projected sales, with sales manufacturers to revise the calibrations manufacturer that uses a DPF with NOX
being weighted by the useful life of the on their child ratings where necessary adsorber on each of the engines would
engine rating. In the example shown in so as to avoid unnecessary or have only one system architecture.
Table II.G–2, the parent ratings would inappropriate MIL illumination. Such Another manufacturer that uses a DPF
be rating 2 of engine family A, rating 2 revisions to OBD calibrations have been with NOX adsorber on some engines and
of engine family B, and rating 2 of termed ‘‘extrapolated’’ OBD calibrations a DPF with SCR on others would have
engine family C (Note that this is only and/or systems. The revisions to the at least two architectures. We would
for illustration purposes since our calibrations on child ratings and the expect that manufacturers would group
proposal would not require that a rationale for them would need to be similar architectures and similar engine
families into so called ‘‘OBD groups.’’ monitor on an in-use engine would not determine that the DPF was functioning
These OBD groups would consist of a be considered non-compliant (i.e., properly since its backpressure was in
combination of engines, engine families, subject to enforcement action) unless the acceptable range. For model years
or engine ratings that use the same OBD emissions exceeded twice the OBD 2013 through 2015, this same in-use
strategies and similar calibrations. The threshold without detection of a relaxation would apply to those engine
manufacturer would be required to malfunction. For example, for an EGR families that do not lie within an engine
submit details regarding their OBD monitor on an engine with a NOX FEL family for which a parent rating has
groups as part of their certification of 0.2 g/bhp-hr and an OBD threshold of been certified. For 2016 and later model
documentation that shows the engine 0.5 g/bhp-hr (i.e., the NOX FEL+0.3), a years, all engines would have some in-
families and engine ratings within each manufacturer would not be subject to use liability to thresholds, either the
OBD group for the coming model year. enforcement action unless emissions certification thresholds or twice those
While a manufacturer may end up with exceeded 1.0 g/bhp-hr NOX without a thresholds.
more than three OBD groups, we do not malfunction being detected. For the
These in-use relaxations are meant to
intend to require a parent rating for model years 2016 through 2018, parent
provide ample time for manufacturers to
more than three OBD groups. Therefore, ratings would be liable to the
gain experience without an excessive
in the example shown in Table II.G–2, certification emissions thresholds, but
level of risk for mistakes. They would
rather than submitting test data for the child ratings and other ratings would
also allow manufacturers to fine-tune
three parent ratings as suggested above, remain liable to twice the certification
their calibration techniques over a six to
the OBD grouping would result in the thresholds. Beginning in the 2019 model
ten year period.
parent ratings being rating 2 of engine year, all families and all ratings would
family B and rating 2 of engine family be liable to the certification thresholds. We are also proposing some a specific
C. These parents would represent OBD The second in-use relaxation is a implementation schedule for the
groups I and II, and the manufacturer’s limitation in the number of engines that standardization requirements discussed
product line. For 2013 through 2015, we would be liable for in-use compliance in section II.F. We initially intended to
intend to allow the 2010 parent to again with the OBD emissions thresholds. For require that any compliant OBD engine
act as a parent rating and, provided no 2010 through 2012, we are proposing family would be required to implement
significant changes had been made to that manufacturers be fully liable in-use all of the standardization requirements.
the engine or its emissions control to twice the thresholds for only the OBD However, we became concerned that,
system, complete carryover would be parent rating. The child ratings within during model years 2010 through 2012,
possible. However, for model years 2016 the compliant engine family would have we could have a situation where OBD
and beyond, we would work closely liability for monitoring in the manner compliant engines from manufacturer A
with CARB staff and the manufacturer described in the certification might be competing against non-OBD
to determine the parent ratings so that documentation, but would not have engines from manufacturer B for sales in
the same ratings are not acting as the liability for detecting a malfunction at the same truck. In such a case, the truck
parents every year. In other words, our the specified emissions thresholds. For builder would be placed in a difficult
definitions for the OBD parent ratings as example, a child rating’s DPF monitor position of needing to design their truck
discussed here apply only during the designed to operate under conditions X, to accommodate OBD compliant
years 2010 through 2012 and again for Y, and Z and calibrated to detect a engines—along with a standardized
the years 2013 through 2015. We request backpressure within the range A to B MIL, a specific diagnostic connector
comment on this approach. would be expected to do exactly that location specification, etc.—and non-
In addition to this gradual during in-use operation. However, if the OBD engines. After consideration of this
certification implementation schedule, tailpipe emissions of the child engine almost certain outcome, we have
we are proposing some relaxations for were to exceed the applicable OBD in- decided to limit the standardization
in-use liability during the 2010 through use thresholds (i.e., 2x the certification requirements that must be met during
2018 model years. The first such thresholds during 2010–2015), despite the 2010 through 2012 model years.
relaxation is higher interim in-use having a backpressure within range A to Beginning in 2013, all engines will be
compliance standards for those OBD B under conditions X, Y, and Z, there OBD compliant and this would become
monitors calibrated to specific would be no in-use OBD failure nor a moot issue. Table II.G–3 shows the
emissions thresholds. For the 2010 cause for enforcement action. In fact, we proposed implementation schedule for
through 2015 model years, an OBD would expect the OBD monitor to standardization requirements.
TABLE II.G–3.—OBD STANDARDIZATION REQUIREMENTS FOR DIESEL FUELED AND GASOLINE FUELED ENGINES OVER
14,000 POUNDS
Model year Applicability Required standardization features Waived standardization features
2010–2012 .... Parent and Child ratings within 1 compli- Emissions related (II.F.4) except for the Standardized connector (II.F.2). Dedi-
ant engine family. a requirement to make the data avail- cated (i.e., regulated OBD-only) MIL.
able in a standardized format or in ac- Communication protocols (II.F.3).
cordance with SAE J1979/1939 speci- Emissions related functions (II.F.4)
fications). MIL activation and deactiva- with respect to the requirement to
tion.b Performance tracking—calcula- make the data available in a standard-
tion of numerators, denominators, ra- ized format or in accordance with SAE
tios. J1979/1939 specifications)

Other engine families ............................... None ........................................................ All.
2013+ ............ All engine families and ratings ................ All ............................................................. None.
Notes: (a) Parent and child ratings are defined in section II.G; which rating serves as the parent rating and which engine families must comply
is not left to the manufacturer, as discussed in section II.G. (b) There would be no requirement for a dedicated MIL and no requirement to use a
specific MIL symbol, only that a MIL be used and that it use the proposed activation/deactivation logic.
2. In-Use Enforcement action with respect to OBD. We are very remedial action such as an engine recall
familiar with the heavy-duty industry would be required, the certifying party
When conducting our in-use
and its tendency toward separate engine would take on the responsibility of
enforcement investigations into OBD
and component suppliers. This arranging to bring the engines or OBD
systems, we intend to use all tools we
contrasts with the light-duty industry systems back into compliance. Given
have available to analyze the
which tends toward a more vertically that heavy-duty engines are already
effectiveness and compliance of the integrated structure. The non-vertically
system. These tools may include on- subject to various emission
integrated nature of the heavy-duty requirements including engine emission
vehicle emission testing systems such as industry can present unique difficulties
the portable emissions measurement standards, labels, and certification,
for OBD implementation and for OBD engine manufacturers currently impose
systems (PEMS). We would also use enforcement. With the complexity of
scan tools and data loggers to analyze restrictions via signed agreements with
OBD systems, especially those meeting engine purchasers to ensure that their
the data stream information to compare the requirements being proposed today,
real world operation to the engines do not deviate from their
we would expect the interactions certified configuration when installed.
documentation provided at certification. between the various parties involved—
Importantly, we would not intend to We would expect the OBD system’s
engine manufacturer, transmission installation to be part of such
pursue enforcement action against a manufacturer, vehicle manufacturer,
manufacturer for not detecting a failure agreements in the future.
etc.—to be further complicated.
mode that could not have been Nonetheless, in the end the vast H. Proposed Changes to the Existing
reasonably predicted or otherwise majority of the proposed OBD 8,500 to 14,000 Pound Diesel OBD
detected using monitoring methods requirements would apply directly to Requirements
known at the time of certification. For the engine and its associated emission
example, we are proposing a controls, and the engine manufacturer We are also proposing changes to our
challenging set of requirements for would have complete responsibility to OBD requirements for diesel engines
monitoring of DPF systems. As of today, ensure that the OBD system performs used in heavy-duty vehicles under
engine manufacturers are reasonably properly in-use. Given the central role 14,000 pounds (see 40 CFR 86.005–17
confident in their ability to detect the engine and engine control unit for engine-based requirements and 40
certain DPF failure modes at or near the would play in the OBD system, we are CFR 86.1806–05 for vehicle or chassis-
proposed thresholds—e.g., a leaking proposing that the party certifying the based requirements). Table II.H–1
DPF resulting from a cracked engine and OBD system (typically, the summarizes the proposed changes to
substrate—but are not confident in their engine manufacturer) be the responsible under 14,000 pound heavy-duty diesel
ability to detect some other DPF failure party for in-use compliance and emissions thresholds at which point a
modes—e.g., a leaking DPF resulting enforcement actions. In this role, the component or system has failed to the
from a partially melted substrate. If a certifying party would be our sole point point of requiring an illuminated MIL
partially melted substrate indeed cannot of contact for potential noncompliances and a stored DTC. Table II.H–2
be detected and this is known during identified during in-use or enforcement summarizes the proposed changes for
the certification process, we cannot testing. We would leave it to the engine diesel engines used in heavy-duty
expect such a failure to be detected on manufacturer to determine the ultimate applications under 14,000 pounds. The
an in-use vehicle. party responsible for the potential proposed changes are meant to maintain
We also want to make it clear who noncompliance (e.g., the engine consistency with the diesel OBD
would be the responsible party should manufacturer, the vehicle manufacturer, requirements we are proposing for over
we pursue any in-use enforcement or some other supplier). In cases where 14,000 pound applications.
TABLE II.H–1.—PROPOSED NEW, OR PROPOSED CHANGES TO EXISTING, EMISSIONS THRESHOLDS FOR DIESEL FUELED
CI HEAVY-DUTY VEHICLES UNDER 14,000 POUNDS (G/MI)
Component/monitor MY NMHC CO NOX PM
NMHC catalyst system .................................................................................. 2010–2012 2.5x.

2013+ ...... 2x.
NOX catalyst system ..................................................................................... 2007–2009 .................. .................. 3x..
2010+ ...... .................. .................. +0.3.
DPF system ................................................................................................... 2010–2012 2.5x .......... .................. .................. 4x.
2013+ ...... 2x ............. .................. .................. +0.04.
Air-fuel ratio sensors upstream ..................................................................... 2007–2009 2.5x .......... 2.5x .......... 3x ............. 4x.
2010–2012 2.5x .......... 2.5x .......... +0.3 ......... +0.02.
2013+ ...... 2x ............. 2x ............. +0.3 ......... +0.02.
Air-fuel ratio sensors downstream ................................................................ 2007–2009 2.5x .......... .................. 3x ............. 4x.
2010–2012 2.5x .......... .................. +0.3 ......... 4x.
2013+ ...... 2x ............. .................. +0.3 ......... +0.04.
NOX sensors ................................................................................................. 2007–2009 .................. .................. 4x ............. 5x.
2010–2012 .................. .................. +0.3 ......... 4x.
2013+ ...... .................. .................. +0.3 ......... +0.04.
‘‘Other monitors’’ with emissions thresholds ................................................. 2007–2009 2.5x .......... 2.5x .......... 3x ............. 4x.
2010–2012 2.5x .......... 2.5x .......... +0.3 ......... 4x.
2013+ ...... 2x ............. 2x ............. +0.3 ......... +0.02.
Notes: MY=Model Year; 2.5x means a multiple of 2.5 times the applicable emissions standard; +0.3 means the standard plus 0.3; not all pro-
posed monitors have emissions thresholds but instead rely on functionality and rationality checks as described in section II.D.4.
TABLE II.H–2.—PROPOSED NEW, OR PROPOSED CHANGES TO EXISTING, EMISSIONS THRESHOLDS FOR DIESEL FUELED
CI ENGINES USED IN HEAVY-DUTY VEHICLES UNDER 14,000 POUNDS (G/BHP-HR)
Component/Monitor MY Std/FEL NMHC CO NOX PM
NMHC catalyst system ............................................................ 2010–2012 All ............. 2.5x.

2013+ ...... All ............. 2x.
NOX catalyst system ............................................................... 2007–2009 >0.5 NOX .................. .................. 1.75x.
2007–2009 <=0.5 NOX .................. .................. +0.5.
2010+ ...... All ............. .................. .................. +0.3.
DPF system ............................................................................. 2010–2012 All ............ 2.5x .......... .................. .................. 0.05/+0.04.
2013+ ...... All ............. 2x ............. .................. .................. 0.05/+0.04.
Air-fuel ratio sensors upstream ............................................... 2007–2009 >0.5 NOX 2.5x .......... 2.5x .......... 1.75x ........ 0.05/+0.04.
2007–2009 <=0.5 NOX 2.5x .......... 2.5x .......... +0.5 ......... 0.05/+0.04.
2010–2012 All ............ 2.5x .......... 2.5x .......... +0.3 ......... 0.03/+0.02.
2013+ ...... All ............. 2x ............. 2x ............. +0.3 ......... 0.03/+0.02.
Air-fuel ratio sensors downstream ........................................... 2007–2009 >0.5 NOX 2.5x .......... .................. 1.75x ........ 0.05/+0.04.
2007–2009 <=0.5 NOX 2.5x .......... .................. +0.5 ......... 0.05/+0.04.
2010–2012 All ............ 2.5x .......... .................. +0.3 ......... 0.05/+0.04.
2013+ ...... All ............. 2x ............. .................. +0.3 ......... 0.05/+0.04.
NOX sensors ............................................................................ 2007–2009 >0.5 NOX .................. .................. 1.75x ........ 0.05/+0.04.
2007–2009 <=0.5 NOX .................. .................. +0.5 ......... 0.05/+0.04.
2010+ ...... All ............. .................. .................. +0.3 ......... 0.05/+0.04.
‘‘Other monitors’’ with emissions thresholds ........................... 2007–2009 >0.5 NOX 2.5x .......... 2.5x .......... 1.75x ........ 0.05/+0.04.
2007–2009 <=0.5 NOX 2.5x .......... 2.5x .......... +0.5 ......... 0.05/+0.04.
2010–2012 All ............ 2.5x .......... 2.5x .......... +0.3 ......... 0.03/+0.02.
2013+ ...... All ............. 2x ............. 2x ............. +0.3 ......... 0.03/+0.02.
Notes: MY=Model Year; 2.5x means a multiple of 2.5 times the applicable emissions standard or family emissions limit (FEL); +0.3 means the
standard or FEL plus 0.3; 0.05/+0.04 means an absolute level of 0.05 or an additive level of the standard or FEL plus 0.04, whichever level is
higher; not all proposed monitors have emissions thresholds but instead rely on functionality and rationality checks as described in section II.D.4.
1. Selective Catalytic Reduction and required monitoring conditions with as is also proposed for over 14,000
Lean NOX Catalyst Monitoring respect to performance tracking pound applications.
(discussed in section II.B.7.c) would not
We are proposing that the 8,500 to 4. NMHC Converting Catalyst
apply for under 14,000 pound heavy- Monitoring
14,000 pound SCR and lean NOX
duty applications since we do not have
catalyst monitoring requirements mirror We are proposing that the 8,500 to
performance tracking requirements for
those discussed in section II.B.6. The 14,000 pound NMHC converting
under 14,000 pound applications. We
current regulations require detection of catalyst monitoring requirements mirror
are proposing this change for the 2007
a NOX catalyst malfunction before those discussed in section II.B.5. Our
model year.
emissions exceed 1.5x the emissions current regulations do not require the
standards. We no longer believe that 3. Diesel Particulate Filter System monitoring of NMHC catalysts on diesel
such a tight threshold level is Monitoring applications. The proposed monitoring
appropriate for diesel SCR and lean requirements discussed in section II.B.5
NOX catalyst systems. We believe that We are proposing that the 8,500 to would be far more comprehensive and
such a tight threshold could result in 14,000 pound DPF monitoring protective of the environment than the
too many false failure indications. The requirements mirror those discussed in current lack of any requirement. The
required monitoring conditions with section II.B.8. Our current regulations required monitoring conditions with
respect to performance tracking require detection of a catastrophic respect to performance tracking
(discussed in section II.B.6.c) would not failure only. The proposed monitoring (discussed in section II.B.8.c) would not
apply for under 14,000 pound heavy- requirements discussed in section II.B.8 apply for under 14,000 pound heavy-
duty applications since we do not have would be far more comprehensive and duty applications since we do not have
performance tracking requirements for protective of the environment than performance tracking requirements for
under 14,000 pound applications. We would a catastrophic failure monitor. under 14,000 pound applications. We
are proposing this change for the 2007 The required monitoring conditions are not proposing this new threshold for
model year. with respect to performance tracking the 2007 to 2009 model years because
(discussed in section II.B.8.c) would not there is not sufficient lead time for
2. NOX Adsorber System Monitoring
apply for under 14,000 pound heavy- manufacturers to develop a new
We are proposing that the 8,500 to duty applications since we do not have monitor. The new, more stringent
14,000 pound NOX adsorber monitoring performance tracking requirements for monitoring requirements would begin in
requirements mirror those discussed in under 14,000 pound applications. We the 2010 model year, with a further
section II.B.7. The current regulations are proposing no changes to the DPF tightening of the NMHC threshold in the
require detection of a NOX adsorber monitoring requirements in the 2007 to 2013 model year as is also proposed for
malfunction before emissions exceed 2009 model years because there is not over 14,000 pound applications.
1.5x the emissions standards. We no sufficient lead time for manufacturers to

longer believe that such a tight develop a new monitor. The new, more 5. Other Monitors
threshold level is appropriate for diesel stringent monitoring requirements We are also proposing changes to the
NOX adsorber systems. We believe that would begin in the 2010 model year, emissions thresholds for all other diesel
such a tight threshold could result in with a further tightening of the DPF monitors in the 8,500 to 14,000 pound
too many false failure indications. The NMHC threshold in the 2013 model year range (e.g., NOX sensors, air fuel ratio
sensors, etc.). These proposed changes devices, become more stringent in 2013 requirements of certification carry-over).
are meant to maintain consistency with for some engines and 2016 for all. We In 2016 and subsequent model years,
the proposed changes for over 14,000 are not proposing these more stringent EPA would require that one to three
pound applications. We believe that thresholds—our proposed thresholds engine ratings be fully demonstrated on
these proposed thresholds are far more are shown in Table II.B–1. At this time, an ‘‘as needed’’ basis. In the same vein,
appropriate for diesel applications than EPA is not in a position to propose these our evaluation protocol associated with
the thresholds we have in our current more stringent OBD thresholds for the certification demonstration testing, as
OBD requirements which are, generally, national program. The industry believes discussed in section VIII.C, requires less
1.5 times the applicable standards. None that CARB’s more stringent NOX and testing than is required in CARB’s
of the proposed thresholds represents a PM thresholds for 2013 and 2016 are not regulation.
new threshold where none currently technically feasible. EPA is reviewing Our OBD requirements for over
exists. Instead, they represent different these longer term OBD thresholds, but at 14,000 pounds do not contain any
thresholds that would require, in most this time we have not made a decision provisions to monitor control strategies
cases, malfunction detection at different regarding the feasibility and the associated with idle emission control
emissions levels than would be required appropriateness of these longer term strategies because EPA does not have
by our current OBD requirements. thresholds. Because these thresholds do currently any regulatory requirements
not take effect until model year 2013 at that specifically target idle emissions
6. CARB OBDII Compliance Option and
the earliest, we do not believe it is control strategies.51 We are not
Deficiencies
necessary to make such a determination proposing a provision to charge fees
We are also proposing some changes in this rulemaking. It would be our associated with OBD deficiencies as
to our deficiency provisions for vehicles intention to monitor the progress made CARB does. We are also not proposing
and engines meant for vehicles under towards complying with the 2010 provisions for ‘‘retroactive deficiencies’’
14,000 pounds. We have included thresholds contained in today’s as CARB has. Our deficiency provisions
specific mention of air-fuel ratio sensors proposal and potentially revisit the along with our misbuild and other in-
and NOX sensors where we had long appropriateness of more stringent OBD use enforcement programs accomplish
referred only to oxygen sensors. We thresholds for model year 2013 and later the same thing. Deficiencies are
have also updated the referenced CARB in the future. CARB has made discussed in section VIII.D.52
OBDII document that can be used to commitments to review their HD OBD For diesel engines used in heavy-duty
satisfy the federal OBD requirements.48 program every two years and they can vehicles under 14,000 pounds, our
I. How Do the Proposed Requirements consider making changes to their long- proposed OBD requirements are in line
Compare to California’s? term program during this biennial with those recently proposed by
review process. EPA’s regulatory CARB.53 Our proposed requirements are
The California Air Resources Board development process does not lend also in line—both the technical aspects
(CARB) has its own OBD regulations for itself to making updates every two years and the implementation timing
engines used in vehicles over 14,000 because the Federal rulemaking process aspects—with our proposed
pounds GVWR.49 (13 CCR 1971.1) In tends to be lengthier than CARB’s. As requirements for over 14,000 pound
August of 2004, EPA and CARB signed mentioned above, we intend to monitor diesel applications. We are also
a memorandum of agreement to work the CARB long-term thresholds during proposing diesel vehicle-based OBD
together to develop a single, nationwide the coming years, and if we determine requirements in line with the proposed
OBD program for engines used in that more stringent thresholds are diesel engine-based requirements. In
vehicles over 14,000 pounds.50 We appropriate, we would consider contrast, CARB does not have diesel
believe that, for the most part, we have changing our thresholds to include the thresholds in terms of ‘‘grams per mile’’
been successful in doing so at least for more stringent thresholds through a specified in their regulation for the
the early years of implementation. notice and comment rulemaking 8,500 to 14,000 pound range.
Nonetheless, there are differences in process. Specifically for gasoline engines
some of the details contained within meant for applications over 14,000
CARB also has some slightly different
each regulation. These differences are pounds, our proposal differs from
certification demonstration
summarized here and we request CARB’s in that we are not requiring
requirements in the 2011 and 2012
comment on all of these differences. detection of catalysts that are less than
model years. They are requiring
The first difference is that the CARB 50 percent effective at converting
demonstration testing of the child
regulation contains some more stringent emissions.54 We are not requiring this
ratings from the 2010 model year
thresholds beginning in the 2013 because we are relying on the emissions
certified engine family for 2011 and
timeframe for some engines and 2016 threshold of 1.75 times the applicable
2012 model year certification. As Table
for all engines. Specifically, CARB’s PM standard as a means of defining a
II.B–1 shows, we are not requiring such
threshold for diesel particulate filters catalyst system malfunction. We are also
demonstration testing in the 2011 and
(DPF) and exhaust gas sensors proposing some differences with respect
2012 model years provided the child
downstream of aftertreatment devices, to misfire monitoring. Most notably, we
ratings meet the requirements of
and their NOX threshold for NOX are not proposing a provision analogous
certification carry-over. Further, CARB
aftertreatment devices and exhaust gas
is requiring that one engine rating from
sensors downstream of aftertreatment 51 Note that, by idle emission control strategies
one to three engine families undergo full
we mean strategies that, for example, shut down the
48 See 13 CCR 1968.2, released August 11, 2006, certification demonstration testing in engine after 10 minutes of constant idle. We do not
the 2013 model year and every model mean strategies that control emissions during
Docket ID# EPA–HQ–OAR–2005–0047–0005.

49 13 CCR 1971.1, Docket ID# EPA–HQ–OAR– year thereafter. In contrast, EPA is engine idles that occur at stop lights or in congested
2005–0047–0006. requiring that one to three engine traffic.
50 ‘‘Memorandum of Agreement: On-road Heavy- 52 See also proposed § 86.010–18(n).
ratings be fully demonstrated in the 53 See 13 CCR 1968.2, released August 11, 2006,
duty Diagnostic Regulation Development,’’ signed
by Chet France, U.S. EPA, and Tom Cackette,
2013 model year and then carry-over Docket ID# EPA–HQ–OAR–2005–0047–0005.
California ARB, August 11, 2004, Docket ID# EPA– through the 2015 model year (again, 54 See 13 CCR 1971.1(f)(6.2.1)(B) and compare to
HQ–OAR–2005–0047–0002. provided the engine ratings meet the proposed § 86.010–18(h)(6)(ii).
to CARB’s provision that allows the algorithm inside the onboard computer, monitoring. Nonetheless, a
Executive Officer to approve misfire and indicating a malfunction if the manufacturer has identified a strategy
monitor disablement or alternative magnitude of the difference between currently being used that verifies the
malfunction criteria on a case by case these two exceeds an acceptable level. injection quantity under very specific
basis.55 In general, we prefer to avoid The error limits are established by engine operating conditions and appears
having regulatory provisions that are engine dynamometer emission tests to to be capable of determining that the
implemented on a case by case basis. ensure that a malfunction would be system is accurately delivering the
For similar reasons, we are also not detected before emissions exceed the desired fuel quantity. This strategy
proposing a provision analogous to applicable thresholds. entails intrusive operation of the fuel
CARB’s provision that allows the In cases where no fuel pressure error injection system during a deceleration
Executive Officer to revise the orifice for can generate a large enough emission event where fuel injection is normally
evaporative leak detection if the most increase to exceed the applicable shut off (e.g., coasting or braking from
reliable monitoring strategy cannot thresholds, manufacturers are required a higher vehicle speed down to a low
detect the required orifice.56 to set the malfunction trigger at their speed or a stop). During the
fuel pressure control limits (e.g., when deceleration, fuel injection to a single
III. Are the Proposed Monitoring they reach a point where they can no
Requirements Feasible? cylinder is turned back on to deliver a
longer increase or decrease fuel pressure very small amount of fuel. Typically,
Some of the OBD monitoring to achieve the desired fuel pressure). the amount of fuel would be smaller
strategies discussed here would be This monitoring requirement has been than, or perhaps comparable to, the
intrusive monitors that would result in demonstrated as technically feasible amount of fuel injected during a pilot or
very brief emissions increases, or spikes, given that several under 14,000 pound pre-injection. If the fuel injection system
for the sake of determining if certain diesels already meet this requirement. is working correctly, that known
emissions control components/systems Further, the nature of a closed-loop injected fuel quantity will generate a
are working properly during the algorithm is that such a system is known increase in fluctuations
remaining 99 percent or more of the inherently capable of being monitored (accelerations) of the crankshaft that can
engine’s operation. While these because it simply requires analysis of be measured by the crankshaft position
emissions spikes are brief, and their the same closed-loop feedback sensor. If too little fuel is delivered, the
levels cannot be meaningfully predicted parameter being used by the system for measured crankshaft acceleration will
or estimated, we are concerned about control purposes. be smaller than expected. If too much
strategies that might give little concern Another promising technology is a fuel is delivered, the measured
to emissions during such spikes in favor pressure sensing glow plug. The glow crankshaft acceleration will be larger
of an easier monitor. We request plug is an electronic device in the than expected. This process can even be
comment on this issue—should such cylinder of most diesel engines used to
used to ‘‘balance’’ out each cylinder or
strategies be allowed or should such facilitate combustion during cold engine
correct for system tolerances or
strategies be prohibited? If a commenter starting conditions. Glow plugs are
deterioration by modifying the
has the latter opinion, then suggestions being developed that incorporate a
commanded injection quantity until it
should be provided for how the pressure sensor capable of detecting the
produces the desired crankshaft
monitoring requirements should be quality of combustion within the
acceleration and applying a correction
changed to allow for a non-intrusive cylinder.57 Pressure-sensing glow plugs
monitor—i.e., one that could run during or adaptive term to that cylinder’s future
provide feedback to the engine-
normal operation or operation ‘‘on the injections. Each cylinder can, in turn, be
management system that controls the
cycle’’—that may not provide the cycled through this process and a
timing and quantity of fuel injected into
monitoring capability nor the control the cylinder. This feedback allows the separate analysis can be made for the
expected by the requirements we are engine electronics to adjust the injection performance of the fuel injection system
proposing. characteristics so the engine avoids fuel- for each cylinder. Even if this procedure
mixture combinations that generate high would require only one cylinder be
A. Feasibility of the Monitoring tested per revolution (to eliminate any
levels of NOX. In this sense, a feedback
Requirements for Diesel/Compression- change in engine operation or output
loop is available that works like the
Ignition Engines that would be noticeable to the driver)
oxygen sensor in a gasoline engine
1. Fuel System Monitoring exhaust system. By measuring the and require each cylinder to be tested
quality of combustion, a determination on four separate revolutions, this
a. Fuel Pressure Monitoring process would only take two seconds for
can also be made about the quality of
Manufacturers control fuel pressure the fuel injection event—the pressure of a six cylinder engine decelerating
by using a closed-loop feedback fuel delivered, quantity of fuel through 1500 rpm.
algorithm that allows them to increase delivered, timing of fuel delivered. The crankshaft position sensor is
or decrease fuel pressure until the fuel commonly used to identify the precise
pressure sensor indicates they have b. Fuel Injection Quantity Monitoring position of the piston relative to the
achieved the desired fuel pressure. For Absent combustion sensors and/or intake and exhaust valves to allow for
the common-rail OBD systems certified pressure sensing glow plugs mentioned very accurate fuel injection timing
in the under 14,000 pound category, the above, there is currently no feedback control and, as such, there exists
manufacturers are monitoring the actual sensor indicating that the proper sufficient resolution and data sampling
fuel system pressure sensed by a fuel quantity of fuel has been injected. within the onboard computer to enable
rail pressure sensor, comparing it to the Therefore, injection quantity monitoring such measurement of crankshaft
target fuel system pressure stored in a will be more difficult than pressure accelerations. Further, in addition to the
software table or calculated by an current use of this strategy in an under
57 ‘‘Spotlight on Technology: Smart glowplugs
55 See
14,000 pound diesel application, a
13 CCR 1971.1(f)(2.3.4)(D) and compare to may make Clean Diesels cost-effective Pressure-
proposed § 86.010–18(h)(2)(iii)(D). sensing units could let designers cut NOX
nearly identical crankshaft fluctuation
56 See 13 CCR 1971.1(f)(7.2.3) and compare to aftertreatment,’’ Tony Lewin, Automotive News, technique has been used since 1997 on
proposed § 86.010–18(h)(7)(ii)(B) and (C). February 6, 2006. under 14,000 pound diesel engines
during idle conditions to determine if investigated thoroughly would be to malfunction would be indicated if the
individual cylinders are misfiring. look for an electrical feedback signal pressure sensor reading exceeded the
Another technique that may be used from the injector to the computer to upper limit which would cause the fuel
to achieve the same monitoring confirm when the injection occurred. system to go open loop.
capability is some variation on the Such a technique would likely use an
The feedback control system adjusts
current cylinder balance tests used by inductive signature to identify exactly
the base fuel strategy such that actual
many manufacturers to improve idle when an injector opened or closed and
quality. In such strategies, fueling to verify that it was at the expected timing. engine operating characteristics meet
individual cylinders is increased, We expect that further investigation driver demand. But, the feedback
decreased, or shut off to determine if the would be needed to confirm that such control system has limits on how much
cylinder is contributing an equal share a monitoring technique would be adjustment can be made based,
to the output of the engine. This strategy sufficient to verify fuel injection timing. presumably, on the ability to maintain
again relies on changes in crankshaft/ acceptable control. Like the feedback
d. Fuel System Feedback Control enable criteria, these control limits are
engine speed to measure the individual Monitoring
cylinder’s contribution relative to defined in the computer. The OBD
known good values and/or the other The conditions necessary for feedback system would track the actual
cylinders. Such an approach seems control (i.e., the feedback enable adjustments made by the control system
viable to determine whether the fuel criteria) are defined as part of the and continuously compare them with
injection quantity is correct for each control strategy in the engine computer. the control limits. A malfunction would
cylinder, but it has the disadvantage of The feedback enable criteria are be indicated if the limits were reached.
not necessarily being able to verify typically based on minimum conditions
necessary for reliable and stable 2. Engine Misfire Monitoring
whether the system is able to deliver
small amounts of fuel precisely (such as feedback control. When the Diesel engines certified to the under
those commanded during a pilot manufacturer is designing and 14,000 pound OBD requirements have
injection). calibrating the OBD system, the been monitoring for misfire since the
One other approach that has been manufacturer would determine, for the 1998 model year. The monitoring
mentioned but not investigated range of in-use operating conditions, the requirements we are proposing for over
thoroughly is the use of a wide-range time needed to satisfy these feedback 14,000 pound applications are identical
air-fuel (A/F) sensor in the exhaust to enable criteria on a properly functioning to the existing requirements for under
confirm fuel injection quantity. The A/ engine. In-use, the OBD system would 14,000 pound applications for those
F sensor output could be compared to evaluate the time needed for these engines that do not use combustion
the measured air going into the engine conditions to be satisfied following an
sensors.59 Therefore, technological
and calculated fuel quantity injected to engine start, compare that to normal
feasibility has been demonstrated for
see if the two agree. Differences in the behavior for the system, and indicate a
malfunction when the time exceeds a these applications.
comparison may allow for the
specified value (i.e., the malfunction For engines that use combustion
identification of incorrect fuel injection
quantity. criterion). For example, fuel pressure sensors, the misfire monitoring
feedback control may be calibrated to requirements are more stringent since
c. Fuel Injection Timing Monitoring begin once fuel system pressure has the requirement calls for detection of
In the same manner as described for reached a minimum specified value. In malfunctions causing emissions to
quantity monitoring, we believe that a properly functioning system, pressure exceed the emissions thresholds.
fuel injection timing could be verified. builds in the system during engine Nonetheless, detection on these engines
By monitoring the crankshaft speed cranking and shortly after starting and should be straight forward since the
fluctuation and, most notably, the time the pressure enable criterion are reached combustion sensors would provide a
at which such fluctuation begins, ends, within a few seconds. However, in a direct measurement of combustion.
or reaches a peak, the OBD system could malfunctioning system (e.g., due to a Therefore, lack of combustion (i.e.,
compare the time to the commanded faulty low-pressure fuel pump), it may
misfire) could be measured directly. The
fuel injection timing point and verify take a significantly longer time to reach
combustion sensors are intended to
that the crankcase fluctuation occurred the feedback enable pressure. A
malfunction would be indicated when measure various characteristics of a
within an acceptable time delay relative combustion event for feedback control.
to the commanded fuel injection. If the the actual time to reach feedback enable
pressure exceeds the malfunction Such feedback is needed for engines
system was working improperly and that require very precise air and fuel
actual fuel injection was delayed criterion.
Malfunctions that cause open-loop or metering controls such as would be
relative to when it was commanded, the required for homogeneous charge
default operation can be readily
corresponding crankshaft speed
detected as well. As discussed above, compression ignition (HCCI) engine.
fluctuation would also be delayed and
the feedback enable criteria are clearly Accordingly, the resolution of sensors
would result in a longer than acceptable
defined in the computer and are based having that capability is well beyond
time period between commanded fuel
on what is necessary for reliable control. what would be needed to detect a
injection timing and crankshaft speed
After feedback control has begun, the complete lack of combustion.
fluctuation. A more detailed discussion
OBD system can detect these criteria
of this possible monitoring method is
and indicate a malfunction when they 59 Technically, the EPA OBD diesel misfire
presented in the technical support
are no longer being satisfied. For monitoring requirement for under 14,000 pound
document contained in the docket.58

example, one enable criterion could be applications is to detect a lack of combustion
Another possible monitoring method whereas the California OBDII diesel misfire
a pressure sensor reading within a
that has been mentioned but not monitoring requirement is identical to what we are
certain range where the upper pressure
proposing for over 14,000 pounds. Since all
58 Draft Technical Support Document, HDOBD limit would be based on the maximum manufacturers to date are designing to the OBDII
NPRM, EPA420–D–06–006, Docket ID# EPA–HQ– pressure that could be generated in a requirements, this statement is, for practical
OAR–2005–0047–0008. properly functioning system. A purposes, true.
3. Exhaust Gas Recirculation (EGR) that use the second control loop, flow commanded change in EGR flow. This
Monitoring rate malfunctions could also be detected monitor could evaluate EGR response
a. EGR Low Flow/High Flow Monitoring using the feedback information from the passively during transient engine
A/F sensor and by applying a similar operating conditions encountered
Typically, the EGR control system monitoring strategy as discussed above during in-use operation. The monitor
determines a desired EGR flow rate for the primary EGR control loop. could also evaluate EGR response
based on the engine operating We are also proposing that two intrusively by commanding a change in
conditions such as engine speed and leaking EGR valve failure modes be EGR flow under a steady state engine
engine load. The desired EGR flow rates, detected. One type is the failure of the operating condition and measuring the
and the corresponding EGR valve valve to seal when in the closed time it takes to achieve the new EGR
positions needed to achieve the desired position. For example, if the valve or flow rate. Similar passive and intrusive
flow rates, are established when the seating surface is eroded, the valve strategies have been developed for
manufacturer designs and calibrates the could close and seat, yet still allow variable valve control and/or timing
EGR system. Once established, some flow across the valve. A flow (VVT) monitoring on vehicles under
manufacturers store the desired EGR check is necessary to detect a 14,000 pounds.
flow rate/valve position in a lookup malfunctioning valve that closes
table in the onboard computer. During properly but still leaks. EGR flow—total c. EGR Feedback Control Monitoring
operation, the onboard computer intake charge minus fresh air charge— Monitoring of EGR feedback control
commands the EGR valve to the position could be calculated using the could be performed using analogous
necessary to achieve the desired flow— monitoring strategy described above for strategies to those discussed in Section
i.e., the commanded EGR flow. The high and low flow malfunctions. With III.A.1 for monitoring of fuel system
onboard computer then calculates or the valve closed, a malfunction would feedback control.
directly measures both the fresh air be indicated when flow exceeds
charge (fresh air intake) and total intake d. EGR Cooling System Monitoring
unacceptable levels. Or, some cooled
charge. The difference between the total EGR systems will incorporate an EGR Some diesel engine manufacturers
intake charge and fresh air intake is the temperature sensor that could be used to currently use exhaust gas temperature
actual EGR flow. The closed-loop detect a leaking EGR valve by reacting sensors as an input to their EGR control
control system continuously adjusts the to the presence of hot exhaust gases systems. On such systems—EGR
EGR valve position until the actual EGR when none should be present. A leaking temperature—which is measured
flow equals the desired EGR flow. valve can also be caused by failure of downstream of the EGR cooler—could
Such closed-loop control strategies the valve to close/seat. For example, be used to monitor the effectiveness of
and their associated OBD monitoring carbon deposits on the valve or seat the EGR cooler. For a given engine
strategies are used on many existing could prevent the valve from closing operating condition (e.g., a steady
gasoline and diesel vehicles under fully. The flow check described above speed/load that generates a known
14,000 pounds. The OBD system could detect failure of the valve to exhaust mass flow and exhaust
evaluates the difference (i.e., error) close/seat, but this approach would temperature to the EGR cooler), EGR
between the look-up value—i.e., the require a repair technician to further temperature will increase as the
desired flow rate—and the final diagnose whether the problem is a performance of the EGR cooling system
commanded value needed to achieve sealing or seating problem. Such a decreases. During the OBD calibration
the desired flow rate. Typically, as the failure of the valve to close/seat could process, manufacturers could develop a
feedback parameter or learned offset be more specifically monitored by correlation between increased EGR
increases, there is an attendant increase closing the valve and checking the zero temperatures and cooling system
in emissions. A correlation can be made position of the valve with a position performance (i.e., increased emissions).
between feedback adjustment and sensor. If the valve position is out of the The EGR cooling system monitor would
emissions. When the error exceeds a acceptable range for a closed valve, a use such a correlation and indicate a
specific threshold, a malfunction would malfunction would be indicated. This malfunction when the EGR temperature
be indicated. This type of monitoring type of zero position sensor check is increases to the level that would cause
strategy could be used to detect both commonly used to verify the closed emissions to exceed the emissions
high and low flow malfunctions. position of valves/actuators used in thresholds.
While the closed-loop control strategy gasoline OBD systems (e.g. gasoline EGR While we anticipate that most, if not
described above is effective in valves, electronic throttle) and should all, manufacturers will use EGR
measuring and controlling EGR flow, be feasible for diesel EGR valves. temperature sensors to meet future
some manufacturers are currently emissions standards, EGR cooling
investigating the use of a second control b. EGR Slow Response Monitoring system monitoring may be feasible
loop based on an air-fuel ratio (A/F) While the flow rate monitor discussed without such a temperature sensor. The
sensor (also known as wide-range above would evaluate the ability of the monitor could be done using the intake
oxygen sensors or linear oxygen sensors) EGR system to achieve a commanded manifold temperature (IMT) sensor by
to further improve EGR control and flow rate under relatively steady state looking at the change in IMT (i.e.,
emissions. With this second control conditions, the EGR slow response ‘‘delta’’ IMT) with EGR turned on and
loop, the desired air-fuel ratio is monitor would evaluate the ability of EGR turned off (IMT would be higher
calculated based on engine operating the EGR system to modulate (i.e., with EGR turned on). If there is
conditions (i.e., intake airflow, increase and decrease) EGR flow as significant cooling capacity with a
commanded EGR flow and commanded engine operating conditions and, normally functioning EGR cooling
fuel). The calculated air-fuel ratio is consequently, commanded EGR rates system, there would likely be a
compared to the air-fuel ratio from the change. Specifically, as engine operating significant difference in IMT with EGR
A/F sensor and refinements can be conditions and commanded EGR flow turned on versus turned off. Delta IMT
made to the EGR and airflow rates—i.e., rates change, the monitor would could be correlated to decreased EGR
the control can be ‘‘trimmed’’—to evaluate the time it takes for the EGR cooling system performance and
achieve the desired rates. On systems control system to achieve the increased emissions.
4. Turbo Boost Control System response intrusively by commanding a (A/F) operation followed by rich A/F
Monitoring change in boost pressure under a steady operation or vice-versa during the
a. Turbo Underboost/Overboost state engine operating condition and catalyst monitoring event. Since a diesel
Monitoring measuring the time it takes to achieve engine normally operates lean of
the new boost pressure. stoichiometry, lean A/F operation
To monitor boost control systems, Rationality monitoring of VGT would be normal operation. However,
manufacturers are expected to look at position sensors could be accomplished rich A/F operation would have to be
the difference between the actual by comparing the measured sensor commanded intrusively when the
pressure sensor reading (or calculation value to expected values for the given catalyst monitor is active. The rich A/
thereof) and the desired/target boost engine speed and load conditions. For F operation could be achieved by
pressure. If the error between the two is example, at high engine speeds and injecting some fuel late enough in the
too large or persists for too long, a loads, the position sensor should four stroke process (i.e., late injection)
malfunction would be indicated. indicate that the VGT position is opened that the raw fuel would not combust in-
Manufacturers would need to calibrate more than would be expected at low cylinder. Rich A/F operation could also
the size of error and/or error duration to engine speeds and loads. Such be achieved using an in-exhaust fuel
ensure robust malfunction detection rationality checks would need to be injector upstream of the catalyst. During
occurs before the emissions thresholds two-sided (i.e., position sensors should normal lean operation, the catalyst
are exceeded. Given that the purpose of be checked for appropriate readings at would become saturated with stored
a closed-loop control system with a both high and low engine speed/load oxygen. As a result, both the front and
feedback sensor is to measure operating conditions. rear oxygen sensors should be reading
continuously the difference between
c. Turbo Boost Feedback Control lean. When rich A/F operation initiates,
actual and desired boost pressure, the
Monitoring the front oxygen sensor would switch
control system is already monitoring
immediately to a ‘‘rich’’ indication. For
that difference and attempting to Monitoring of boost pressure feedback
a short time, the rear oxygen sensor
minimize it. As such, a monitoring control could be performed using
should continue to read ‘‘lean’’ until
requirement to indicate a malfunction analogous strategies to those discussed
such time as the stored oxygen in the
when the difference gets large enough for fuel system feedback control
catalyst is consumed by the rich fuel
such that it can no longer achieve the monitoring in Section III.A.1.
mixture in the exhaust and the rear
desired boost is essentially an extension
d. Charge Air Undercooling Monitoring oxygen sensor would read ‘‘rich.’’ As
of the existing control strategy.
To monitor for malfunction or We expect that most engines will the catalyst deteriorates, the delay time
deterioration of the boost pressure make use of a temperature sensor between the front and rear oxygen
sensors, manufacturers could validate downstream of the charge air cooler to sensors switching from their normal
sensor readings against other sensors protect against overcooling conditions lean state to a rich state would become
present on the vehicle or against that could cause excessive progressively smaller because the
ambient conditions. For example, at condensation, and to prevent deteriorated catalyst would have less
initial key-on before the engine is undercooling that could result in loss of oxygen storage capacity. Thus, by
running, the boost pressure sensor performance. A comparison of the comparing the time difference between
should read ambient pressure. If the actual charge air temperature to the the responses of the front and rear
vehicle is equipped with a barometric expected, or design, temperature would oxygen sensors to the lean-to-rich or
pressure sensor, the two sensors could indicate any errors that might be rich-to-lean A/F changes, the
be compared and a malfunction occurring. Manufacturers could performance of the catalyst could be
indicated when the two readings differ correlate that error to an emissions estimated. Although this discussion
beyond the specific tolerances. A more impact and, when the error reached a suggests the use of conventional oxygen
crude rationality check of the boost level such that emissions would exceed sensors, these sensors could be
pressure sensor could be accomplished the emissions thresholds, a malfunction substituted with A/F sensors which
by verifying that the pressure reading is would be indicated. would also provide for additional
within reasonable atmospheric limits for engine control benefits such as EGR
5. Non-Methane Hydrocarbon (NMHC) trimming and fuel trimming.
the conditions the vehicle will be Converting Catalyst Monitoring
subjected to. If a malfunction of the catalyst cannot
a. NMHC Converting Catalyst cause emissions to exceed the emissions
b. VGT Slow Response Monitoring Conversion Efficiency Monitoring thresholds, then only a functional
The VGT slow response monitor Monitoring of the NMHC converting monitor would be required. A
would evaluate the ability of the VGT catalyst, or diesel oxidation catalyst functional monitor could be done using
system to modulate (i.e., increase and (DOC), could be performed similar to temperature sensors. A functioning
decrease) boost pressure as engine three-way catalyst monitoring on oxidation catalyst would be expected to
operating conditions and, consequently, gasoline engines. Three-way catalyst provide some level of exotherm when it
commanded boost pressure changes. monitoring uses the concept that oxidizes HC and CO. The temperature of
Specifically, as engine operating catalyst’s oxygen storage capacity the catalyst could be measured by
conditions and commanded boost correlates well with its hydrocarbon placing one or more temperature sensors
pressures change, the monitor would conversion efficiency. Oxygen sensors at or near the catalyst. However,
evaluate the time it takes for the VGT located upstream and downstream of depending on the nominal conversion
control system to achieve the the catalyst can be used to determine efficiency of the catalyst and the duty
commanded change in boost pressure. when its oxygen storage capacity—and, cycle of the vehicle, the exotherm may
This monitor could evaluate VGT hence, its conversion efficiency—has be difficult to discern from the inlet
response passively during transient deteriorated below a predetermined exhaust temperatures. To add
engine operating conditions level. robustness to the monitor, the
encountered during in-use operation. Determining the oxygen storage functional monitor would need to be
The monitor could also evaluate VGT capacity would require lean air-fuel conducted during predetermined
operating conditions where the amount measurements could be compared to the the durability of NOX sensors. They are
of HC and CO entering the catalyst expected engine-out NOX emissions and concerned that NOX sensors will not
could be known. This may require an a catalyst conversion efficiency could be have the necessary sensitivity to detect
intrusive monitor that actively forces calculated. Should the calculated NOX at the low levels that will exist
the fueling strategy richer (e.g., through conversion efficiency be insufficient to downstream of the NOX catalyst. They
late or post injection) than normal for a maintain emissions below the emissions are also concerned that NOX sensors
short period of time. If the measured thresholds, a malfunctioning or will not be durable enough to last the
exotherm does not exceed a deteriorated lean NOX catalyst would be full useful life of big diesel trucks. We
predetermined amount that only a indicated. If both an upstream and have researched NOX sensors—the
properly-working catalyst could downstream NOX sensor are used for current state of development and future
achieve, a malfunction would be monitoring, the upstream sensor could expectations—and summarized our
indicated. As noted, such an approach be used to improve the overall findings in the technical support
would require a brief period of effectiveness of the catalyst by precisely document in the docket for this rule.63
commanded rich operation that would controlling the air-fuel ratio in the Some of our findings are summarized
result in a very brief HC and perhaps a exhaust to the levels where the catalyst here.
PM emissions spike. is most effective. Regarding NOX sensor sensitivity, we
For monitoring the SCR catalyst, care expect that 2010 and later model year
b. Other Aftertreatment Assistance must be taken to account for the cross
Function Monitoring engines will have average tailpipe NOX
sensitivity of NOX sensors to ammonia emissions in the 0 to 50 ppm range.
A functional monitor should be (NH3). Current NOX sensor technology Current NOX sensors have an accuracy
sufficient for monitoring the oxidation tends to have such a cross-sensitivity to of ±10 ppm in the 0 to 100 ppm range.
catalyst’s ability to fulfill aftertreatment ammonia in that as much as 65 percent This means that current NOX sensors
assistance functions such as generating of ammonia can be read as NOX.61 should be able to detect NOX emissions
an exotherm for DPF regeneration or However, urea SCR feedback control that exceed the standard by two to three
providing a proper feedgas for SCR or studies have shown that the NH3 times the 2010 limit.64 This should
NOX adsorbers. We would expect that interference signal is discernable from allow for compliance with our proposed
manufacturers would use the exotherm the NOX signal and can, in effect, allow threshold which is effectively 2.5 times
approach mentioned above either to the design of a better feedback control the 2010 limit. Further, we expect that
measure directly for the proper loop than a NOX sensor that doesn’t NOX sensors in the 0 to 100 ppm range
exotherm or to correlate indirectly for have any NH3 cross-sensitivity. In one with ±5 ppm accuracy will be available
the proper feedgas. For catalysts study, a signal conditioning method was by the middle of 2006. Regarding
upstream of a DPF, we expect that this developed that resulted in a linear durability, improvements are being
monitoring would be conducted during output for both NH3 and NOX from the made and a test program is currently
an active or forced regeneration event.60 NOX sensor downstream of the underway with the intent of aging
For catalysts downstream of the DPF, catalyst.62 Monitoring of the catalyst can several NOX sensors placed at various
we expect that manufacturers would be done by using the same NOX sensors exhaust system locations out to 6,000
have to add fuel intrusively (either in- that are used for SCR control. When the hours (roughly equivalent to 360,000
exhaust or through in-cylinder post- SCR catalyst is functioning properly, the miles). Results after 2,000 hours of aging
injection) to create a sufficient exotherm upstream sensor should read ‘‘high’’ for are promising and results after 4,000
to distinguish malfunctioning from high NOX levels while the downstream hours of aging are currently being
properly operating catalysts. sensor should read ‘‘low’’ for low NOX analyzed.65
and low ammonia levels. With a
6. Selective Catalytic Reduction (SCR) b. SCR and NOX Catalyst Active/
deteriorated SCR catalyst, the
and NOX Conversion Catalyst Intrusive Reductant Injection System
downstream sensor should read similar
Monitoring Monitoring
or higher values as the upstream sensor
a. SCR and NOX Catalyst Conversion (i.e., high NOX and high ammonia If an active catalyst system is used—
Efficiency Monitoring levels) since the NOX reduction i.e., one that relies on injection of a
We would expect manufacturers to capability of the catalyst has reductant upstream of the catalyst to
use NOX sensors to monitor a lean NOX diminished. Therefore, a malfunctioning assist in emissions conversion—
catalyst. NOX sensors placed upstream SCR catalyst could be detected when the manufacturers would be required to
and downstream of the lean NOX downstream sensor output is near to or monitor the mechanism for adding the
catalyst could be used to determine greater than the upstream sensor output. fuel reductant. In the active catalyst
directly the NOX conversion efficiency. A similar monitoring approach could be system, a temperature sensor is
Manufacturers could potentially use a used if a manufacturer models upstream expected to be placed near or at the
single NOX sensor placed downstream NOX emissions instead of using an catalyst to determine when the catalyst
of the catalyst to measure catalyst-out upstream NOX sensor. In this case, the temperature is high enough to convert
NOX emissions. This would have to be comparison would be made between the emissions. Because NOX catalyst
done within a tightly controlled engine modeled upstream NOX value and the systems, especially lean NOX catalyst
operation window where engine-out downstream sensor value. systems, tend to have a narrow
NOX emissions (i.e., NOX emissions at Manufacturers have expressed temperature range where they are most
the lean NOX catalyst inlet) performance concern over both the sensitivity and effective, adding reductant when the
is relatively stable and could be catalyst temperature is not sufficiently
61 Schaer, C.M., Onder, C.H., Geering, H.P., and

estimated reliably. Within this engine Elsener, M., ‘‘Control of a Urea SCR Catalytic
high would waste reductant. If fuel is
operation window, catalyst-out Converter System for a Mobile Heavy-Duty Diesel
Engine,’’ SAE Paper 2003–01–0776 which may be
60 An active or forced regeneration would be obtained from Society of Automotive Engineers NPRM, EPA420–D–06–006, Docket ID# EPA–HQ–
those regeneration events that are initiated via a International, 400 Commonwealth Dr., Warrendale, OAR–2005–0047–0008.
driver selectable switch or activator and/or those PA, 15096–0001. 64 Ibid.
initiated by computer software. 62 Ibid. 65 Ibid.
used as the reductant, this would Monitoring the reductant itself— downstream NOX levels will also be
adversely affect fuel economy without a whether it be the wrong reductant or a high. Therefore, a malfunction of the
corresponding reduction in emissions poor quality reductant—could also be system can be detected by comparing
levels. Therefore, a temperature sensor conducted using the NOX sensors used the NOX levels measured by the
is expected to be placed in the exhaust for control purposes. If an improper downstream NOX sensor versus the
near or at the catalyst to help determine reductant is injected, the NOX catalyst upstream sensor.
when reductant injection should occur. system would not function properly.
Therefore, NOX emissions downstream The possibility exists that an
This same sensor could be used to
determine if an exotherm resulted from the catalyst would remain high upstream NOX sensor will not be used
following reductant injection. The lack both before and after injection. The for NOX adsorber control. Manufacturers
of an exotherm would indicate a downstream NOX sensor would see the may choose to model engine-out NOX
malfunction of the reductant delivery high NOX levels after injection and a levels—based on engine operating
system. malfunction would be indicated. If the parameters such as engine speed, fuel
Alternatively, any NOX sensors used reductant tank level sensor indicated injection quantity and timing, EGR flow
to monitor conversion efficiency could sufficient levels for injection and rate—thereby eliminating the need for
be used to determine if reductant decreasing levels following injections the upstream NOX sensor. In this case,
injection has occurred. NOX sensors are (which would mean the injection we believe that monitoring of the system
also oxygen sensors so they could be system was working), then the probable could be conducted using A/F sensors
used to determine the air-fuel ratio in cause of the malfunction would be the in place of NOX sensors.67 During lean
the exhaust stream which would allow reductant itself. For urea SCR systems, engine operation with a properly
for verification of reductant injection another possible means of monitoring operating NOX adsorber system, both
into the exhaust. Further, with a the reductant itself would be to use a the upstream and downstream A/F
properly functioning injector, the urea quality sensor in the urea tank. sensors would indicate lean mixtures.
downstream NOX sensor should see a First generation sensors show promise When the exhaust gas is intrusively
change from high NOX levels to low at verifying that urea is indeed in the commanded rich to regenerate the NOX
NOX levels. In contrast, a lack of tank, rather than water or some other
adsorber, the upstream A/F sensor
reductant injection would result in fluid, and that the urea concentration is
within the needed range (i.e., not would quickly indicate a rich mixture
continuously high NOX levels at the while the downstream sensor should
downstream NOX sensor. Therefore, a diluted with water or some other fluid).
The sensor could also be used in place continue to see a lean mixture due to
malfunctioning injector could be the chemical reaction of the reducing
indicated when the downstream NOX of a urea level sensor. By 2010, we
would expect subsequent generation agents with NOX and oxygen stored on
sensor continues to measure high NOX the adsorber. Once all of the stored NOX
after an injection event has been sensors to provide even better
capability.66 and oxygen has been released, the
commanded.
reducing agents in the exhaust would
Reductant level monitoring could also c. SCR and NOX Catalyst Feedback
cause the downstream A/F sensor to
be conducted by using the existing NOX Control Monitoring
indicate a rich reading. The more NOX
sensors that are used for control Monitoring of feedback control could that is stored in the adsorber, the longer
purposes. Specifically, the downstream be performed using analogous strategies the delay between the rich indications
NOX sensor can be used to determine if to those discussed for fuel system
the reductant tank no longer has from the upstream and downstream
feedback control monitoring in Section sensors. Thus, the time differential
sufficient reductant available. Similar to III.A.1.
the fuel reductant injection between the rich indications from the
functionality monitor described above, 7. NOX Adsorber Monitoring upstream and downstream A/F sensors
when the reductant tank has a sufficient a. NOX Adsorber Capability Monitoring is a gauge of the NOX storage capacity
reductant quantity and the injection of the adsorber. This delay could be
We expect that either NOX sensors or correlated to an emissions increase and
system is working properly, the
A/F sensors along with a temperature the monitor could be calibrated to
downstream NOX sensor should see a
sensor will be used to provide the indicate a malfunction upon detecting
change from high NOX levels to low
feedback necessary to control the NOX
NOX levels. If the NOX levels remain an unacceptably short delay. In fact,
adsorber system. These same sensors
constant both before and after reductant Honda currently uses a similar approach
could also be used to monitor the NOX
injection, then the reductant was not to monitor the NOX adsorber on a 2003
adsorber system’s capability. The use of
properly delivered and either the model year gasoline vehicle which
NOX sensors placed upstream and
injection system is malfunctioning or demonstrates the viability of the
downstream of the adsorber system
there is no longer sufficient reductant approach in a shorter lived application.
would allow the system’s NOX
available in the reductant tank. We have studied A/F sensors and their
reduction performance to be
Alternatively, reductant level durability with respect to longer lived
continuously monitored. For example,
monitoring could be conducted by using diesel applications and our results are
the upstream NOX sensor on a properly
a dedicated ‘‘float’’ type level sensor summarized in a report placed in the
functioning adsorber system operating
similar to the ones used in fuel tanks. docket to this rule.68
with lean fuel mixtures, will read high
Some manufacturers may prefer using a
NOX levels while the downstream NOX
dedicated reductant level sensor in the
sensor should read low NOX levels. 67 Ingram, G.A. and Surnilla, G., ‘‘On-Line
reductant tank to inform the vehicle
With a deteriorated NOX adsorber Estimation of Sulfation Levels in a Lean NOX Trap,’’
operator of current reductant levels via
system, the upstream NOX levels will SAE Paper 2002–01–0731 may be obtained from
a gauge on the instrument panel. If such
continue to be high while the Society of Automotive Engineers International, 400
a sensor is used by the manufacturer for Commonwealth Dr., Warrendale, PA 15096–0001.
operator convenience, it could also be 66 Crawford, John M., Mitsui Mining & Smelting 68 Draft Technical Support Document, HDOBD
used to monitor the reductant level in Co., Ltd., presentation to EPA, October 2006, Docket NPRM, EPA420–D–06–006, Docket ID# EPA–HQ–
the tank. ID# EPA–HQ–OAR–2005–0047–0007. OAR–2005–0047–0008.
b. NOX Adsorber Active/Intrusive proposed by ARB. This was discussed Given this, we believe that a
Reductant Injection System Monitoring in more detail in section I.D.2. comprehensive and accurate soot-
The injection system used to achieve We anticipate that manufacturers can loading model is also necessary for
NOX regeneration of the NOX adsorber meet the proposed PM filtering monitor successful monitoring of DPF filtering
could also be monitored with A/F requirements without adding hardware performance. The model would predict
sensors. When the control system injects other than that used for control the PM load on the DPF based on fuel
extra fuel to achieve a rich mixture, the purposes. We believe that the same consumption and engine operating
upstream A/F sensor would respond to pressure and temperature sensors that conditions and would predict passively
the change in fueling and could measure are used to control DPF regeneration regenerated PM based on temperatures.
directly whether or not the proper will be used for OBD monitoring. For This predicted PM load would be
amount of fuel had been injected. If control purposes, manufacturers compared to the measured PM load
manufacturers employ a NOX adsorber generally use a differential or delta taken from the differential pressure
system design that uses only a single A/ pressure sensor placed across the DPF sensors. Differences would correspond
F sensor downstream of the adsorber, and at least one temperature sensor to either a leaking substrate (i.e.,
that downstream sensor could be used located near the DPF. The differential predicted load greater than measured
to monitor the performance of the pressure sensor is expected to be used load) or melting of the substrate
on DPF systems to prevent damage that faceplate (i.e., measured load greater
injection system. As discussed above,
could be caused by delayed or than predicted load).
the downstream sensor would switch
incomplete regeneration. Such Nonetheless, much development
from a lean reading to a rich reading
conditions could lead to excessive remains to be done and success is not
when the stored NOX has been
temperatures and melting of the DPF guaranteed. Manufacturers have noted
completely released and reduced. If the
substrate. When the differential pressure that a melted substrate through which a
sensor switches too quickly after rich
exceeds a predetermined level, a large channel has opened could have
fueling is initiated, then either too much
regeneration event would be initiated to differential pressure characteristics
fuel has been injected or the adsorber
burn the trapped PM. identical to a good substrate despite
itself has poor storage capability. However, engine manufacturers have allowing most of the engine-out PM to
Conversely, if the sensor takes too long told us that differential pressure alone flow directly through. We agree that this
to switch after rich fueling is initiated, does not provide a robust indication of is a difficult failure mode and have
it may be an indication that the adsorber trapped PM in the DPF. For example, proposed language that would allow
has very good storage capability. most if not all DPFs in the 2010 certification of DPF monitors that are
However, excessive switch times (i.e., timeframe will be catalyzed DPFs that unable to detect it. Possibly, a
times that exceed the maximum storage are designed to regenerate passively temperature sensor in the DPF could
capability of the adsorber) could be during most operation. Sometimes, detect the extreme temperatures capable
indicative of an injection system conditions will not permit the passive of causing such a severe substrate
malfunction (i.e., insufficient fuel has regeneration and an active regeneration melting. Upon detecting such a
been injected) or a sensor malfunction would have to be initiated. Relying temperature, a regeneration event could
(i.e., the sensor has a slow response). solely on the differential pressure sensor be initiated to burn off any trapped PM.
c. NOX Adsorber Feedback Control to determine when an active Following that event, the soot model
Monitoring regeneration event was necessary would would expect a certain increase in
not be sufficient. A low differential differential pressure based on modeled
Monitoring of feedback control could pressure could mean a low PM load and engine-out PM and passive regeneration
be performed using analogous strategies could also mean a leaking DPF characteristics. Presumably, the
to those discussed for fuel system substrate. A high differential pressure measured differential pressure profile
feedback control monitoring in Section could mean a high PM load and could would not match the predicted profile
III.A.1. also mean a melted substrate. In the because most PM would be flowing
8. Diesel Particulate Filter (DPF) latter case, the system may continually straight through the melted channel.
Monitoring attempt to regenerate the DPF despite a This same approach, or perhaps a
low PM load which would both waste simple temperature sensor, should quite
a. PM Filtering Performance Monitoring
fuel and increase HC emissions. easily be able to detect a missing
The PM filtering performance monitor As a result, manufacturers will substrate.
is perhaps the monitor for which we probably use some sort of soot-loading Lastly, manufacturers have noted
have the most concern with respect to model to predict the PM load on the their concern that small differences in
feasibility. Part of this concern stems DPF as part of their regeneration substrate crack size or location may
from the difficulty in detecting the very strategy. Without a robust prediction, a generate large differences in tailpipe
low PM emissions levels required for regeneration event could be initiated too emission levels. They have also noted
2007/2010 engines (i.e., 0.01 g/bhp-hr). early (i.e., when too little PM was their lack of confidence that they will be
While we have made changes to our test present which would be a waste of fuel able to reliably detect all leaks that
procedures that will allow for more and would increase HC emissions) or would result in emissions exceeding the
accurate measurement of PM in the test too late (i.e., when too much PM has proposed thresholds. Accordingly, the
cell, it is still very difficult to do. With been allowed to build and the manufacturers have suggested pursuing
today’s proposal, we are expecting regeneration event could cause a an alternate malfunction criterion
manufacturers to detect failures in the meltdown of the substrate). The model independent of emission level. They
filtering performance of only a few would estimate the PM load by tracking have suggested criteria such as a percent
times the actual standards. Success at the difference between the modeled of exhaust flow leakage or a specific
doing so presents a very difficult engine-out PM (i.e., the emissions that leak or hole size that must be detected.
challenge to manufacturers. Our are being loaded on the DPF) and We believe that pursuit of such alternate
concerns, in part, have led us to propose regenerated PM (i.e., the PM that is thresholds would not be appropriate at
a different 2013 and later emissions being burned off the DPF due to passive this time. Manufacturers have not yet
threshold for this monitor than that and/or active regenerations). completed work on initial widespread
implementation of DPFs for the 2007 monitoring this function only if the increased NOX levels can be the basis
model year. We expect that during the system serves this function. We believe for monitoring the performance of the
year or two following that that, provided the filtering performance aftertreatment system. However, if the
implementation, substantial refinement and regeneration system monitors have NOX sensor does deteriorate with the
and optimization will occur based on not detected any malfunctions, the aftertreatment device (i.e., its response
field experiences and that correlation of NMHC conversion is probably working rate slows with mileage/operating
sensor readings to emissions levels will fine. Given the level of the threshold, hours), the sensor may not properly read
be possible for at least some DPF failure and the expectation that the DPF will the increasing NOX levels from the
modes by the 2010 model year. serve to control NMHC only marginally, deteriorating aftertreatment system, and
we do not anticipate this monitor the aftertreatment monitor might
b. DPF Regeneration Monitoring
needing emissions correlation work. conclude that the aftertreatment system
Pressure sensing, in combination with Instead, we expect that, with the DPF is functioning properly. Similarly, the
the soot model, could also be used to temperature sensor, it should be performance or level of deterioration of
determine if regeneration is functioning possible to infer adequate NMHC the NOX aftertreatment device could
correctly. After a regeneration event, the conversion by verifying an exotherm. affect the results of the NOX sensor
differential pressure should drop Nonetheless, if a manufacturer relies so monitor. Therefore to achieve robust
significantly since the trapped PM has heavily on the DPF for NMHC monitoring of aftertreatment and
been removed. If it does not drop to conversion that its ability to convert sensors, the OBD system has to
within the soot model’s predicted range could be compromised to the point of distinguish between deterioration of the
after the regeneration event, either the emissions exceeding the threshold, a aftertreatment system and deterioration
regeneration did not function correctly more robust monitor may be required by of the NOX sensor. To properly monitor
or the filter could have excessive ash correlating exotherm levels to NMHC the NOX sensor, the sensor monitor has
loading. Ash loading is a normal impacts. to run under conditions where the
byproduct of engine operation (the ash aftertreatment performance can be
loading is largely a function of oil d. DPF Regeneration Feedback Control
Monitoring quantified and compensated for or
consumption by the engine and the ash eliminated in the monitoring results.
content of the engine oil). The ash Monitoring of DPF regeneration
builds up in the DPF and does not feedback control could be performed For example, the effects of the SCR
burnout as does the PM but rather must using analogous strategies to those performance could be eliminated by
be removed or blown out of the DPF. discussed for fuel system feedback monitoring the NOX sensor under a
Manufacturers are working with us to control monitoring in Section III.A.1. steady-state operating condition during
determine the necessary maintenance which engine-out NOX emissions were
9. Exhaust Gas Sensor Monitoring stable. Under a relatively steady-state
intervals at which this ash removal will
occur. The soot model would have to The under 14,000 pound OBD condition, reductant injection could be
account for ash buildup in the DPF with regulations have required oxygen sensor ‘‘frozen’’ (i.e., the reductant injection
miles or hours of operation. Future monitoring since the 1996 model year. quantity could be held constant) which
engine oils will have lower ash content Vehicles have been certified during that would also freeze the conversion
and have tighter quality control such time meeting the requirements. The efficiency of the SCR system. With SCR
that more accurate predictions of ash technological feasibility of monitoring performance held constant, engine-out
loading will be possible. By including oxygen sensors has been demonstrated. NOX emissions could be intrusively
ash loading in the soot model, we Additionally, A/F sensor monitoring has increased by a known amount (e.g., by
believe that its effects could be been required, manufacturers have reducing EGR flow or changing fuel
accounted for in the predicted complied, and the feasibility has been injection timing and allowing the
differential pressure following a similarly demonstrated. engine-out NOX model to determine the
regeneration event. NOX sensors are a recent technology increase in emissions). The resulting
As stated, manufacturers are projected and, as such, they are still being increase in emissions would pass
to make use of temperature sensors for developed and improved. However, we through the SCR catalyst unconverted,
regeneration control. These same would expect that manufacturers would and the sensor response to the known
sensors could also be used to monitor design their upstream NOX sensor increase in NOX concentrations could be
active regeneration of the filter. If excess monitors to be similar the A/F sensor measured and evaluated. This strategy
temperatures are seen by the monitors used in under 14,000 pound could be used to detect both response
temperature sensor during active applications. Monitoring of downstream malfunctions (i.e., the sensor reads the
regeneration, the regeneration process sensors may require modifications to correct NOX concentration levels but the
can be stopped or slowed down to existing A/F sensor strategies and/or sensor reading does not change fast
protect the filter. If an active new strategies. Since NOX sensors are enough to keep up with changing
regeneration event is initiated and there projected to be used only for control and exhaust NOX concentrations) and
a temperature rise commensurate with monitoring of aftertreatment systems rationality malfunctions (i.e., the sensor
the amount of trapped PM is not that reduce NOX emissions (e.g., SCR reads the wrong NOX level). Rationality
detected, the regeneration system is not systems), the OBD system would have to malfunctions could be detected by
working and a malfunction would be distinguish between deterioration of the making sure the sensor reading changes
indicated. aftertreatment system and the NOX by the same amount as the intrusive
sensor itself. As the aftertreatment change in emissions. Lastly, the sensor
c. DPF NMHC Conversion Efficiency deteriorates, NOX emissions response to decreasing NOX
Monitoring downstream of the aftertreatment device concentrations could also be evaluated

Given the stringency of the 2010 will increase and, assuming there is no by measuring the response when the
standards, we believe that manufactures such deterioration in the NOX sensor, intrusive strategy is turned off and
may rely somewhat on the DPF to the NOX sensor will read these engine-out NOX emissions are returned
convert some of the HC emissions. The increasing NOX levels. As discussed in to normal levels. By correlating sensor
proposed requirement requires sections III.A.6 and III.A.7, the response rates and the resulting
emissions impacts, the malfunction that compare the actual overall comparing the level of oxygen measured
criteria could then be determined. commanded final ignition timing with by the second sensor with that
the threshold timing that would result measured by the upstream sensor,
B. Feasibility of the Monitoring
in emissions that exceed the emissions manufacturers can determine the
Requirements for Gasoline/Spark-
thresholds. Cold start strategies that catalyst’s oxygen storage capacity and
Ignition Engines
always command a predetermined estimate its conversion efficiency. With
1. Fuel System Monitoring amount of ignition retard independent a properly functioning catalyst, the
For gasoline vehicles since the 1996 of all other factors and do not allow idle second oxygen sensor signal will be
model year and gasoline engines since quality or other factors to override the fairly steady since the fluctuating
the 2005 model year, the under 14,000 desired ignition retard would not oxygen concentration (due to fuel
pound OBD requirements have required require monitoring of the commanded system cycling around stoichiometry) at
fuel system monitoring identical to that timing. Other methods that could be the inlet of the catalyst is damped by the
being proposed. Over 100 million cars used to ensure that the actual timing has storage and release of oxygen in the
and light trucks have been built and been reached include verifying other catalyst. When a catalyst is deteriorated
sold in the U.S. to these fuel system factors such as corresponding increases it is no longer capable of storing and
monitoring requirements including in mass air flow and idle speed releasing oxygen. This causes the
some heavy-duty vehicles that use the indicative of retarded spark combustion. frequency and peak-to-peak voltage of
exact same gasoline engines that are Both mass air flow and idle speed are the second oxygen sensor to simulate
used in some over 14,000 pound used currently by the engine control the signal from the upstream oxygen
applications. This clearly demonstrates system and the OBD system and, sensor at which time a malfunction
the technological feasibility of the therefore, only minor software would be indicated.
proposed requirements. modifications should be required to
7. Evaporative System Monitoring
analyze these signals while the cold
2. Engine Misfire Monitoring start strategy is invoked. Our OBD requirements have required
For gasoline vehicles since the 1996 monitoring for evaporative system leaks
5. Secondary Air System Monitoring for many years. The EPA OBD
model year and gasoline engines since
the 2005 model year, the under 14,000 A/F sensors would most likely be requirement has been the equivalent of
pound OBD requirements have required required to monitor effectively the a 0.040 inch hole, while the ARB
misfire monitoring identical to that secondary air system when it is requirement has gone as low as a 0.020
being proposed. One of the most reliable normally active. These sensors are inch hole. These requirements have
methods for detecting misfire is the use currently installed on many new cars been met on applications such as
of a crankshaft position sensor—which and their implementation is projected to incomplete trucks and engine
measures the fluctuations in engine increase in the future as more stringent dynamometer certified configurations
angular velocity to determine the emission standards are phased in. A/F equipped with similar and, in many
presence of misfire—along with a sensors are useful in determining air- cases, identical configurations as are
camshaft position sensor—which can be fuel ratio over a broader range than used in over 14,000 pound applications.
used to identify the misfiring cylinder. conventional oxygen sensors and are Manufacturers have successfully met
This method has been shown to be especially valuable in engines that these requirements by using engine
technologically feasible and should require very precise fuel control. They vacuum to create a vacuum in both the
work equally well on over 14,000 pound would be useful for secondary air fuel tank and evaporative system and
applications. system monitoring because of their then monitoring the system’s ability to
ability to determine air-fuel ratio with maintain that vacuum. The ramp down
3. Exhaust Gas Recirculation (EGR) high accuracy. This would enable a in vacuum (or ramp up in pressure) can
Monitoring correlation between secondary airflow then be correlated to leak size. In
For vehicles since the 1996 model rates and emissions. general, these systems require the
year and engines since the 2005 model addition of an evaporative system
6. Catalytic Converter Monitoring
year, the under 14,000 pound OBD pressure sensor and a canister vent
requirements have required EGR system A common method used for valve capable of closing the vent line.
monitoring identical to that being estimating catalyst efficiency is to Manufacturers of over 14,000 pound
proposed. The general approach has measure the catalyst’s oxygen storage applications have expressed concerns
been to detect EGR flow rate capacity. This monitoring method has with their ability to detect evaporative
malfunctions by looking at the change been used by all light-duty gasoline system leaks on these larger vehicles.
in fuel trim or manifold pressure under vehicles since the 1996 model year and One such concern relates to the
conditions when the EGR system is most gasoline engines since the 2005 relatively larger fuel tank sizes on the
active. This demonstrates the model year as a result of our under larger applications. These tanks can be
technological feasibility of the proposed 14,000 OBD requirements. Generally, as on the order of 50 to 80 gallons, which
requirements. the catalyst’s oxygen storage capacity makes the impact of a small hole, on a
decreases, the conversion efficiencies of percentage basis, less severe and less
4. Cold Start Emission Reduction HC and NOX also decrease. With this easily detected. Another concern is the
Strategy Monitoring strategy, a catalyst malfunction would relatively large number of fuel tank and
We expect this monitoring to be done be detected when its oxygen storage evaporative system configurations on
mainly via computer software. For capacity has deteriorated to a the larger applications. Confounding
example, if spark retard is used during predetermined level. Manufacturers both of these concerns is that the engine
cold starts, the commanded amount of determine this by using the information manufacturers quite often have no idea
spark retard would have to be from an upstream oxygen sensor and a what tanks and configurations will
monitored if the amount of spark retard downstream or mid-bed oxygen sensor ultimately be matched with their engine
can be restricted by external factors (this second sensor is also used for in the final vehicle product.
such as idle quality or driveability. This trimming the front sensor to maintain While we agree that these concerns
can be done with software algorithms more precise fuel control). By are valid, they can also be said of the
under 14,000 pound applications error. By calibrating the size of this error applications have demonstrated robust
(except perhaps the tank size concern). (or integrating it over time), thermostat monitoring with high
The over 14,000 pound gasoline manufacturers can design the system to capacity passenger heaters in the
applications are expected to use near indicate a malfunction prior to the cooling system. To do so, they have to
identical, if not equivalent, evaporative required emissions thresholds. In the know the maximum rate of heat loss due
system components and we are not same manner, system response can be to the heater. Manufacturers of over
aware of any reason why the existing measured by monitoring the length of 14,000 pound applications have control
monitoring techniques would not time necessary to achieve the over this by providing limits on such
continue to work on over 14,000 pound commanded valve timing. To ensure devices in the build specifications that
applications. Nonetheless, we do not adequate resolution between properly they provide to the vehicle
want false failures in the field. By functioning systems and malfunctioning manufacturers. In some cases, an engine
limiting the monitoring requirement to systems, most manufacturers perform manufacturer might need multiple build
leaks of 0.150 inch or larger, we believe this type of monitor only when a specifications with corresponding
that manufacturers would be able to sufficiently large ‘‘step change’’ in thermostat monitoring calibrations to
employ a single monitoring strategy to commanded valve timing occurs. accommodate the ranges of heater
all possible tank sizes and capacities that are needed when a given
2. Engine Cooling System Monitoring
configurations without much concern engine is used in a range of vehicle
for false failures. Nonetheless, it may be The existing OBD requirements have applications (e.g., a local delivery truck
necessary for manufacturers to impose required identical ECT sensor and having a passenger compartment for two
tighter restrictions on their engine thermostat monitoring for several years. people and a small capacity heater
purchasers than is done currently with While the technical feasibility of the versus a bus having a passenger
regards to tank specifications and proposed requirements has been compartment for 20 people and a large
evaporative system components. demonstrated on lighter applications capacity heater). The vehicle
which tend to be produced through a manufacturer would then select the
8. Exhaust Gas Sensor Monitoring vertically integrated manufacturing appropriate calibration for the engine
Our light-duty OBD requirements process, the manufacturers of big diesel when installing it in the vehicle.
since the 1996 model year and our 8,500 engines have expressed concerns that Nonetheless, engine manufacturers have
to 14,000 pound OBD requirements monitoring of the cooling system on requested limited enable conditions for
since the 2005 model year have required over 14,000 pound applications would the thermostat monitor (e.g., to disable
oxygen sensor monitoring similar to the create unique and possibly the thermostat monitor below 50
requirements being proposed. Years of insurmountable challenges. Generally, degrees F). This would help to minimize
compliance with those requirements the cooling system is divided into two their resource needs to calibrate the
demonstrates the technological cooling circuits connected by the thermostat monitor. While this may be
feasibility of the proposed requirements. thermostat. The two circuits are the directionally favorable to
Additionally, A/F sensor monitoring has engine circuit and the radiator circuit. manufacturers, it would result in
been required and demonstrated on Since the big diesel engine industry disabled thermostat monitoring during
these vehicles for many years. tends to be horizontally integrated, the cold ambient conditions which occur in
manufacturers contend that they do not much of the country and, in some areas,
C. Feasibility of the Monitoring know what types of devices will be during a large portion of the year. In
Requirements for Other Diesel and added to the cooling system when the such regions, a vehicle could experience
Gasoline Systems vehicle is manufactured or the vehicle a thermostat malfunction with no
1. Variable Valve Timing and/or Control is put into service. They are concerned indication to the vehicle operator. Since
(VVT) System Monitoring that the unknown devices can add/ many other OBD monitors will operate
remove unknown quantities of heat to/ only after reaching a certain engine
VVT systems are already in general from the system which would prevent coolant temperature, a malfunctioning
use in many under 14,000 pound them from predicting reliably the proper thermostat without any indication could
applications. Further, under the system behavior (e.g., warm up). effectively result in disablement of the
California OBD II requirements, vehicles Without the ability to predict system OBD system.
equipped with VVT systems have been behavior reliably, they fear that they
monitoring those systems for proper cannot know when the system is 3. Crankcase Ventilation System
function since the 1996 model year. malfunctioning (e.g., not warming up as Monitoring
More recently, manufacturers have expected). Crankcase ventilation system
employed monitoring strategies to The industry’s concerns regarding monitoring requirements have been met
detect VVT system malfunctions that unknown devices added on the radiator for years by manufacturers of under
detect not only proper function but also circuit of the system seem unwarranted. 14,000 pound gasoline applications.
exceedances of emissions thresholds. A properly functioning thermostat does Therefore, the technological feasibility
Such strategies include the use of the not allow flow through the radiator has been demonstrated for gasoline
crank angle sensor and camshaft during warm-up. Devices added to the applications.
position sensor to confirm that the valve radiator circuit could only affect coolant Effectively, diesel engine
opening and closing occurs within an temperature when there is significant manufacturers would be required to
allowable tolerance of the commanded coolant flow through the radiator (i.e., meet design requirements for the entire
crank angle. By calculating the after the engine is warmed-up and the system in lieu of actually monitoring
difference between the commanded thermostat is open, allowing coolant to any of the hoses for disconnection.
valve opening crank angle and the flow through the radiator). Specifically, the proposed requirement
achieved valve opening crank angle, a We agree that unknown devices would allow for an exemption for any
diagnostic algorithm can differentiate added on the engine circuit (e.g., portion of the system that is resistant to
between a malfunctioning system with passenger compartment heaters) can deterioration or accidental
too large of an error and a properly affect the warm-up rate of the system. disconnection and not subject to
functioning system with very little to no Manufacturers of under 14,000 pound disconnection during any of the
manufacturer’s repair procedures for reprogramming tools. (3) OEMs must of the independent repair industry for
non-crankcase ventilation system repair make available enhanced diagnostic vehicles above 14,000 pounds (not
work. These safeguards would be information to equipment and tool including any fuel injection shops):
expected to eliminate the chances of manufacturers and to make available U.S. independent machine shops for
disconnected or improperly connected OEM-specific diagnostic tools for sale. above 14,000 pounds—5,820
hoses while still allowing manufacturers These requirements were finalized to U.S. independent engine service shops
to meet the requirements without ensure that aftermarket service and for above 14,000 pounds—12,170
adding any additional hardware meant repair facilities have access to the same U.S. independent transmission repair
solely for the purpose of meeting the emission-related service information, in shops for above 14,000 pounds—
monitoring requirements. the same or similar manner, as that 11,420
provided by OEMs to their franchised Technicians, independent repair shops
4. Comprehensive Component for above 14,000 pounds—133,700
dealerships.
Monitoring As EPA moves forward proposing Technicians, truck parts distributors for
Both ARB and EPA OBD requirements OBD requirements for the heavy-duty vehicles above 14,000 pounds—
have for year contained requirements to over 14,000 pounds sector, EPA is 41,600
monitor computer input and output similarly moving forward with Thus, the increase in business and the
components. While these monitors are proposals to require the availability of large number of independent
sometimes tricky and are not easy as service information to heavy-duty aftermarket shops make it necessary that
many incorrectly assume, the many aftermarket service providers as repair information is readily available
years of successful implementation and required by section 202(m) of the Clean for the aftermarket trucking industry.
compliance with the existing Air Act. On the light-duty side, vehicle
requirements demonstrates their All of the following proposed manufacturers are entirely integrated in
feasibility. The proposed requirements provisions regarding the availability of that they are responsible for the design
are equivalent to the under 14,000 service information for the heavy-duty and production of the entire vehicle
pound requirements. industry are based on our extensive from the chassis to the body. In
experience and regulatory history with comparison, the heavy-duty industry is
IV. What Are the Service Information the light-duty service industry.
Availability Requirements? mostly non-integrated. In other words,
However, as discussed below, EPA different manufacturers separately
A. What Is the Important Background understands that there may be produce the engine, the chassis, and the
Information for the Proposed Service significant differences between the transmission of a vehicle. This non-
Information Provisions? light-duty service industry and the integration speaks to the fact that a
heavy-duty service industry. EPA completed vehicle is typically produced
Section 202(m)(5) of the CAA directs
welcomes comment on all of the in response to the customized needs of
EPA to promulgate regulations requiring
proposed provisions and their need owners/operators. In addition, the lack
OEMs to provide to:
and/or applicability to the heavy-duty of integration indicates that a given
any person engaged in the repairing or service industry. engine will ultimately be part of many
servicing of motor vehicles or motor vehicle
engines, and the Administrator for use by any B. How Do the Below 14,000 Pound and different engine, transmission, and
such persons, * * * any and all information Above 14,000 Pounds Aftermarket chassis configurations. In addition,
needed to make use of the [vehicle’s] Service Industry Compare? heavy-duty manufacturers have stated
emission control diagnostic system * * * that diagnostic tool designs differ
and such other information including As we consider proposing the significantly from tools produced for
instructions for making emission-related availability of service information for light-duty vehicles as a result of this
diagnoses and repairs. the heavy-duty sector above 14,000 non-integration.
pounds, EPA recognizes that differences EPA requests comment and also
Such requirements are subject to the do exist between the industries that
requirements of section 208(c) regarding additional data on the current state of
service vehicles above and below 14,000 the heavy-duty aftermarket industry.
protection of trade secrets; however, no pounds. On the below 14,000 pound
such information may be withheld side, estimates indicate that C. What Provisions Are Being Proposed
under section 208(c) if that information independent technicians perform up to for Service Information Availability?
is provided (directly or indirectly) by 80% of all vehicle service and repairs
the manufacturer to its franchised 1. What Information Is Proposed To Be
once a vehicle exceeds the manufacturer Made Available by OEMs?
dealers or other persons engaged in the warranty period.69 On the above 14,000
repair, diagnosing or servicing of motor Today’s action proposes a provision
pound side, the 1997 U.S. Census
vehicles. that requires OEMs to make available to
Bureau Vehicle Inventory and Use
On June 27, 2003 EPA published a any person engaged in the repairing or
Survey, estimated that 25 percent of the
final rulemaking (68 FR 38428) which servicing of heavy-duty motor vehicles
general maintenance and over 30
set forth the Agency’s service or motor vehicle engines above 14,000
percent of the major overhaul on heavy-
information regulations for light- and pounds all information necessary to
duty vehicles was performed by the
heavy-duty vehicles and engines below make use of the OBD systems and any
independent sector. According to the
14,000 pounds GVWR. These information for making emission-related
Census Bureau, these values represent a
regulations, in part, required each- repairs, including any emissions-related
16.7 percent increase in general
covered Original Equipment information that is provided by the
maintenance and a 6.2 percent increase
Manufacturer (OEM) to do the OEM to franchised dealers beginning
in major overhaul from 1992. Trucks

following: (1) OEMs must make full text with MY2010. We are proposing that
and Parts Service Magazine provides the
emissions-related service information this information includes, but is not
following information on the breakdown
available via the World Wide Web. (2) limited to, the following:
OEMs must provide equipment and tool 69 Motor and Equipment Manufacturers (1) Manuals, technical service
companies with information that allows Association, Automotive Industry Status Report, bulletins (TSBs), diagrams, and charts
them to develop pass-through 1999. (the provisions for training materials,
including videos and other media are (12) Any other information relevant to heavy-duty arena, EPA also requests
discussed in Sections II.C.3 and II.C.4 the diagnosis and completion of an comment and what lead-time might be
below. emissions-related repair. This needed to meet EPA’s goal of not relying
(2) A general description of the information includes, but is not limited on special tools or processes to perform
operation of each monitor, including a to, information needed to start the reinitialization.
description of the parameter that is vehicle when the vehicle is equipped Information for making emission-
being monitored. with an anti-theft or similar system that related repairs does not include
(3) A listing of all typical OBD disables the engine described below in information used to design and
diagnostic trouble codes associated with paragraph (13). This information also manufacture parts, but may include
each monitor. includes any OEM-specific emissions- OEM changes to internal calibrations,
(4) A description of the typical related diagnostic trouble codes (DTCs) and other indirect information, as
enabling conditions for each monitor to and any related service bulletins, discussed below.
execute during vehicle operation, trouble shooting guides, and/or repair 2. What Are the Proposed Requirements
including, but not limited to, minimum procedures associated with these OEM- for Web-Based Delivery of the Required
and maximum intake air and engine specific DTCs. Information?
coolant temperature, vehicle speed (13) For vehicles below 14,000
range, and time after engine startup. A pounds, EPA requires that OEMs make a. OEM Web Sites
listing and description of all existing available computer or anti-theft system Today’s action proposes a provision
monitor-specific drive cycle information initialization information necessary for that would require OEMs to make
for those vehicles that perform misfire, the proper installation of on-board available in full-text all of the
fuel system, and comprehensive computers on motor vehicles that information outlined above, on
component monitoring. employ integral vehicle security systems individual OEM Web sites. Today’s
(5) A listing of each monitor or the repair or replacement of any other action further proposes that each OEM
sequence, execution frequency and emission-related part. We did not launch their individual Web sites with
typical duration. finalize a provision that would require the required information within 6
(6) A listing of typical malfunction OEMs to make this information months of publication of the final rule
thresholds for each monitor. available on the OEM’s Web site unless for all 2010 and later model year
(7) For OBD parameters that deviate they chose to do so. However, we did vehicles. The only proposed exceptions
from the typical parameters, the OBD finalize a provision requiring that the to the full-text requirements are training
description shall indicate the deviation OEM’s Web site contain information on information, anti-theft information, and
for the vehicles it applies to and provide alternate means for obtaining the indirect information.
a separate listing of the typical values information and/or ability to perform
for those vehicles. reintialization. EPA is proposing to b. Timeliness and Maintenance of
(8) Identification and scaling expand this provision to OEMs for Information on OEM Web Sites
information necessary to interpret and vehicles above 14,000 pounds and Today’s action proposes a provision
understand data available to a generic requests comment on the prevalence of that would require OEMs to make
scan tool through Diagnostic Message 8 this type of repair, the means and available the required information on
pursuant to SAE Recommended Practice methods for performing this type of their Web site within six months of
J1939–73, which is incorporated by repair and the need to extend this model introduction. After this six
reference in section X. provision to the heavy-duty industry. month period, we propose that the
(9) For vehicles below 14,000 pounds, In addition, EPA’s current service required information for each model
EPA requires that any information information rules require that, must be available and updated on the
related to the service, repair, installation beginning with the 2008 model year, all OEM Web site at the same time it is
or replacement of parts or systems OEM systems will be designed in such available by any means to their dealers.
developed by third party (Tier 1) a way that no special tools or processes For vehicles under 14,000 pounds,
suppliers for OEMs, to the extent they will be necessary to perform re- EPA finalized a provision that OEMs
are made available to franchise initialization. In other words, EPA maintain the required information in
dealerships. EPA believes that Tier 1 expects that the re-initialization of full text on their Web sites for at least
suppliers are an important element of vehicles can be completed with generic 15 years after model introduction. After
the market related to vehicles below aftermarket tools, a pass-through device, this fifteen-year period, OEMs can
14,000 pounds and EPA is requesting or an inexpensive OEM-specific cable. archive the required service
comment on the role that Tier 1 EPA finalized this provision for vehicles information, but it must be made
suppliers play in the heavy-duty market below 14,000 pounds to prevent the available upon request, in a format of
above 14,000 pounds and the need to need for aftermarket service providers to the OEM’s choice (e.g. CD–ROM). Given
extend this provision to the heavy-duty invest in expensive OEM-specific or the significantly longer lifetime of
industry above 14,000 pounds. specialty tools to complete an heavy-duty vehicles and engines above
(10) Any information on other emissions-related repair that does not 14,000 pounds, EPA requests comment
systems that can directly effect the occur very frequently, but does in fact on the need to require that the required
emission system within a multiplexed occur. In the June 2003 final rule, EPA information be required to remain on
system (including how information is gave OEMs a significant amount of lead the Web sites for a longer period of time.
sent between emission-related system time to either separate the need for
modules and other modules on a reinitialization from an emissions c. Accessibility, Reporting and
multiplexed bus), related repair or otherwise redesign the Performance Requirements for OEM
(11) Any information regarding any reinitialization process in such a way Web Sites
system, component, or part of a vehicle that it does not require the use of special Performance reports that adequately
monitored by the OBD system that tools. EPA requests comment on the demonstrate that their individual Web
could in a failure mode cause the OBD need for such a provision for the above sites meets the requirements outlined in
system to illuminate the malfunction 14,000 pound market. To the extent that Section C(1) above will be submitted to
indicator light (MIL). such a provision may be needed for the the Administrator annually or upon
request by the Administrator. These to access that OEM’s Web site, search including any payment that is
reports shall also indicate the for the information they need, and incorporated in other fees paid by a
performance and effectiveness of the purchase and/or print it for a set fee. dealer, such as franchise fees. In
Web sites by using commonly used addition, we propose that the OEM must
(3) Long-Term Access
Internet statistics (e.g. successful describe the information that is
requests, frequency of use, number of OEMs shall provide long-term access provided to dealers, including the
subscriptions purchased, etc). EPA will for a period of 365 days whereby an nature of the information (e.g., the
issue additional direction in the form of aftermarket service provider will be able complete service manual), etc.; whether
official manufacturer guidance to to access that OEM’s Web site, search dealers have the option of purchasing
further specify the process for for the information they need, and less than all of the available
submitting reports to the Administrator. purchase and/or print it for a set fee. information, or if purchase of all
In addition, EPA is proposing a In addition, for each of the tiers, we information is mandatory; the number
provision that requires OEMs to launch propose that OEMs make their entire of branded dealers who currently pay
Web sites that meet the following site accessible for the respective period for this service information; and
performance criteria: of time and price. In other words, we whether this information is made
(1) OEM Web sites shall possess propose that an OEM may not limit any available to any persons at a reduced or
sufficient server capacity to allow ready or all of the tiers to just one make or one no cost, and if so, identification of these
access by all users and have sufficient model. persons and the reason they receive the
downloading capacity to assure that all EPA finalized the three-tiered information at a reduced cost.
users may obtain needed information information access approach in our June (2) The price the manufacturer
without undue delay; 2003 rulemaking to accommodate the currently charges persons other than
(2) Broken Web links shall be wide variety of ways in which EPA branded dealers for service information.
corrected or deleted weekly. believes aftermarket service providers The OEM must describe the information
(3) Web site navigation does not utilize service information. On the that is provided, including the nature of
require a user to return to the OEM under 14,000 side, aftermarket the information (e.g., the complete
home page or a search engine in order technicians approach the service of service manual, emissions control
to access a different portion of the site. vehicles anywhere from servicing any service manual), etc.; and the number of
(4) It is also proposed that any make or model that comes into their persons other than branded dealers to
manufacturer-specific acronym or shops to specializing in one particular whom the information is supplied.
abbreviation shall be defined in a manufacturer. In addition, EPA believes (3) The estimated number of persons
glossary webpage which, at a minimum, that there are other parties such as ‘‘do- to whom the manufacturer would be
is hyperlinked by each webpage that it-yourself’’ mechanics or Inspection/ expected to provide the service
uses such acronyms and abbreviations. Maintenance programs that may be information following implementation
OEMs may request Administrator interested in accessing such OEM web- of today’s requirements. If the
approval to use alternate methods to sites. In addition, aftermarket service manufacturer is proposing a fee
define such acronyms and providers for vehicles below 14,000 structure with different access periods
abbreviations. The Administrator shall pounds also relay on third party (e.g., daily, monthly and annual
approve such methods if the motor information consolidation entities such periods), the manufacturer must
vehicle manufacturer adequately as Mitchell or All Data to supplement estimate the number of users who
demonstrates that the method provides OEM-specific information. These would be expected to subscribe for the
equivalent or better ease-of-use to the factors, in addition to the fact that there different access periods.
Web site user. are approximately 25ish (check this A complete list of the proposed
(5) Indicates the minimum hardware number) light-duty vehicle criteria for establishing reasonable cost
and software specifications required for manufacturers, led EPA to the can be found in the proposed regulatory
satisfactory access to the Web site(s). conclusion that a tiered approach to language for this final rule. We are also
Web site access was necessary to ensure proposing that, subsequent to the
d. Structure and Cost of OEM Web Sites maximum availability to the launch of the OEM Web sites, OEMs
In addition to the proposed aftermarket. EPA requests comment on would be required to notify the
requirements described above, EPA is the nature of aftermarket service for the Administrator upon the increase in
proposing that OEMs establish a three- heavy-duty above 14,000 pound price of any one or all of the tiers of
tiered approach for the access to their industry and the need for a tiered twenty percent or more accounting for
Web-based service information. These approach to information availability. inflation or that sets the charge for end-
three tiers are proposed to include, but Today’s action also proposes that, user access over the established price
are not limited to short-term, mid-term, prior to the official launch of OEM Web guidelines discussed above, including a
and long-term access to the required sites, each OEM will be required to justification based on the criteria for
information. present to the Administrator a specific reasonable cost as established by this
outline of what will be charged for regulation.
(1) Short-Term Access access to each of the tiers. We are Throughout the history of the current
OEMs shall provide short-term access further proposing that OEMs must service information regulations, the
for a period of 24–72 hours whereby an justify these charges, and submit to the price of service information and how
aftermarket service provider will be able Administrator information on the price impacts the availability of service
to access that OEM’s Web site, search following parameters, which include information has been a source of
for the information they need, and but are not limited to, the following: significant debate and discussion. In
purchase and/or print it for a set fee. (1) The price the manufacturer looking at the legislative history that led
currently charges their branded dealers to the inclusion of the service
(2) Mid-Term Access for service information. At a minimum, information mandate in the Clean Air
OEMs shall provide mid-term access this must include the direct price Act Amendments of 1990, it is clear that
for a period of 30 days whereby an charged that is identified exclusively as Congress did not intend for the pricing
aftermarket service provider will be able being for service information, not of information to be an artificial barrier
to access. Further, Congress did not available information with a title that development by third party information
intend for information access charges to adequately describes the contents of the providers such as Mitchell and All-data.
become a profit center for OEMs. document to which it refers. In the Third-party information providers will
However, EPA has interpreted that alternate, OEMs may allow for the license OEM service information and
Congress did intend for OEMs to be able ordering of information directly from consolidate that information for sale to
to recover reasonable costs for making their Web site, or from a Web site the aftermarket. In the June 2003 final
information available. Since the initial hyperlinked to the OEM Web site. We rule, EPA finalized a provision that will
implementation of the service also propose that OEMs be required to require OEMs who currently have, or in
information requirements beginning list a phone number and address where the future engage in, licensing or
with original 1995 final rulemaking, aftermarket service providers can call or business arrangements with third party
EPA has continued to refine the write to obtain the desired information. information providers, as defined in the
provisions regulating the cost of service We also propose that OEMs must also regulations, to provide information to
to try to balance the Congressional provide the price of each item listed, as those parties in an electronic format in
intent while understanding that OEMs well as the price of items ordered on a English that utilizes non-proprietary
should be able to recover reasonable subscription basis. To the extent that software. Further, EPA required that any
costs for making the required any additional information is added or OEM licensing or business arrangements
information available to the aftermarket. changed for these model years, OEMs with third party information providers
In fact, the relatively prescriptive nature shall update the index as appropriate. are subject to fair and reasonable cost
of some of the requirements stem OEMs will be responsible for ensuring requirements. Lastly, we expect that
directly from instances on the light-duty that their information distributors do so OEMs will develop pricing structures
side where, in the past, we believe some within one regular business day of for access to this information that make
manufacturers deliberately priced received the order. Items are less than it affordable to any third party
access to information in such a way that 20 pages (e.g. technical service information providers with which they
effectively made it unavailable to the bulletins) shall be faxed to the requestor do business. EPA proposes to extend
aftermarket. The provisions being and distributors are required to deliver these provisions to the heavy-duty
proposed today regarding the pricing of the information overnight if requested vehicle and engine manufacturers
service information reflect many years and paid for by the ordering party. beginning with the 2010 model year.
of implementation experience, debate, h. Small Volume Provisions for OEM However, EPA is specifically
and discussion on the light-duty side Web Sites requesting comment on what role third-
and EPA specifically requests comment party consolidated information plays in
from heavy-duty aftermarket service In the July 2003 final rulemaking, the heavy-duty aftermarket. Further,
providers on current state of pricing of EPA finalized a provision to provide EPA requests comment on the need for
OEM heavy-duty service information flexibility for small volume OEMs. In these, or additional provisions, related
and what else EPA should consider for particular, EPA finalized a provision to third-party information providers.
heavy-duty that might be different from that requires OEMs who are issued
light-duty. certificates of conformity with total 4. What Requirements are Being
annual sales of less than one thousand Proposed for the Availability of Training
e. Hyperlinking to and From OEM Web vehicles are be exempt from the full-text Information?
Sites Internet requirements, provided they a. Purchase of Training Materials for
Today’s action proposes a provision present to the Administrator and obtain OEM Web Sites
that requires OEMs to allow direct approval for an alternative method by
simple hyperlinking to their Web sites which emissions-related information In the light-duty service information
from government Web sites and from all can be obtained by the aftermarket or final rule, EPA finalized two provisions
automotive-related Web sites, such as other interested parties. EPA also for access to OEM emissions-related
aftermarket service providers, finalized a provision giving OEMs with training. First, OEMs are required to
educational institutions, and automotive total annual sales of less than five make available for purchase on their
associations. thousand vehicles an additional 12 Web sites the following items: Training
months to launch their full-text Web manuals, training videos, and
f. Administrator Access to OEM Web sites. interactive, multimedia CD’s or similar
Sites These small-volume flexibilities are training tools available to franchised
Today’s action proposes a provision limited to the distribution and dealerships. Second, we finalized a
that requires that the Administrator availability of service information via provision that OEMs who transmit
shall have access to each OEM Web site the World Wide Web under paragraph emissions-related training via satellite
at no charge to the Agency. The (4) of the regulations. All OEMs, or the Internet must tape these
Administrator shall have access to the regardless of volume, must comply with transmissions and make them available
site, reports, records and other all other provisions as finalized in this for purchase on their Web sites within
information as provided by sections 114 rulemaking. EPA is requesting comment 30 days after the first transmission to
and 208 of the Clean Air Act and other on the existence of small volume OEMs franchised dealerships. Further, all of
provisions of law. in the heavy-duty arena and the need for the items included in this provision
any provisions relating to small volume must be shipped within 24 hours of the
g. Other Media order being placed and are to be made
OEMs.
We are proposing a provision which available at a reasonable price. We also
would require OEMs to make available 3. What Provisions Are Being Proposed finalized a provision that will allow for
for ordering the required information in for Service Information for Third Party an exception to the 24 hour shipping
some format approved by the Information Providers? requirement in those circumstances
Administrator directly from their Web The nature of the light-duty where orders exceed supply and
site after the proposed full-text window aftermarket service industry is such that additional time is needed by the
of 15 years has expired. It is proposed they rely to a great extent on distributor to reproduce the item being
that each OEM shall index their consolidated service information that is ordered. For subsequent model years,
the required information must be made 5. What Requirements Are Being b. Distribution of Enhanced Diagnostic
available for purchase within three Proposed for Reprogramming of Information
months of model introduction, and then Vehicles? Today’s action proposes a provision
be made available at the same time it is that will require the above information
The 2003 final rule required that
made available to franchised for generic and enhanced diagnostic
light-duty OEMs comply with SAE
dealerships. information be provided to aftermarket
J2534, ‘‘Recommended Practice for Pass-
EPA is proposing to extend these Thru Vehicle Programming’’. EPA tool and equipment companies with
provisions to the heavy-duty industry understands that the heavy-duty whom appropriate licensing,
and requests comment on the need to so industry has a similar standard in place contractual, and confidentiality
or to develop other provisions that is similar to SAE J2534 agreements have been arranged. This
pertaining to the availability of training specification for reprogramming. information shall be made available in
information for the heavy-duty Therefore, today’s action proposes two electronic format using common
aftermarket. options for pass-thru reprogramming. document formats such as Microsoft
We are proposing that heavy-duty OEMs Excel, Adobe Acrobat, Microsoft Word,
b. Third Party Access to OEM Training etc. Further, any OEM licensing or
Material comply with SAE J2534 beginning with
2010 model year. In the alternate, business arrangements with equipment
In the light-duty final rule, we also heavy-duty OEMs may comply with the and tool companies are subject to a fair
finalized a provision that requires OEMs Technology and Maintenance Council’s and reasonable cost determination.
Recommended Practice RP1210a, 7. What Requirements Are Being
who utilize Internet and satellite
‘‘Windows Communication API,’’ July Proposed for the Availability of OEM-
transmissions to present emissions-
1999 beginning in the 2010 model year. Specific Diagnostic Scan Tools and
related training to their dealerships to
We will also propose a provision that Other Special Tools?
make these same transmissions
available to third party training will require that reprogramming a. Availability of OEM-Specific
providers. In this way, we believe we information be made available within 3 Diagnostic Scan Tools
are providing at least one opportunity months of vehicle introduction for new Today’s action proposes a provision
for aftermarket technicians to receive models. that OEMs must make available for sale
similar emissions-related training 6. What Requirements are Being to interested parties the same OEM-
information as provided to dealerships, Proposed for the Availability of specific scan tools that are available to
thus furthering the goals and letter of Enhanced Information for Scan Tools franchised dealerships, except as
section 202(m)(5). This requirement for Equipment and Tool Companies? discussed below. It is proposed that
only requires OEMs to provide the same these tools shall be made available at a
information to legitimate aftermarket a. Description of Information That Must fair and reasonable price. It is also
training providers as is provided to Be Provided proposed, that these tools shall also be
dealerships and aftermarket service Today’s action proposes a provision made available in a timely fashion
providers. It is not a requirement to that requires OEMs to make available to either through the OEM Web site or
license OEM copyrighted materials to equipment and tool companies all through an OEM-designated
these entities. generic and enhanced information, intermediary.
OEMs may take reasonable steps to including bi-directional control and b. Decontenting of OEM-Specific
protect their copyright to the extent data stream information. In addition, it Diagnostic Scan Tools
some or all of this material may be is proposed that OEMs must make
copyrighted and may refuse to do available the following information. Today’s action proposes a provision
business with any party that does not (i) The physical hardware that requires OEMs who opt to remove
agree to such steps. However, we do requirements for data communication non-emissions related content from
expect OEMs to use fair business (e.g. system voltage requirements, cable their OEM-specific scan tools and sell
practices in its dealings with these third them to the persons specified in
terminals/pins, connections such as
parties, in keeping with the ‘‘fair and paragraph (g)(2)(i) and (f)(2)(i) of the
RS232 or USB, wires, etc.).
reasonable price’’ requirements in these regulatory language for this final rule
(ii) ECU data communication (e.g. shall adjust the cost of the tool
regulations. OEMs may not charge serial data protocols, transmission speed accordingly lower to reflect the
unreasonable up-front fees for access to or baud rate, bit timing requirements, decreased value of the scan tool. It is
these transmissions, but OEMs may etc.). proposed that all emissions-related
require a royalty, percentage or other (iii) Information on the application content that remains in the OEM-
arranged fee based limits of on a per-use physical interface (API) or layers. (i.e., specific tool shall be identical to the
or enrollment subscription basis. processing algorithms or software information that is contained in the
EPA requests comment on the need to design descriptions for procedures such complete version of the OEM-specific
expand the light-duty requirements to as connection, initialization, and tool. Any OEM who wishes to
the heavy-duty sector. EPA also requests termination). implement this option must request
comments on any additional provisions (iv) Vehicle application information approval from the Administrator prior
it should consider to ensure that heavy- or any other related service information to the introduction of the tool into
duty aftermarket service providers and such as special pins and voltages or commerce.
trainers have sufficient access to OEM additional vehicle connectors that
training information at a fair and require enablement and specifications c. Availability of Special Tools
reasonable price. EPA also requests for the enablement. The 2003 final rule precluded light-
comments on the types of training that (v) Information that describes which duty OEMs from using special tools to
is currently development by heavy-duty interfaces, or combinations of interfaces, extinguish the malfunction indicator
OEMs and what processes may already from each of the categories as described light (MIL) beginning with model year
be in place for availability to the in paragraphs (g)(12)(vii)(A) through (D) 2004. For model years 1994 through
aftermarket. of the regulatory language. 2003, the final rule required OEMs who
currently require such tools to estimated for the 2007HD highway emissions from heavy-duty vehicles at
extinguish the MIL must release the program. Inherent in those estimates is present standards (including the
necessary information to equipment and an understanding that, while emissions MY2004 standards). The controlled case
tool companies to design a comparable control systems sometimes malfunction, represents the future emissions from
generic tool. We also required that this they presumably are repaired in a timely heavy-duty vehicles once the new 2007/
information shall be made available no manner. Today’s proposed OBD 2010 standards are implemented. A
later than one month following the requirements would provide substantial detailed analysis of the emissions
effective date of the Final Rule. EPA tools to assure that our presumption reductions associated with the 2007/
requests comment on this or other will be realized by helping to ensure 2010 HD highway standards is
special tools that may be unique to the that emission control systems continue contained in the Regulatory Impact
heavy-duty industry and on the need for to operate properly throughout their life. Analysis for that final rule.70 The results
provisions covering these tools. We believe that the OBD requirements of that analysis are presented in Table
8. Which Reference Materials are Being proposed today would lead to more
V.A–1 and in Figures V.A–1 through
Proposed for Incorporation by repairs of malfunctioning or
V.A–3.
Reference? deteriorating emission control systems,
and may also lead to emission control
Today’s action will finalize a systems that are more robust throughout TABLE V.A–1.—ANNUAL EMISSIONS
provision requiring that OEMs comply the life of the engine and less likely to REDUCTIONS ASSOCIATED WITH THE
with the following SAE Recommended trigger illumination of MILs. The 2007HD HIGHWAY PROGRAM
Practices. requirements would therefore provide [thousand short tons]
(1) SAE Recommended Practice J2403 greater assurance that the emission
(October 1998), ‘‘Medium/Heavy-Duty reductions expected from the Clean Year NOX PM NMHC
EE Systems Diagnosis Nomenclature’’ Diesel Trucks and Buses program will
beginning with the 2010 model year. actually occur. Viewed from another 2007 .................. 58 11 2
(2) SAE Recommended Practice J2534 perspective, while the OBD 2010 .................. 419 36 21
(February, 2002), ‘‘Recommended requirements would not increase the 2015 .................. 1,260 61 54
Practice for Pass-Thru Vehicle emission reductions that we estimated 2020 .................. 1,820 82 83
Reprogramming’’. EPA will require that for the 2007HD highway rule, they 2030 .................. 2,570 109 115
OEMs comply with SAE J2534 would be expected to lead to actual
beginning with the 2010 model year. emission reductions in-use compared
(3) SAE Recommended Practice
with a program with no OBD system.
J1939–73.
(4) ISO/DIS 15031–5 April 30, 2002. The costs associated with HDOBD
were not fully estimated in the 2007HD
V. What Are the Emissions Reductions highway rule. Those costs are more fully
Associated With the Proposed OBD considered in section VI of this
Requirements? preamble. These newly developed
In the 2007HD highway rule, we HDOBD costs are added to those costs
estimated the emissions reductions we estimated for the 2007/2010 standards
expected to occur as a result of the and a new set of costs for those
emissions standards being made final in standards are presented in section VII.
the rule. Since the OBD requirements Section VII also calculates a new set of
contained in today’s proposal are costs per ton associated with the 2007/
considered by EPA to be an important 2010 standards which include the
element of the 2007HD highway previously estimated costs and
program and its ultimate success, rather emissions reductions for the 2007/2010
than a new element being included as standards and the newly estimated costs
an addition to that program, we are not associated with today’s HDOBD
estimating emissions reductions proposal.
associated with today’s proposal. Here we present the emission benefits
Instead, we consider the new 2007/2010 we anticipate from heavy-duty vehicles
tailpipe emissions standards and fuel as a result of our 2007/2010 NOX, PM,
standards to be the drivers of emissions and NMHC emission standards for
reductions and HDOBD to be part of the heavy-duty engines. The graphs and
assurance we all have that those tables that follow illustrate the Agency’s 70 Regulatory Impact Analysis: Heavy-Duty
emissions reductions are indeed projection of future emissions from Engine and Vehicle Standards and Highway Diesel
realized. Therefore, this analysis heavy-duty vehicles for each pollutant. Fuel Sulfur Control Requirements; EPA420–R–00–
presents the emissions reductions The baseline case represents future 026; December 2000.
EP24JA07.002</GPH>
EP24JA07.001</GPH>
BILLING CODE 6560–50–C capital tied up in inventory. We adopted here and point the reader to the
There were additional estimated this same approach to markups in the technical support document for details.
emissions reductions associated with 2007HD highway rule and our more We request comment on all aspects of
the 2007HD highway rule—namely CO, recent Nonroad Tier 4 rule based on our cost analysis.
SOX, and air toxics. We have not industry input.
presented those additional emissions A. Variable Costs for Engines Used in
reductions here since, while HDOBD Fixed costs considered here are those Vehicles Over 14,000 Pounds
will identify malfunctions and hasten for research and development (R&D),
The variable costs we have estimated
their repair with the result of reducing certification, and production evaluation
represent those costs associated with
all emissions constituents, these testing. The fixed costs for engine R&D
various sensors that we believe would
additional emissions are not those are estimated to be incurred over the
have to be added to the engine to
specifically targeted by OBD systems. four-year period preceding introduction
provide the required OBD monitoring
of the engine. The fixed costs for
VI. What Are the Costs Associated With capability. For the 2010 model year, we
certification include costs associated
the Proposed OBD Requirements? believe that upgraded computers and
with demonstration testing of OBD the new sensors needed for OBD would
Estimated engine costs are broken into parent engines including the ‘‘limit’’ result in costs to the buyer of $40 and
variable costs and fixed costs. Variable parts used to demonstrate detection of $50 for diesel and gasoline engines,
costs are those costs associated with any malfunctions at or near the applicable respectively. For the 2013 model year,
new hardware required to meet the OBD thresholds, and generation of we have included costs associated with
proposed requirements, the associated certification documentation. Production the dedicated MIL and its wiring
assembly time to install that hardware, evaluation testing includes testing real resulting in a hardware cost to the buyer
and the increased warranty costs world products for standardization of $50 and $60 for both diesel and
associated with the new hardware. features, monitor function, and gasoline engines, respectively. By
Variable costs are additionally marked performance ratios. The certification multiplying these costs per engine by
up to account for both manufacturer and costs are estimated to be incurred one the projected annual sales we get annual
dealer overhead and carrying costs. The year preceding introduction of the costs of around $40–50 million for
manufacturer’s carrying cost was engine while the production evaluation diesel engines and $3–4 million for
estimated to be four percent of the direct testing is estimated to occur in the same gasoline engines, depending on sales.
costs to account for the capital cost of year as introduction. The 30 year net present value of the
the extra inventory and the incremental The details of our cost analysis are annual variable costs would be $666
costs of insurance, handling, and contained in the technical support million and $352 million at a three
storage. The dealer’s carrying cost was document which can be found in the percent and a seven percent discount
estimated to be three percent of their docket for this rule.71 We have only rate, respectively. These costs are
direct costs to account for the cost of summarized the results of that analysis summarized in Table VI.A–1.
EP24JA07.003</GPH>
NPRM, EPA420–D–06–006, Docket ID# EPA–HQ–

OAR–2005–0047–0008.
TABLE VI.A–1.—OBD VARIABLE COSTS FOR ENGINES USED IN VEHICLES OVER 14,000 POUNDS
[All costs in $millions except per engine costs; 2004 dollars]
Diesel Gasoline Total
Cost per engine (2010–2012) .................................................................................................................. $40 $50 n/a

Cost per engine (2013+) .......................................................................................................................... 50 60 n/a
Annual Variable Costs in 2010 a .............................................................................................................. 14 1 $15
Annual Variable Costs in 2013 a .............................................................................................................. 38 3 40
Annual Variable Costs in 2030 a .............................................................................................................. 48 4 52
30 year NPV at a 3% discount rate ........................................................................................................ 620 47 666
30 year NPV at a 7% discount rate ........................................................................................................ 328 25 352
a Annual variable costs increase as projected sales increase.
B. Fixed Costs for Engines Used in of durability engines (i.e., the OBD The R&D costs we have estimated were
Vehicles Over 14,000 Pounds parent engines), the costs associated totaled and then spread over the four
We have estimated fixed costs for with generating the ‘‘limit’’ parts that year period prior to implementation of
research and development (R&D), are required to demonstrate OBD the requirements for which the R&D is
certification, and production evaluation detection at or near the applicable conducted. By 2013, all of the R&D work
testing. The R&D costs include the costs emissions thresholds, and the costs would be completed in advance of 100
to develop the computer algorithms associated with generating the necessary percent compliance in 2013; hence, R&D
required to diagnose engine and certification documentation. Production costs are zero by 2013. Certification
emission control systems, and the costs evaluation testing costs included the costs are higher in 2013 than in 2010
for applying the developed algorithms costs associated with the three types of because 2010 requires one engine family
to each engine family and to each production testing: standardization to comply while 2013 requires all
variant within each engine family. R&D features, monitor function, and engine families to comply. The 30 year
costs also include the testing time and performance ratios. net present value of the annual fixed
effort needed to develop and apply the Table VI.B–1 summarizes the R&D, costs would be $291 million and $241
OBD algorithms. The certification costs certification, and production evaluation million at a three percent and a seven
include the costs associated with testing testing costs that we have estimated. percent discount rate, respectively.
TABLE VI.B–1.—OBD FIXED COSTS FOR ENGINES USED IN VEHICLES OVER 14,000 POUNDS
[All costs in $millions; 2004 dollars]
Diesel Gasoline
Certification Certification
R&D Subtotal R&D Subtotal Total
& PE testing & PE testing
Annual OBD Fixed Costs in given

years:
2010 ...................................... $51 $0.2 $52 $0.9 <$0.1 $1 $53
2013 ...................................... 0 0.4 0.4 0 <0.1 <0.1 0.4
2030 ...................................... 0 3 3 0 <0.1 <0.1 3
30 year NPV at the given dis-
count rate:
3 percent ............................... $263 $17 $280 $10 $0.3 $10 $291
7 percent ............................... 223 10 232 9 0.2 9 241
C. Total Costs for Engines Used in seven percent discount rate, engines. Including the cost for the diesel
Vehicles Over 14,000 Pounds respectively. These costs are much fuel changes resulted in 30 year net
The total OBD costs for engines used lower than the 30 year net present value present value costs for that rule of $70
in vehicles over 14,000 pounds are costs estimated for the 2007HD highway billion and $42 billion at a three percent
summarized in Table VI.C–1. As shown emissions standards which were $25 and a seven percent discount rate,
in the table, the 30 year net present billion and $15 billion at a three percent respectively. See section VII for more
value cost is estimated at $1 billion and and a seven percent discount rate, details regarding the cost estimates from
$594 million at a three percent and a respectively, for diesel and gasoline the 2007HD highway final rule.
TABLE VI.C–1.—OBD TOTAL COSTS TABLE VI.D–1.—TOTAL OBD COSTS done so and those costs are presented in
FOR ENGINES USED IN VEHICLES FOR 8,500 TO 14,000 POUND DIE- section VI.
OVER 14,000 POUNDS SEL APPLICATIONS Here we present the OBD costs as part
of the greater 2007HD highway program.
[All costs in $millions; 2004 dollars] [All costs in $millions; 2004 dollars]
To do this, we present both the costs
Diesel Gasoline Total developed for that program and the
Diesel Gasoline Total
additional OBD costs presented in
Annual OBD Total Costs in given years Annual OBD Total Costs in given years section VI. We also calculate a new set
of costs per ton associated with the
2010 ...... $65 $2 $67 2010 ...... $0.1 $0 $0.1 2007/2010 standards which include the
2013 ...... 38 3 41 2013 ...... 0 0 0 previously estimated costs and
2030 ...... 51 4 55 2030 ...... 0.4 0 0.4 emissions reductions for the 2007/2010
30 year NPV at the given discount rate

standards and the newly estimated costs
30 year NPV at the given discount rate associated with today’s HDOBD
3% ......... 6 0 6 proposal.
3% ......... 900 57 957 7% ......... 5 0 5 Note that the costs estimates
7% ......... 560 34 594 associated with the 2007HD highway
VII. What are the Updated Annual program were done using 1999 dollars.
D. Costs for Diesel Heavy-Duty Vehicles Costs and Costs per Ton Associated We have estimated OBD costs in 2004
and Engines Used in Heavy-duty With the 2007/2010 Heavy-duty dollars. We consulted the Producer
Vehicles Under 14,000 Pounds Highway Program? Price Index (PPI) for ‘‘Motor vehicle
parts manufacturing-new exhaust
The total OBD costs for 8,500 to In the 2007HD highway rule, we system parts’’ developed by the Bureau
14,000 pound diesel applications are estimated the costs we expected to of Labor Statistics and found that the
summarized in Table VI.D–1. As shown occur as a result of the emissions PPI for such parts had actually
in the table, the 30 year net present standards being made final in that rule. decreased from 1999 to 2004.73 This
value cost is estimated at $6 million and As noted in section V, we consider the suggests that the cost to produce
$5 million at a three percent and a seven OBD requirements contained in today’s exhaust system parts has decreased
percent discount rate, respectively. proposal to be an important element of since 1999. For clarity, rather than
These costs represent the incremental the 2007HD highway program and its adjusting downward the 2007HD
costs of the proposed additional OBD ultimate success and not a new element highway program costs from 1999
requirements, as compared to our being included as an addition to that dollars, or adjusting upward the OBD
current OBD requirements, for 8,500 to program. In fact, without the proposed costs from 2004 dollars, we have chosen
14,000 pound diesel applications and OBD requirements we would not expect to present the 2007HD highway rule
do not represent the total costs for 8,500 the emissions reductions associated costs as they were presented in that
to 14,000 pound diesel OBD. We are with the 2007/2010 standards to be fully final rule alongside the OBD costs
proposing no changes to the 8,500 to realized because emissions control presented in section VI. In short, we are
14,000 pound gasoline requirements so, systems cannot be expected to operate ignoring the PPI effect in the following
therefore, have estimated no costs for without some need for repair which, tables.
absent OBD, may well never be done.
gasoline vehicles. Details behind these A. Updated 2007 Heavy-Duty Highway
However, as noted in section VI,
estimated costs can be found in the Rule Costs Including OBD
because we did not include an OBD
technical support document contained program in the 2007HD highway Table VII.A–1 shows the 2007HD
in the docket for this rule.72 program, we did not estimate OBD highway program costs along with the
related costs at that time. We have now estimated OBD related costs.
TABLE VII.A–1.—UPDATED 2007HD HIGHWAY PROGRAM COSTS, INCLUDING NEW OBD-RELATED COSTS, NET PRESENT
VALUE OF ANNUAL COSTS FOR THE YEARS 2006–2035
[All costs in $millions]
2007 HD Highway Final Rule

Updated
Gasoline Proposed
Discount rate total pro-
Diesel en- engine & Diesel fuel Original HD OBD gram costs
gine costs vehicle costs total costs
costs
3 percent .......................................................................... $23,721 $1,514 $45,191 $70,427 $963 $71,389

7 percent .......................................................................... 14,369 877 26,957 42,203 599 42,802
72 Draft Technical Support Document, HDOBD 73 See www.bls.gov/ppi; All other motor vehicle
NPRM, EPA420–D–06–006, Docket ID# EPA–HQ– parts mfg; Exhaust system parts, new; series ID
OAR–2005–0047–0008. PCU3363993363993; Base date 8812.
B. Updated 2007 Heavy-Duty Highway pollutant reduced. These numbers are regarding the split between NOX+NMHC
Rule Costs per Ton Including OBD straight from the 2007HD highway final and PM related costs.
Table VII.B–1 shows the 2007HD rule which contains the details
highway program costs per ton of
TABLE VII.B–1.—ORIGINAL 2007HD HIGHWAY PROGRAM COSTS, EMISSIONS REDUCTIONS, AND $/TON REDUCED
[Net present values are for annual costs for the years 2006–2035]
30 year NPV 30 year NPV

Discount rate Pollutant cost reduction $/ton
($billions) (million tons)
3 percent ................................ NOX+NMHC ............................................................................ 54.6 30.6 1,780

PM ........................................................................................... 16.0 1.4 11,790
7 percent ................................ NOX+NMHC ............................................................................ 34.9 16.2 2,150
PM ........................................................................................... 10.3 0.8 13,610
Table VII.B–2 shows the updated OBD costs, we have used a 50/50 ton of emissions reduced within the
2007HD highway program costs per ton allocation. As shown in Table VII.B–2, context of the 2007HD highway
of pollutant reduced once the new OBD the OBD costs associated with the program.
costs have been included. For the split proposed OBD requirements have little
between NOX+NMHC and PM-related impact on the overall costs and costs per
TABLE VII.B–2.—UPDATED 2007HD HIGHWAY PROGRAM COSTS, EMISSIONS REDUCTIONS, AND $/TON REDUCED
INCLUDING OBD RELATED COSTS
[Net present values are for annual costs for the years 2006–2035]
30 year NPV 30 year NPV

Discount rate Pollutant cost reduction $/ton
($billions) (million tons)
3 percent ................................ NOX+NMHC ............................................................................ 55.1 30.6 1,800

PM ........................................................................................... 16.5 1.4 12,210
7 percent ................................ NOX+NMHC ............................................................................ 35.2 16.2 2,170
PM ........................................................................................... 10.6 0.8 14,130
VIII. What Are the Requirements for contained within the engine. Examples vehicle manufacturers and a description
Engine Manufacturers? include the proposed requirements to of the method used by the engine
have a MIL in the instrument cluster manufacturer to ensure vehicle
A. Documentation Requirements
and a diagnostic connector in the cab manufacturers adhere to the provided
The OBD system certification compartment. As is currently done by installation specifications (e.g., required
requirements would require the engine manufacturers, a build audit procedures or signed agreements
manufacturers to submit OBD system specification is provided to vehicle to adhere to the requirements). We are
documentation that represents each manufacturers detailing mechanical and requiring that this information be
engine family. The certification electrical specifications that must be submitted to us to provide a reasonable
documentation would be required to adhered to for proper installation and level of verification that the proposed
contain all of the information needed to use of the engine (and to maintain OBD requirements would indeed be
determine if the OBD system meets the compliance with emissions standards). satisfied. In summary, engine
proposed OBD requirements. The We expect engine manufacturers would manufacturers would be responsible for
proposed regulation lists the continue to follow this practice so that submitting a certification package that
information that would be required as the vehicle manufacturer would be able includes:
part of the certification package. If any to maintain compliance with the • A detailed description of all OBD
of the information in the certification proposed OBD regulations. Installation monitors, including monitors on signals
package is the same for all of a specifications would be expected to or messages coming from other modules
manufacturer’s engine families (e.g., the include instructions regarding the upon which the engine control unit
OBD system general description), the location, color, and display icon of the relies to perform other OBD monitors;
manufacturer would only be required to MIL (as well as electrical connections to and,
submit one set of documents each ensure proper illumination), location • A copy of the OBD-relevant
model year for such items that would and type of diagnostic connector, and installation specifications provided to
cover all of its engine families. electronic VIN access. During the vehicle manufacturers/chassis builders
While the majority of the proposed certification process, in addition to and the method used to reasonably
OBD requirements would apply to the submitting the details of all of the ensure compliance with those
engine and be incorporated by design diagnostic strategies and other specifications.
into the engine control module by the information required, engine As was discussed in the context of our
engine manufacturer, a portion of the manufacturers would be required to implementation schedule (see section
proposed OBD requirements would submit a copy of the OBD-relevant II.G.1), the proposed regulations would
apply to the vehicle and not be self- installation specifications provided to allow engine manufacturers to establish
OBD groups consisting of more than one we would need any data that supports C. Demonstration Testing
engine family with each having similar the criteria used to determine While the proposed certification
OBD systems. The manufacturer could malfunctions that cause emissions to documentation requirements discussed
then submit only one set of exceed the specified malfunction above would require manufacturers to
representative OBD information from thresholds (see Tables II.B–1 and II.C– submit technical details of each monitor
each OBD group. We anticipate that the 1). The manufacturer would have to (e.g., how each monitor worked, when
representative information would include data that demonstrates the the monitor would run), we would still
normally consist of an application from probability of misfire detection by the need some assurance that the
a single representative engine rating misfire monitor over the full engine manufacturer’s OBD monitors are
within each OBD group. In selecting the speed and load operating range (for indeed calibrated correctly and are able
engine ratings to represent each OBD gasoline engines only) or the capability to detect a malfunction before an
group, consideration should be given to of the misfire monitor to correctly emissions threshold is exceeded. Thus,
the exhaust emission control identify a ‘‘one cylinder out’’ misfire for we are proposing that manufacturers
components for all engine families and each cylinder (for diesel engines only), conduct certification demonstration
ratings within an OBD group. For a description of all the parameters and testing of the major monitors to verify
example, if one engine family within an conditions necessary to begin closed- the malfunction threshold values. This
OBD group has additional emission loop fuel control operation (for gasoline testing would be required on one to
control devices relative to another engines only), closed-loop EGR control three demonstration engines per year.
family in the group (e.g., the first family (for diesel engines only), closed-loop Before receiving a certificate of
has a DPF+SCR while the second has fuel pressure control (for diesel engines compliance, the manufacturer would be
only a DPF), the representative rating only), and closed-loop boost control (for required to submit documentation and
should probably come from the first diesel engines only). We would also emissions data demonstrating that the
engine family. Manufacturers seeking to need a listing of all electronic major OBD monitors are able to detect
consolidate several engine families into powertrain input and output signals a malfunction when emissions exceed
one OBD group would be required to get (including those not monitored by the the emissions thresholds. On each
approval of the grouping prior to OBD system) that identifies which demonstration engine, this testing
submitting the information for signals are monitored by the OBD would consist of the following two
certification. system, and the emission data from the elements:
Two of the most important parts of OBD demonstration testing (as • Testing the OBD system with
the certification package would be the described below). Lastly, the ‘‘threshold’’ components (i.e.,
OBD system description and summary manufacturer would be expected to components that are deteriorated or
table. The OBD system description provide any other OBD-related malfunctioning right at the threshold
would include a complete written information necessary to determine the required for MIL illumination); and,
description for each monitoring strategy OBD compliance status of the • Testing the OBD system with
outlining every step in the decision- manufacturer’s product line. ‘‘worst case’’ components. This element
making process of the monitor, of the demonstration test would have to
including a general explanation of the B. Catalyst Aging Procedures
be done for the DPF and any NOX
monitoring conditions and malfunction aftertreatment system only.
criteria. This description should include For purposes of determining the
catalyst malfunction criteria for diesel By testing with both threshold
graphs, diagrams, and/or other data that components (i.e., the best performing
would help our compliance staff NMHC converting catalysts, SCR
catalysts, and lean NOX catalysts, and malfunctioning components) and with
understand how each monitor works worst case components (i.e., the worst
and interacts. The OBD summary table for gasoline catalysts, where those
catalysts are monitored individually, the performing malfunctioning
would include specific parameter components), we would be better able to
values. This table would provide a manufacturer must use a catalyst
deteriorated to the malfunction criteria verify that the OBD system should
summary of the OBD system perform as expected regardless of the
specifications, including: the using methods established by the
manufacturer to represent real world level of deterioration of the component.
component/system, the DTC identifying This could become increasingly
each related malfunction, the catalyst deterioration under normal and
malfunctioning engine operating important with new technology
monitoring strategy, the parameter used
conditions. For purposes of determining aftertreatment devices that could be
to detect a malfunction and the
the catalyst malfunction criteria for subject to complete failure (such as
malfunction criteria limits against
diesel NMHC converting catalysts, SCR DPFs) or even to tampering by vehicle
which the parameter is evaluated, any
catalysts, and lean NOX catalysts, and operators looking to improve fuel
secondary parameter values and the
for gasoline catalysts, where those economy or vehicle performance. We
operating conditions needed to run the
catalysts are monitored in combination believe that, given the likely
monitor, the time required to execute
with other catalysts, the manufacturer combinations of emissions control
and complete a monitoring event for
would have to submit their catalyst hardware, a diesel engine manufacturer
both a pass decision and a fail decision,
system aging and monitoring plan to the would likely need to conduct 8 to 10
and the criteria or procedure for
illuminating the MIL. In these tables, Administrator as part of their emissions tests per demonstration
manufacturers would be required to use certification documentation package. engine to satisfy these requirements and
a common set of engineering units to The plan would include the description, a gasoline engine manufacturer would
simplify and expedite the review emission control purpose, and location likely need to conduct five to seven
process. of each component, the monitoring emissions tests per demonstration

We are also proposing that the strategy for each component and/or engine.74
manufacturer submit a logic flowchart combination of components, and the 74 For diesel engines these would include: the
for each monitor that would illustrate method for determining the applicable fuel system; misfire (HCCI engines); EGR, turbo
the step-by-step decision process for malfunction criteria including the boost control, DPF, NOX adsorber or SCR system,
determining malfunctions. Additionally, deterioration/aging process. Continued
1. Selection of Test Engines with CARB staff and the manufacturer sensors; VVT; and any other monitor
To minimize the test burden on to determine the parent ratings so that that would fall within the discussion of
manufacturers, we are proposing that the same ratings are not acting as the section II.D.5.
this testing be done on only one to three parents every year. In other words, our Such ‘‘single fault’’ testing would
demonstration engines per year per definitions for the OBD parent ratings as require that, when performing a test for
manufacturer rather than requiring that discussed here apply only during the a specific parameter, that parameter
all engines be tested. Such an approach years 2010 through 2012 and again for must be operating at the malfunction
should still allow us to be reasonably the years 2013 through 2015. criteria limit while all other parameters
sure that manufacturers have calibrated Given the difficulty and expense in would be operating within normal
their OBD systems correctly on all of removing an in-use engine from a characteristics (unless the malfunction
their engines. This also spreads the test vehicle for engine dynamometer testing, prohibits some other parameter from
burden over several years and allows this demonstration testing would likely operating within its normal
manufacturers to better utilize their test represent nearly all of the OBD emission characteristics). Also, the manufacturer
cell resources. This approach is testing that would ever be done on these would be allowed to use computer
consistent with our approach to engines. Requiring a manufacturer who modifications to cause the specific
demonstration testing to existing is fully equipped to do such testing, and parameter to operate at the malfunction
emissions standards where a parent already has the engines on engine limit provided the manufacturer can
engine is chosen to represent each dynamometers for emission testing, to demonstrate that the computer
engine family and emissions test data test one to three engines per year would modifications produce test results
for only that parent engine are be a minimal testing burden that equivalent to an induced hardware
submitted to EPA.75 provides invaluable and, in a practical malfunction. Lastly, for each of these
The number of demonstration engines sense, otherwise unobtainable proof of testing requirements, wherever the
manufacturers would be required to test compliance with the OBD emissions manufacturer has established that only
would be aligned with the phase-in of thresholds. a functional check is required because
OBD in the 2010 and 2013 model years Regarding the selection of which no failure or deterioration of the specific
and based on the year and the total engine ratings would have to be tested component/system could result
number of engine families the demonstrated, manufacturers would be in an engine’s emissions exceeding the
manufacturer would be certifying for required to submit descriptions of all applicable emissions thresholds, the
that model year. Specifically, for the engine families and ratings planned for manufacturer would not be required to
2010 model year when a manufacturer the upcoming model year. We would perform a demonstration test. In such
is only required to implement OBD on review the information and make the cases, the manufacturer could simply
a single engine family, demonstration selection(s) in consultation with CARB provide the data and/or engineering
testing would be required on only one staff and the manufacturer. For each analysis used to determine that only a
engine (a single engine rating within the engine family and rating, the functional test of the component/system
one engine family). This would be the information submitted by the was required.
OBD parent rating as discussed in manufacturer would need to identify Manufacturers required to submit data
section II.G. For the 2013 model year, engine model(s), power ratings, from more than one engine rating would
manufacturers would be required to applicable emissions standards or be granted some flexibility by allowing
conduct demonstration testing on one to family emissions limits, emissions the data to be collected under less
three engines per year (i.e., one to three controls on the engine, and projected rigorous testing requirements than the
OBD parent ratings). The number of engine sales volume. Factors that would official FTP or SET certification test.
parent ratings would be chosen be used in selecting the one to three That is, for the possible second and
depending on the total number of engine ratings for demonstration testing third engine ratings required for
engine families certified by the include, but are not limited to, new demonstration testing, manufacturers
manufacturer. A manufacturer certifying versus old/carryover engines, emissions would be allowed to submit data using
one to five engine families in the given control system design, possible internal sign-off test procedures that are
year would be required to test one transition point to more stringent representative of the official FTP or SET
demonstration engine. A manufacturer emissions standards and/or OBD in lieu of running the official test.
certifying six to ten engine families in emissions thresholds, and projected Commonly used procedures include the
the given year would be required to test sales volume. use of engine emissions test cells with
two demonstration engines, and a less rigorous quality control procedures
2. Required Testing than those required for the FTP or SET
manufacturer certifying more than ten
engine families in the given year would Regarding the actual testing, the or the use of forced cool-downs to
be required to test three demonstration manufacturer would be required to minimize time between tests.
engines. For the 2016 and subsequent perform ‘‘single fault’’ testing using the Manufacturers would still be liable for
model years, we would work closely applicable test procedure and with the meeting the OBD emissions thresholds
appropriate components/systems set at on FTPs and/or SETs conducted in full
NMHC catalyst, exhaust gas sensors, VVT, and the manufacturer defined malfunction accordance with the Code of Federal
possible other emissions controls (see section criteria limits for the following Regulations. Nonetheless, this latitude
II.D.5). For gasoline engines these would include: monitors: would allow them to use some short-cut
the fuel system, misfire, EGR, cold start strategy, • For diesel engines: Fuel system; methods that they have developed to
secondary air system, catalyst, exhaust gas sensors,
VVT, and possible other emissions controls (see
misfire; EGR; turbo boost control; assure themselves that the system is
NMHC catalyst; NOX catalyst/adsorber; calibrated to the correct level without
section II.D.5). Some of these may require more

than one emissions test while others may not DPF; exhaust gas sensors; VVT; and any incurring the additional testing cost and
require any due to the use of a functional monitor other monitor that would fall within the burden of running the official FTP or
rather than an emissions threshold monitor.
75 For over 14,000 pound OBD, we are proposing
discussion of section II.D.5. SET on every demonstration engine.
a different definition of a ‘‘parent’’ engine than is
• For gasoline engines: Fuel system; For the demonstration engine(s), a
used for emissions certification. This is discussed misfire; EGR; cold start strategy; manufacturer would be required to use
at length in section II.G. secondary air; catalyst; exhaust gas an engine(s) aged for a minimum of 125
hours plus exhaust aftertreatment not allow all of a monitor’s enable request, a test engine and all test
devices aged to be representative of full conditions to be satisfied. equipment—e.g., malfunction
useful life. Manufacturers would be Manufacturers wanting to do so would simulators, deteriorated components—
expected to use, subject to approval, an be required to demonstrate the technical necessary to duplicate the
aging process that ensures that necessity for using their alternative test manufacturer’s testing.
deterioration of the exhaust cycle and that using it demonstrates that
D. Deficiencies
aftertreatment devices is stabilized the MIL would illuminate during in-use
sufficiently such that it properly operation with the malfunctioning Our under 14,000 pound OBD
represents the performance of the component. requirements have contained a
devices at the end of their useful life. deficiency provision for years. The OBD
4. Evaluation Protocol deficiency provision was first
3. Testing Protocol For all demonstration tests on parent introduced on March 23, 1995 (60 FR
We are proposing that the engines, we would expect that the MIL 15242), and was revised on December
manufacturer be allowed to use any would activate upon detecting the 22, 1998 (63 FR 70681). Consistent with
applicable test cycle for preconditioning malfunctioning system or component, that provision, we are proposing a
test engines prior to conducting each of and that it should occur before the end deficiency provision for over 14,000
the emissions tests discussed above. of the first engine start portion of the pound OBD. We believe that, like has
Additional preconditioning can be done emissions test. If the MIL were to occurred and even still occurs with
if the manufacturer has provided data activate prior to emissions exceeding under 14,000 pound OBD, some
and/or engineering analyses that the applicable malfunction criteria, no manufacturers will encounter
demonstrate that additional further demonstration would be unforeseen and generally last minute
preconditioning is necessary. required. With respect to the misfire problems with some of their OBD
The manufacturer would then set the monitor demonstration test, if the monitoring strategies despite having
system or component of interest at the manufacturer has elected to use the made a good faith effort to comply with
criteria limit(s) prior to conducting the minimum misfire malfunction criterion the requirements. Therefore, we are
applicable preconditioning cycle(s). If of one percent (as is allowed), then no proposing a provision that would permit
more than one preconditioning cycle is further demonstration would be certification of an over 14,000 pound
being used, the manufacturer may adjust required provided the MIL were to OBD system with ‘‘deficiencies’’ in
the system or component of interest illuminate during a test with an cases where a good faith effort to fully
prior to conducting the subsequent implanted misfire of one percent. comply has been demonstrated. In
preconditioning cycle. However, the If the MIL does not activate when the making deficiency determinations, we
manufacturer may not replace, modify, system or component being tested is set would consider the extent to which the
or adjust the system or component of at its malfunction criteria limits, then proposed OBD requirements have been
interest following the last the criteria limits or the OBD system satisfied overall based on our review of
preconditioning cycle. would not be considered acceptable. the certification application, the relative
After preconditioning, the test engine Retesting would be required with more performance of the given OBD system
would be operated over the applicable tightly controlled criteria limits (i.e., compared to systems that truly are fully
test cycle to allow for the initial recalibrated limits) and/or another compliant with the proposed OBD
detection of the tested system or suitable system or component that requirements, and a demonstrated good-
component malfunction. This test cycle would result in MIL activation. If the faith effort on the part of the
may be omitted from the testing criteria limits are recalibrated, the manufacturer to both meet the proposed
protocol if it is unnecessary. If required manufacturer would be required to requirements in full and come into full
by the designated monitoring strategy, a confirm that the systems and compliance as expeditiously as possible.
cold soak may be performed prior to components that were tested prior to We believe that having the proposed
conducting this test cycle. The test recalibration would still function deficiency provision is important
engine would then be operated over the properly and as required. because it would facilitate OBD
applicable exhaust emission test. implementation by allowing for
A manufacturer required to test more 5. Confirmatory Testing certification of an engine despite having
than one test engine may use internal We may choose to confirmatory test a a relatively minor shortfall. Note that we
calibration sign-off test procedures (e.g., demonstration engine to verify the do not expect to certify engines with
forced cool downs, less frequently emissions test data submitted by the OBD systems that have more than one
calibrated emission analyzers) instead of manufacturer. Any such confirmatory deficiency, or to allow carryover of any
official test procedures to obtain this testing would be limited to the engine deficiency to the following model year
emissions test data for all but one of the rating represented by the demonstration unless it can be demonstrated that
required test engines. However, the engine(s) (i.e., the parent engine(s)). To correction of the deficiency requires
manufacturer should use sound do so, we, or our designee, would install hardware and/or software modifications
engineering judgment to ensure that the appropriately deteriorated or that cannot be accomplished in the time
data generated using such alternative malfunctioning components (or available, as determined by the
test/sign-off procedures are good data simulate a deteriorated or Administrator.76 Nonetheless, we
because manufacturers would still be malfunctioning component) in an recognize that there may be situations
responsible for meeting the malfunction otherwise properly functioning engine where more than one deficiency is
criteria when emissions tests are of the same engine family and rating as necessary and appropriate, or where
performed in accordance with official the demonstration engine. Such carry-over of a deficiency or deficiencies
test procedures. confirmatory testing would be done on for more than one year is necessary and
Manufacturers would be allowed to those OBD monitors for which
use alternative testing protocols, even demonstration testing had been 76 The CARB HDOBD rulemaking has a provision
chassis testing, for demonstration of conducted as described in this section. to charge fees associated with OBD deficiencies 13
CCR 1971.1(k)(3), Docket ID# EPA–HQ–OAR–2005–
MIL illumination if the engine The manufacturer would be required to 0047–0006. We have never had and are not
dynamometer emissions test cycle does make available, upon Administrator proposing any such fee provision.
appropriate. In such situations, more different from light-duty vehicles in While we anticipate that the vast
than one deficiency, or carry-over for terms of emission controls and OBD majority of vehicles would comply with
more than one year, may be approved, monitoring strategies, among other all of the standardization requirements,
provided the manufacturer has things, these types of problems do not some problems involving the
demonstrated an acceptable level of depend on these differences and, as communication between vehicles and
effort toward full OBD compliance. such, are as likely to occur with over ‘‘generic’’ scan tools are likely to occur
Most importantly, the deficiency 14,000 pound OBD as they are with in the field. The cause of such problems
provisions cannot be used as a means to under 14,000 pound OBD. Additionally, could range from differing
avoid compliance or delay we believe that there is great value in interpretations of the existing
implementation of any OBD monitors or having manufacturers self-test actual standardization requirements to
as a means to compromise the overall production end products that operate on possible oversights by design engineers
effectiveness of the OBD program. the road, as opposed to pre-production or hardware inconsistencies or even
There has often been some confusion products, where errors can be found in last-minute production changes on the
by manufacturers regarding what CARB individual subsystems that may work assembly line.
has termed ‘‘retroactive’’ deficiencies. fine by themselves but not when To minimize the chance for such
The CARB rule states that, ‘‘During the integrated into a complete product (e.g., problems on future over 14,000 pound
first 6 months after commencement of due to mistakes like improper wiring). trucks, we are proposing that engine
normal production, manufacturers may Therefore, we are proposing that manufacturers be required to test a
request that the Executive Officer grant manufacturers self-test a small fraction sample of production vehicles from the
a deficiency and amend an engine’s of their product line to verify assembly line to verify that the vehicles
certification to conform to the granting compliance with the OBD requirements. have indeed been designed and built to
of the deficiencies for each aspect of the The test requirements are divided into the required specifications for
monitoring system: (a) Identified by the three distinct sections with each section communication with a ‘‘generic’’ scan
manufacturer (during testing required tool. We are proposing that
representing a test for a different portion
by section (l)(2) or any other testing) to manufacturers be required to test
of the OBD requirements. These three
be functioning different than the complete vehicles to ensure that they
sections being: compliance with the
certified system or otherwise not comply with some of the basic
applicable SAE and/or ISO
meeting the requirements of any aspect ‘‘generic’’ scan tool standardization
standardization requirements;
of section 1971.1; and (b) reported to the requirements, including those that are
compliance with the monitoring
Executive Officer.’’ 77 We have never essential for proper inspection in an
requirements for proper DTC storage
had and are not proposing any such I/M setting. Ideally, manufacturers
and MIL illumination; and, compliance
retroactive deficiency provision. We would be required to test one vehicle for
with the in-use monitoring performance
have regulations in place that govern each truck and engine model
ratios. combination that is introduced into
situations, whether they be detected by
EPA or by the manufacturer, where in- 1. Verification of Standardization commerce. However, for a large engine
use vehicles or engines are determined Requirements manufacturer, this can be in the
to be functioning differently than the neighborhood of 5,000 to 10,000 unique
An essential part of the OBD system combinations making it unreasonable to
certified system.78 We refer to these is the requirement for standardization.
regulations as our defect reporting require testing of every combination.
The proposed standardization Therefore, we are proposing that
requirements and manufacturers are requirements include items as simple as
required to comply with these manufacturers test 10 such
the location and shape of the diagnostic combinations per engine family. Given
regulations, even for situations deemed connector (where technicians can ‘‘plug
by CARB to be ‘‘retroactive’’ that a typical engine family has roughly
in’’ a scan tool to the onboard computer) five different engine ratings, this works
deficiencies, unless the defect is to more complex subjects concerning
corrected prior to the sale of engines to out to testing only around two vehicles
the manner and format in which DTC per engine rating.
an ultimate purchaser. In other words, information is accessed by technicians
a retroactive deficiency granted by the More specifically, manufacturers
via a ‘‘generic’’ scan tool. Manufacturers would be required to test one vehicle
Executive Officer does not preclude a must meet these standardization
manufacturer from complying with our per software ‘‘version’’ released by the
requirements to facilitate the success of manufacturer. With proper
defect reporting requirements. the proposed OBD program because demonstration, manufacturers would be
E. Production Evaluation Testing they ensure consistent access by all allowed to group different calibrations
The OBD system is a complex repair technicians to the stored together to be demonstrated by a
software and hardware system, so there information in the onboard computer. common vehicle. Prior to acquiring
are many opportunities for unintended The need for consistency is even greater these data, the proposal would require
interactions that can result in certain when considering the potential use of engine manufacturers to submit for
elements of the system not working as OBD system checks in inspection and approval a test plan verifying that the
intended. We have seen many such maintenance (I/M) programs for heavy- vehicles scheduled for testing would be
mistakes in the under 14,000 pound duty. Such OBD base I/M checks would representative of all vehicle
arena ranging from OBD systems that benefit from having access to the configurations (e.g., each engine control
are unable to communicate any diagnostic information in the onboard module variant coupled with and
information to a scan tool to monitors computer via a single ‘‘generic’’ scan without the other available vehicle
tool instead of individual tools for every components that could affect scan tool
that are unable to store a DTC and

illuminate the MIL. While over 14,000 make and model of truck that might be communication such as automatic
pound heavy-duty vehicles are very inspected. For OBD based inspections to transmission or hybrid powertrain
work effectively and efficiently, all control modules). The plan would have
77 See 13 CFR 1971.1(k)(6)), Docket ID# EPA–HQ– engines/vehicles must be designed and to include details on all the different
OAR–2005–0047–0006. built to meet all of the applicable applications and configurations that
78 See 40 CFR 85.1903. standardization requirements. would be tested.
As noted, manufacturers would be function of existing ‘‘generic’’ scan tools malfunctions designed against an
required to conduct this testing on used by repair technicians or I/M emissions threshold, the manufacturer
actual production vehicles, not stand- inspectors. The equipment would likely would simply implant or simulate a
alone engines. This is important since be custom-designed and be used for the malfunction and verify detection, DTC
controllers that work properly in a stand express purpose of this assembly line storage, and MIL illumination. Actual
alone setting (e.g., the engine before it testing (i.e., it would not include all of ‘‘threshold’’ parts would not be needed
is installed in a vehicle) may have the necessary diagnostic features needed for such testing. Implanted malfunctions
interaction problems when installed and by repair technicians). could use severely deteriorated parts if
attempting to communicate with other desired by the manufacturer since the
2. Verification of Monitoring
vehicle controllers (e.g., the point of the testing is to verify detection,
Requirements
transmission controller). In such a case, DTC storage, and MIL illumination.
separate testing of the controllers would As noted above, the OBD system is a Upon submitting the data to the
be blind to the problem. Since heavy- complex software and hardware system, Administrator, the manufacturer would
duty engine manufacturers are expected so there are many opportunities for be required to also provide a description
to sell the same engine (with the same unintended interactions that can result of the testing and the methods used to
calibration) to various vehicle in certain elements of the system not implant or simulate each malfunction.
manufacturers who would put them in working as intended. The causes of Note that testing of specific monitors
different final products (e.g., with possible problems vary from simple would not be required if the
different transmission control modules), typing errors in the software code to manufacturer can show that no possible
the same communication problem component supplier hardware changes test exists that could be done on that
would be expected in each final late in development or just prior to start monitor without causing physical
product. of production. Given the complexity of damage to the production vehicle. We
This testing should occur soon OBD monitors and their associated are proposing that the testing be
enough in the production cycle to algorithms, there can be thousands of completed and reported to us within six
provide manufacturers with early lines of software code required to meet months after the manufacturer begins
feedback regarding the existence of any the diagnostic requirements. normal engine production. This should
problems and time to resolve the Implementing that code without provide early feedback on the
problem prior to the entire model year’s interfering with the software code performance of every monitor on the
products being introduced into the field. required for normal operation is and vehicle prior to too many entering
We are proposing that the testing be will be a very difficult task with many production. Upon good cause, we may
done and the data submitted to us opportunities for human error. We extend the time period for testing.
within either three months of the start expect that manufacturers will conduct Note that, in their HDOBD rule,80
of normal engine production or one some validation testing on end products CARB allows, as an incentive to perform
month of the start of vehicle production, to ensure that there are no problems that a thorough validation test, a
whichever is later. would be noticed by the vehicle manufacturer to request that any
To be sure that all manufacturers are operator. We believe that manufacturers problem discovered during this self-test
testing vehicles to the same level of should include in such verification be treated as a ‘‘retroactive’’ deficiency.
stringency, we are proposing that engine testing an evaluation of the OBD system As discussed in section VIII.B.4, we do
manufacturers submit documentation (e.g., does the MIL illuminate as not have a provision for retroactive
outlining the testing equipment and intended in response to a malfunction?). deficiencies. Importantly, a retroactive
methods they intend to use to perform Therefore, we are proposing that deficiency granted by the Executive
this testing. We anticipate that engine engine manufacturers be required to Officer does not preclude a
manufacturers and scan tool perform a thorough level of validation manufacturer from complying with our
manufacturers would probably develop testing on at least one production defect reporting requirements. This
a common piece of hardware and vehicle and up to two more production issue was discussed in more detail in
software that could be used by all engines per model year. The production section VIII.B.4.
engine manufacturers at the end of the vehicles/engines required for testing
vehicle assembly line to meet this would have to be equipped with/be 3. Verification of In-Use Monitoring
requirement. Two different projects from the same engine families and Performance Ratios
(SAE J1699 and LOC3T) have developed ratings as used for the certification We are proposing that manufacturers
such equipment in response to demonstration testing described in track the performance of several of the
California OBD II requirements.79 The section VIII.B.3. If a manufacturer most important monitors on the engine
equipment is currently being used to demonstrated one, two, or three engines to determine how often they are
test 2005 and 2006 model year vehicles for certification, then at least one monitoring during in-use operation.
under 14,000 pounds. We believe that production vehicle and perhaps an These requirements are discussed in
similar equipment could be developed additional one to two engines would more detail in section II.E. To
for vehicles over 14,000 pounds in time have to be tested, respectively. We summarize that discussion, monitors
for the 2013 model year. Ideally, the would work with the manufacturer and would be expected to execute in the real
equipment and the test procedure CARB staff to determine the actual world and meet a minimum acceptable
would verify each and every vehicles and engines to test. performance level determined as the
requirement of the communication The testing itself would consist of ratio of the number of good monitoring
specifications including the various implanting or simulating malfunctions events to the number of actual trips. The
physical layers, message structure, to verify that virtually every single ratio being proposed is 10 percent,
response times, and message content. engine-related OBD monitor on the meaning that monitors should execute
Presumably, any such verification vehicle correctly identifies the during at least 10 percent of the trips
equipment would not replace the malfunction, stores an appropriate DTC, taken by the engine/vehicle. Monitors
and illuminates the MIL. Manufacturers
79 13 CCR 1968.2, August 11, 2006, Docket ID# would not be required to conduct any 80 13 CCR 1971.1, Docket ID# EPA–HQ–OAR–
EPA–HQ–OAR–2005–0047–0005. emissions testing. Instead, for those 2005–0047–0006.
that perform below the minimum ratio data be collected every year. Some air quality by implementing both light-
would be subject to remedial action and manufacturers may find it easiest to duty and heavy-duty I/M programs.
possibly recall. However, the minimum collect data from vehicles that come in In the U.S., the light-duty fleet has
ratio is not effective until the 2013 and to its authorized repair facilities for become cleaner. As a result, heavy-duty
later model years. For the 2010 through routine maintenance or warranty work vehicles are responsible for an
2012 model year engines certified to during the time period required, while increasing contribution of the mobile
today’s proposed OBD requirements, we others may find it more advantageous to source emission inventory. EPA has
are proposing that the data be collected hire a contractor to collect the data. responded to the increased contribution
even though the minimum ratio is not Upon good cause, we may extend the by promulgating technology-promoting
yet effective. The data gathered on these time period for testing. standards, to be phased in during the
engines will help to determine whether years leading up to 2010. Some non-
As stated before, the data collected attainment areas are implementing HD
the 10 percent ratio is appropriate for all
under this program are intended vehicle I/M programs to improve their
applications and, if not, we would
intend to propose a change to the primarily to provide an early indication regional air quality. The current tailpipe
proposed requirement to reflect that that the systems are working as emissions measurements result in a
learning. intended in the field, to provide number of issues, so other technologies
We are proposing that manufacturers information to ‘‘fine-tune’’ the proposed such as remote sensing are being
gather these data on production vehicles requirement to track the performance of examined. Interrogation of the OBD
rather than engines. Since not every monitors, and to provide data to be used system on over 14,000 pound vehicles
vehicle can be evaluated, we are to develop a more appropriate minimum would likely be a candidate I/M test
proposing that manufacturers generate ratio for future regulatory revisions. The method.
groups of engine/vehicle combinations data are not intended to substitute for As of 2004, according to the
to ensure adequate representation of the testing that we would perform for aforementioned study, many I/M
fleet. Specifically, manufacturers would enforcement reasons to determine if a programs in the U.S. have developed a
be required to separate production manufacturer is complying with the wide range of emission tests for HD
vehicles into monitoring performance minimum acceptable performance diesel vehicles and HD gasoline
groups based on the following criteria ratios. In fact, the data collected would vehicles. 19 States currently test HD
and submit performance ratio data not likely meet all the required elements diesel vehicles (these are: AZ, CA, CO,
representative of each group: for testing to make an official CT, ID, IL, KY, ME, MD, MA, NV, NH,
• Emission control system determination that the system is NJ, NM, NY, OH, UT, VT, WA); 25 states
architecture type—All engines that use noncompliant. As such, we believe the test HD gasoline vehicles (these are: AK,
the same or similar emissions control testing would be of most value to AZ, CA, CO, CT, ID, IL, IN, KY, MD,
system architecture and associated manufacturers since monitor MA, NV, NJ, NM, NY, NC, OH, OR, PA,
monitoring system would be in the same performance problems can be corrected TN, TX, UT, VA, WA, WI). Canada,
emission architecture category. By prior to EPA conducting a full China, Singapore, Sweden, and the
architecture we mean engines with enforcement action that could result in United Kingdom test HD diesel vehicles.
EGR+DPF+SCR, or EGR+DPF+NOX a recall. Lastly, Germany, Singapore, and
Adsorber, or EGR+DPF-only, etc. Sweden test HD gasoline vehicles.
• Application type—Within an IX. What are the Issues Concerning Whether or not voluntary or regulated
emission architecture category, engines Inspection and Maintenance Programs? inspection and maintenance programs
would be separated by vehicle A. Current Heavy-Duty I/M Programs become prominent, heavy-duty OBD
application. The separate application should be designed to allow ease of
categories would be based on three While there are currently no interrogation to maximize the potential
classifications: engines intended regulatory requirements for heavy-duty of this technology to help realize
primarily for line-haul chassis inspection and maintenance (I/M), and environmental benefit. There is
applications, engines intended no State Implementation Plan (SIP) evidence that localities are utilizing this
primarily for urban delivery chassis credit given for heavy-duty I/M, a recent strategy in their air quality protection
applications, and all other engines. review shows that programs in the programs. There is also a wealth of
We are proposing that these data be United States as well as abroad are light-duty OBD experience to support
submitted to us within 12 months of the currently testing heavy-duty diesel and making an I/M-type test as user-friendly
production vehicles entering the market. heavy-duty gasoline vehicles as part of as possible so technician training and
Upon submitting the collected data to their Inspection and Maintenance scan tool designs do not limit the ability
us, the manufacturer would also be programs. A recent study found that the to assess a vehicle’s status.
required to provide a detailed
mandated vehicle emission I/M B. Challenges for Heavy-Duty I/M
description of how the data were
programs in the CAAA of 1990,
gathered, how vehicles were grouped to There are a number of challenges that
originally required in areas where
represent sales of their engines, and the are being discovered as programs
ambient levels of ozone and CO
number of engines tested per monitoring implement heavy-duty I/M. Existing HD
exceeded the national standards, are
performance group. Manufacturers I/M programs utilize of a number of
being utilized as a framework as diesel
would be required to submit different emission test types, such as
PM becomes increasingly recognized as
performance ratio data from a sample of snap-idle testing (based on SAE J1667),
an important health concern in the
at least 15 vehicles per monitoring loaded cruise testing (chassis
United States.81 Some countries outside
performance group. For example, a dynamometer), ASM testing, Transient
the U.S., particularly developing

manufacturer with two emission control IMXXX, Two-Speed Idle or Curb Idle,
countries, have been seeking to improve
system architectures sold into each of and Lug-down testing. Projections of
the line-haul, urban delivery, and 81 Review of Light-Duty Diesel and Heavy-Duty
heavy-duty vehicle inventory
‘‘other’’ groupings, would be required to Diesel/Gasoline Inspection Programs, St. Denis and
contributions for VOC, NOX, PM, and
submit data on up to 90 vehicles (i.e., Lindner, Journal of the Air and Waste Management toxics have substantiated the need for
2 × 3 × 15). We are proposing that these Association, December 2005. more stringent regulations. Repairs
based on individual emission test types, Due to the regional or national light-duty fleet as well as anticipate new
such as opacity testing, may target and registrations of many heavy-duty strategies for utilizing OBD information.
reduce one pollutant (e.g., PM) while vehicles, there is the potential that We request comment with respect to
neglecting or increasing others (e.g., eventual I/M use of OBD to control the level of interest in I/M programs that
NOX). A sound test should effectively heavy-duty vehicle emission make use of the proposed OBD system
control all harmful pollutants, thus exceedences could be at the fleet or on over 14,000 pound vehicles.
must be able to measure multiple corporate level, rather than at the state Specifically, are states interested in I/M
pollutants—specifically PM and NOX level as is the current light-duty for over 14,000 pound vehicles that
emissions. convention. Stakeholders will need to mirrors existing programs for passenger
Systems capable of measuring both inform the debate but today’s HD I/M cars and other light trucks? For those
pollutants at the same time have to date programs may not follow the same that might be interested, does the
been prohibitively expensive for I/M development pattern as light-duty I/M proposed OBD system meet the needs of
programs, and traditionally require a programs did a decade ago. The lessons their potential I/M program?
heavy-duty dynamometer so that learned from light-duty OBD I/M should X. Statutory and Executive Order
vehicles can be tested under load. be complemented with early data on HD Reviews
Recent work has begun to investigate I/M programs being piloted in the U.S.
the use of remote sensing and other and globally. A. Executive Order 12866: Regulatory
technologies for measuring heavy-duty As one example, Ontario’s Ministry of Planning and Review
gaseous and PM emissions. While this the Environment has prepared a report This action is not a ‘‘significant
technology has not yet been routinely on their Heavy-Duty Drive Clean regulatory action’’ under the terms of
implemented in HD vehicle I/M program. This study developed Executive Order (EO) 12866 (58 FR
programs to date, the impetus to estimates of emissions benefits for 51735, October 4, 1993) and is,
identify more robust or user-friendly inspected diesel vehicles and compares therefore, not subject to review under
emission testing strategies exists. them to estimated baseline emissions for the EO.
Portable emissions measurement the case with no Drive Clean program, EPA prepared an analysis of the
systems (PEMS) are not really for calendar years 2000, 2001, and 2002. potential costs associated with this
conducive to an I/M environment at this According to this study, over the three action. This analysis is contained in the
time because the units are very costly, years of the program the total technical support document.83 A copy
require a great deal of expertise to accumulated emission reductions of the analysis is available in the docket
operate, and require considerable time generated by the program’s operation and was summarized in section VI of
for completing a test. Such systems are were estimated to be 1092 tonnes of this preamble.
best suited for intensive analysis of PM10 emissions, 654 tonnes of HC
B. Paperwork Reduction Act
emissions performance on a limited emissions, and 721 tonnes of NOX
emissions.82 This particular study The proposed information collection
number of vehicles rather than the
utilized opacity testing, and compared requirements for this action have been
widespread testing of nearly all vehicles
failed and fixed vehicles for different submitted for approval to the Office of
as is the attempt in most I/M programs.
model year vehicles and for different Management and Budget (OMB) under
All these factors heighten the potential
weight classes. The malperformance the Paperwork Reduction Act, 44 U.S.C.
that OBD systems will be utilized in I/
model developed originally by Radian 3501 et seq. The Information Collection
M programs for vehicles over 14,000
Corporation for ARB in 1986 was Request (ICR) document prepared by
pounds.
utilized since the statistical correlation EPA has been assigned EPA ICR number
C. Heavy-Duty OBD and I/M between smoke opacity an mass 1684.09. Under Title II of the Clean Air
emissions is weak, especially in newer Act (42 U.S.C. 7521 et seq.; CAA), EPA
Heavy-duty OBD should be designed
vehicles; and the EPA MOBILE model is charged with issuing certificates of
with the anticipation that there may be
assume zero deterioration of emissions conformity for those engines that
new use of OBD to help insure local or
for most HD diesel engines, thereby comply with applicable emission
regional emission benefits. If multiple
implying no benefit for I/M. The standards. Such a certificate must be
individuals are querying OBD,
relationship between maintenance and issued before engines may be legally
standardization of testing equipment
emission deterioration is complicated introduced into commerce. EPA uses
and protocol, and information format
by the use of high efficiency certification information to verify that
and availability should be considered to
aftertreatment devices, which lose the proper engine prototypes have been
maximize the effective use of this
emission conversion efficiency with age, selected and that the necessary testing
technology. Many of the lessons learned
so this model’s basic premise is likely has been performed to assure that each
from the use of light-duty OBD in I/M
appropriate only until the year 2008. engine complies with emission
programs point to a need to ensure
Nevertheless, as the benefits of standards. In addition, EPA also has the
standard protocols for testing, so that
inspection and maintenance become authority under Title II of the Clean Air
test equipment and data collection
more clearly articulated, the interest in to ensure compliance by require in-use
requirements can be accommodated in
assessing test methodologies that testing of vehicles and engines. EPA is
system designs. Along with common
provide ease of use as well as multi- proposing to require additional
connectors, data formats, and specific
pollutant screening will likely increase. information at the time of certification
parameter monitoring requirements,
For these reasons consideration of to ensure that that on-board diagnostic
future technologies enabling
potential I/M program use of OBD for (OBD) requirements are being met. EPA
standardization of data stream logic
the heavy-duty fleet is warranted, and is also proposing that manufacturers

(e.g., built-in checks, broadcasted
should include lessons-learned from the conduct and report the results of in-use
updates, etc.) and other currently non-
testing of the OBD systems to
existing strategies may be attractive to 82 ‘‘Drive Clean Program Emission Benefit
minimize training requirements for test Analysis and Reporting—Heavy-Duty Diesel 83 Draft Technical Support Document, HDOBD
personnel and data management for Vehicles,’’ Canada Ministry of the Environment, NPRM, EPA420–D–06–006, Docket ID# EPA–HQ–
model year-specific information. October 2003. OAR–2005–0047–0008.
demonstrate that they are performing C. Regulatory Flexibility Act (RFA), as UMRA generally requires EPA to
properly. Therefore, EPA is proposing Amended by the Small Business identify and consider a reasonable
207 hours of annual burden per each of Regulatory Enforcement Fairness Act of number of regulatory alternatives and to
the 12 respondents to conduct the OBD 1996 (SBREFA), 5 U.S.C. 601 et. seq. adopt the least costly, most cost-
certification, compliance, and in-use The Regulatory Flexibility Act (RFA) effective, or least burdensome
testing requirements proposed by this generally requires an agency to prepare alternative that achieves the objectives
action. EPA estimates that the total of a regulatory flexibility analysis of any of the rule. The provisions of section
the of the 2484 hours of annual cost rule subject to notice and comment 205 do not apply when they are
burden will be $16,018 per respondent rulemaking requirements under the inconsistent with applicable law.
for a total annual industry cost burden Moreover, section 205 allows EPA to
Administrative Procedure Act or any
for the 12 respondents of $1,236,481. adopt an alternative that is not the least
other statute unless the agency certifies
costly, most cost-effective, or least
Burden means the total time, effort, or that the rule will not have a significant
burdensome alternative if the
financial resources expended by persons economic impact on a substantial
Administrator publishes with the final
to generate, maintain, retain, or disclose number of small entities. Small entities
rule an explanation of why such an
or provide information to or for a include small businesses, small
alternative was not adopted.
Federal agency. technology and systems organizations, and small governmental Before EPA establishes any regulatory
for the purposes of collecting, jurisdictions. requirement that may significantly or
validating, and verifying. This includes For purposes of assessing the impacts uniquely affect small governments,
the time needed to review instructions; of today’s proposed rule on small including tribal governments, it must
develop, acquire, install, and utilize entities, small entity is defined as: (1) A have developed under section 203 of the
information, processing and motor vehicle manufacturer with fewer UMRA a small government agency plan.
maintaining information, and disclosing than 1,000 employees; (2) a motor The plan must provide for notifying
and providing information; adjust the vehicle converter with fewer than 750 potentially affected small governments,
existing ways to comply with any employees; (3) a small governmental enabling officials of affected small
jurisdiction that is a government of a governments to have meaningful and
previously applicable instructions and
city, county, town, school district or timely input in the development of EPA
requirements; train personnel to be able
special district with a population of less regulatory proposals with significant
to respond to a collection of
than 50,000; and (4) a small Federal intergovernmental mandates,
information; search data sources;
organization that is any not-for-profit and informing, educating, and advising
complete and review the collection of
enterprise which is independently small governments on compliance with
information; and transmit or otherwise
owned and operated and is not the regulatory requirements.
disclose the information. dominant in its field. After considering This rule contains no federal
An agency may not conduct or the economic impacts of today’s mandates (under the regulatory
sponsor, and a person is not required to proposed rule on small entities, we have provisions of Title II of the UMRA) for
respond to a collection of information determined that this action would not State, local, or tribal governments or the
unless it displays a currently valid OMB have a significant economic impact on private sector. The rule imposes no
control number. The OMB control a substantial number of small entities. enforceable duties on any of these
numbers for EPA’s regulations in 40 This proposed rule would not have any entities. Nothing in the rule would
CFR are listed in 40 CFR part 9. adverse economic impact on small significantly or uniquely affect small
To comment on the Agency’s need for entities. Today’s rule places new governments. We have determined that
this information, the accuracy of the requirements on manufacturers of large this rule does not contain a federal
provided burden estimates, and any engines meant for highway use. These mandate that may result in estimated
suggested methods for minimizing are large manufacturers. Today’s rule expenditures of more than $100 million
respondent burden, including the use of also changes existing requirements on to the private sector in any single year.
automated collection techniques, EPA manufacturers of passenger car and Therefore, the requirements of the
has established a public docket for this smaller heavy-duty engines meant for UMRA do not apply to this action.
highway use. These changes place no
rule, which includes this ICR, under E. Executive Order 13132: Federalism
meaningful new requirements on those
Docket ID number EPA–HQ–OAR–
manufacturers. Executive Order 13132, entitled
2005–0047. Submit any comments ‘‘Federalism’’ (64 FR 43255, August 10,
related to the ICR for this proposed rule D. Unfunded Mandates Reform Act 1999), requires EPA to develop an
to EPA and OMB. See the ADDRESSES Title II of the Unfunded Mandates accountable process to ensure
section at the beginning of this notice Reform Act of 1995 (UMRA), Public ‘‘meaningful and timely input by State
for where to submit comments to EPA. Law 104–4, establishes requirements for and local officials in the development of
Send comments to OMB at the Office of federal agencies to assess the effects of regulatory policies that have federalism
Information and Regulatory Affairs, their regulatory actions on state, local, implications.’’ ‘‘Policies that have
Office of Management and Budget, 725 and tribal governments, and the private federalism implications’’ is defined in
17th Street, NW., Washington, DC sector. Under section 202 of the UMRA, the Executive Order to include
20503, Attention: Desk Office for EPA. EPA generally must prepare a written regulations that have ‘‘substantial direct
Since OMB is required to make a statement, including a cost-benefit effects on the States, on the relationship
decision concerning the ICR between 30 analysis, for proposed and final rules between the national government and
and 60 days after January 24, 2007, a with ‘‘Federal mandates’’ that may the States, or on the distribution of
comment to OMB is best assured of result in expenditures to state, local, power and responsibilities among the
having its full effect if OMB receives it and tribal governments, in the aggregate, various levels of government.’’
by February 23, 2007. The final rule will or to the private sector, of $100 million This proposed rule does not have
respond to any OMB or public or more for any single year. Before federalism implications. It will not have
comments on the information collection promulgating a rule for which a written substantial direct effects on the States,
requirements contained in this proposal. statement is needed, section 205 of the on the relationship between the national
government and the States, or on the Risks and Safety Risks’’ (62 FR 19885, This proposed rule references
distribution of power and April 23, 1997) applies to any rule that: technical standards. The technical
responsibilities among the various (1) Is determined to be ‘‘economically standards being proposed are listed in
levels of government, as specified in significant’’ as defined under Executive Table II.F–1 of this preamble, and
Executive Order 13132. This proposed Order 12866; and, (2) concerns an directions for how they may be obtained
rule places new requirements on environmental health or safety risk that are provided in section II.F.1. EPA
manufacturers of large engines meant EPA has reason to believe may have a welcomes comments on this aspect of
for highway use and changes existing disproportionate effect on children. If the proposed rulemaking and,
requirements on manufacturers of the regulatory action meets both criteria, specifically, invites the public to
passenger car and smaller heavy-duty the Agency must evaluate the identify other potentially-applicable
engines meant for highway use. These environmental health or safety effects of voluntary consensus standards and to
changes do not affect States or the the planned rule on children, and explain why such standards should be
relationship between the national explain why the planned regulation is used in this regulation.
government and the States. Thus, preferable to other potentially effective
Executive Order 13132 does not apply XI. Statutory Provisions and Legal
and reasonably feasible alternatives
to this rule. Authority
considered by the Agency.
In the spirit of Executive Order 13132, This proposed rule is not subject to Statutory authority for today’s
and consistent with EPA policy to the Executive Order because it is not an proposed rule is found in the Clean Air
promote communications between EPA economically significant regulatory Act, 42 U.S.C. 7401 et seq., in particular,
and State and local governments, EPA action as defined by Executive Order sections 202 and 206 of the Act, 42
specifically solicits comment on this 12866, and because the Agency does not U.S.C. 7521, 7525. This rule is being
proposed rule from State and local have reason to believe the promulgated under the administrative
officials. environmental health or safety risks and procedural provisions of Clean Air
F. Executive Order 13175: Consultation addressed by this action present a Act section 307(d), 42 U.S.C. 7607(d).
and Coordination With Indian Tribal disproportionate risk to children. List of Subjects in 40 CFR Part 86
Governments H. Executive Order 13211: Actions That Environmental Protection,
Executive Order 13175, entitled Significantly Affect Energy Supply, Administrative practice and procedure,
‘‘Consultation and Coordination with Distribution, or Use Motor vehicle pollution.
Indian Tribal Governments’’ (65 FR
67249, November 9, 2000), requires EPA This rule is not subject to Executive Dated: December 11, 2006.
to develop an accountable process to Order 13211, ‘‘Actions Concerning Stephen L. Johnson,
ensure ‘‘meaningful and timely input by Regulations That Significantly Affect Administrator.
tribal officials in the development of Energy Supply, Distribution, or Use’’ (66
FR 28355, May 22, 2001) because it is For the reasons set out in the
regulatory policies that have tribal preamble, part 86 of title 40 of the Code
implications.’’ This proposed rule does not a significant regulatory action under
Executive Order 12866. of Federal Regulations is proposed to be
not have tribal implications, as specified amended as follows:
in Executive Order 13175. Today’s rule I. National Technology Transfer
does not uniquely affect the Advancement Act PART 86—CONTROL OF EMISSIONS
communities of American Indian tribal FROM NEW AND IN-USE HIGHWAY
governments since the motor vehicle Section 12(d) of the National
Technology Transfer and Advancement VEHICLES AND ENGINES
requirements for private businesses in
today’s rule would have national Act of 1995 (NTTAA), Section 12(d) of 1. The authority citation for part 86
applicability. Furthermore, today’s rule Public Law 104–113, directs EPA to use continues to read as follows:
does not impose any direct compliance voluntary consensus standards in its
Authority: 42 U.S.C. 7401–7671q.
costs on these communities and no regulatory activities unless to do so
circumstances specific to such would be inconsistent with applicable 2. Section 86.1 is amended as follows:
communities exist that would cause an law or otherwise impractical. Voluntary a. In the table to paragraph (b)(2) by
impact on these communities beyond consensus standards are technical adding new entries to the end of the
those discussed in the other sections of standards (e.g., materials specifications, table.
today’s document. Thus, Executive test methods, sampling procedures, and b. In the table to paragraph (b)(5) by
Order 13175 does not apply to this rule. business practices) developed or adding a new entry to the end of the
adopted by voluntary consensus table.
G. Executive Order 13045: Protection of standards bodies. The NTTAA directs
Children From Environmental Health EPA to provide Congress, through OMB, § 86.1 Reference materials.
and Safety Risks explanations when the Agency decides * * * * *
Executive Order 13045, ‘‘Protection of not to use available and applicable (b) * * *
Children from Environmental Health voluntary consensus standards. (2) * * *
Document No. and name 40 CFR part 86 reference
* * * * * * *
SAE J1930, Electrical/Electronic Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms—Equivalent 86.010–18
to ISO/TR 15031–2: April 2002.
SAE J1939, MONTH 2006, Recommended Practice for a Serial Control and Communications Vehicle Network ...... 86.010–18; 86.010–38
SAE J1939–13, MONTH 2006, Off-Board Diagnostic Connector .................................................................................. 86.013–18
SAE J1962, Diagnostic Connector—Equivalent to ISO/DIS .......................................................................................... 86.013–18
15031–3: April 2002 .......................................................................................................................................................
SAE J1978, OBD II Scan Tool—Equivalent to ISO/DIS 15031–4: April 2002 .............................................................. 86.010–18
SAE J1979, E/E Diagnostic Test Modes—Equivalent to ISO/DIS 15031–5: April 2002 ............................................... 86.010–18; 86.010–38
SAE J2012, Diagnostic Trouble Code Definitions—Equivalent to ISO/DIS 15031–6: April 2002 ................................. 86.010–18
SAE J2403, Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature; August 2004 .............................................. 86.007–17; 86.010–18;
86.010–38; 86.1806–07
SAE J2534, Recommended Practice for Pass-Thru Vehicle Reprogramming: February 2002 .................................... 86.010–18; 86.010–38
* * * * * (5) * * *
* * * * * * *
ISO 15765–4:2001, Road Vehicles—Diagnostics on Controller Area Network (CAN)—Part 4: Requirements for 86.010–18
emission-related systems: December 2001.
* * * * * (A) Otto-cycle. If equipped, sensor FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,

3. Section 86.007–17 is added to deterioration or malfunction resulting in whichever is higher; or, 1.75 times the
Subpart A to read as follows: exhaust emissions exceeding 1.5 times applicable NOX standard for engines
the applicable standard or FEL for certified to a NOX FEL greater than 0.50
§ 86.007–17 On-board Diagnostics for
engines used in applications less than or NMHC, NOX or CO. g/bhp-hr; or, the applicable NOX
equal to 14,000 pounds GVWR. (B) Diesel. If equipped, sensor FEL+0.5 g/bhp-hr for engines certified
Section 86.007–17 includes text that deterioration or malfunction resulting in to a NOX FEL less than or equal to 0.50
specifies requirements that differ from exhaust emissions exceeding any of the g/bhp-hr.
§ 86.005–17. Where a paragraph in following levels: the applicable PM (b)(4) [Reserved]. For guidance see
§ 86.005–17 is identical and applicable FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, § 86.005—17.
whichever is higher; or, 1.75 times the (b)(5) Other emission control systems
to § 86.007–17, this may be indicated by
applicable NOX standard for engines and components.
specifying the corresponding paragraph
certified to a NOX FEL greater than 0.50 (i) Otto-cycle. Any deterioration or
and the statement ‘‘[Reserved]. For
g/bhp-hr; or, the applicable NOX malfunction occurring in an engine
guidance see § 86.005–17.’’
(a)(1) [Reserved]. For guidance see FEL+0.5 g/bhp-hr for engines certified system or component directly intended
§ 86.005–17. to a NOX FEL less than or equal to 0.50 to control emissions, including but not
(a)(2) An OBD system demonstrated to g/bhp-hr; or, 2.5 times the applicable necessarily limited to, the exhaust gas
fully meet the requirements in NMHC standard. recirculation (EGR) system, if equipped,
§ 86.1806–07 may be used to meet the (ii) Oxygen sensors and air-fuel ratio the secondary air system, if equipped,
requirements of this section, provided sensors upstream of aftertreatment and the fuel control system, singularly
that the Administrator finds that a devices. resulting in exhaust emissions
manufacturer’s decision to use the (A) Otto-cycle. If equipped, sensor exceeding 1.5 times the applicable
flexibility in this paragraph (a)(2) is deterioration or malfunction resulting in emission standard or FEL for NMHC,
based on good engineering judgment. exhaust emissions exceeding 1.5 times NOX or CO. For engines equipped with
(b) introductory text and (b)(1)(i) the applicable standard or FEL for a secondary air system, a functional
[Reserved]. For guidance see § 86.005– NMHC, NOX or CO. check, as described in § 86.005–17(b)(6),
17. (B) Diesel. If equipped, sensor may satisfy the requirements of this
(b)(1)(ii) Diesel. deterioration or malfunction resulting in paragraph (b)(5) provided the
(A) If equipped, catalyst deterioration exhaust emissions exceeding any of the manufacturer can demonstrate that
or malfunction before it results in following levels: the applicable PM deterioration of the flow distribution
exhaust NOX emissions exceeding FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, system is unlikely. This demonstration
either: 1.75 times the applicable NOX whichever is higher; or, 1.75 times the is subject to Administrator approval
standard for engines certified to a NOX applicable NOX standard for engines and, if the demonstration and associated
FEL greater than 0.50 g/bhp-hr; or, the certified to a NOX FEL greater than 0.50 functional check are approved, the
applicable NOX FEL+0.5 g/bhp-hr for g/bhp-hr; or, the applicable NOX diagnostic system must indicate a
engines certified to a NOX FEL less than FEL+0.5 g/bhp-hr for engines certified malfunction when some degree of
or equal to 0.50 g/bhp-hr. This to a NOX FEL less than or equal to .50 secondary airflow is not detectable in
requirement applies only to reduction g/bhp-hr; or, 2.5 times the applicable the exhaust system during the check.
catalysts; monitoring of oxidation NMHC standard; or, 2.5 times the For engines equipped with positive
catalysts is not required. This applicable CO standard. crankcase ventilation (PCV), monitoring
monitoring need not be done if the (iii) NOX sensors. of the PCV system is not necessary
manufacturer can demonstrate that (A) Otto-cycle. If equipped, sensor provided the manufacturer can
deterioration or malfunction of the deterioration or malfunction resulting in demonstrate to the Administrator’s
system will not result in exceedance of exhaust emissions exceeding 1.5 times satisfaction that the PCV system is
the threshold. the applicable standard or FEL for unlikely to fail.

(b)(1)(ii)(B) and (b)(2) [Reserved]. For NMHC, NOX or CO. (ii) Diesel. Any deterioration or
guidance see § 86.005–17. (B) Diesel. If equipped, sensor malfunction occurring in an engine
(b)(3)(i) Oxygen sensors and air-fuel deterioration or malfunction resulting in system or component directly intended
ratio sensors downstream of exhaust emissions exceeding any of the to control emissions, including but not
aftertreatment devices. following levels: The applicable PM necessarily limited to, the exhaust gas
recirculation (EGR) system, if equipped, requirements should not be carried over Where a paragraph in § 86.094–30,
and the fuel control system, singularly from the previous model year except § 86.095–30, § 86.096–30, § 86.098–30,
resulting in exhaust emissions where unreasonable hardware or § 86.001–30 or § 86.004–30 is identical
exceeding any of the following levels: software modifications would be and applicable to § 86.007–30, this may
The applicable PM FEL+0.04 g/bhp-hr necessary to correct the deficiency, and be indicated by specifying the
or 0.05 g/bhp-hr PM, whichever is the manufacturer has demonstrated an corresponding paragraph and the
higher; or, 1.75 times the applicable acceptable level of effort toward statement ‘‘[Reserved]. For guidance see
NOX standard for engines certified to a compliance as determined by the § 86.094–30.’’ or ‘‘[Reserved]. For
NOX FEL greater than 0.50 g/bhp-hr; or, Administrator. Furthermore, EPA will guidance see § 86.095–30.’’ or
the applicable NOX FEL+0.5 g/bhp-hr not accept any deficiency requests that ‘‘[Reserved]. For guidance see § 86.096–
for engines certified to a NOX FEL less include the complete lack of a major 30.’’ or ‘‘[Reserved]. For guidance see
than or equal to 0.50 g/bhp-hr; or, 2.5 diagnostic monitor (‘‘major’’ diagnostic § 86.098–30.’’ or ‘‘[Reserved]. For
times the applicable NMHC standard; monitors being those for exhaust guidance see § 86.001–30.’’ or
or, 2.5 times the applicable CO aftertreatment devices, oxygen sensor, ‘‘[Reserved]. For guidance see 86.004–
standard. A functional check, as air-fuel ratio sensor, NOX sensor, engine 30.’’
described in § 86.005–17(b)(6), may misfire, evaporative leaks, and diesel
satisfy the requirements of this EGR, if equipped), with the possible § 86.007–30 Certification.
paragraph (b)(5) provided the exception of the special provisions for (a)(1) and (a)(2) [Reserved]. For
manufacturer can demonstrate that a alternative fueled engines. For guidance see § 86.094–30.
malfunction would not cause emissions alternative fueled heavy-duty engines (a)(3)(i) through (a)(4)(ii) [Reserved].
to exceed the applicable levels. This (e.g. natural gas, liquefied petroleum For guidance see § 86.004–30.
demonstration is subject to gas, methanol, ethanol), manufacturers (a)(4)(iii) introductory text through
Administrator approval. For engines may request the Administrator to waive (a)(4)(iii)(C) [Reserved]. For guidance
equipped with crankcase ventilation specific monitoring requirements of this see § 86.094–30.
(CV), monitoring of the CV system is not section for which monitoring may not (a)(4)(iv) introductory text [Reserved].
necessary provided the manufacturer be reliable with respect to the use of the For guidance see § 86.095–30.
can demonstrate to the Administrator’s alternative fuel. At a minimum, (a)(4)(iv)(A)–(a)(9) [Reserved]. For
satisfaction that the CV system is alternative fuel engines must be guidance see § 86.094–30.
unlikely to fail. equipped with an OBD system meeting (a)(10) and (a)(11) [Reserved]. For
(b)(6) [Reserved]. For guidance see OBD requirements to the extent feasible guidance see § 86.004–30.
§ 86.005–17. as approved by the Administrator. (a)(12) [Reserved]. For guidance see
(b)(7) Performance of OBD functions. (j) California OBDII compliance § 86.094–30.
Any sensor or other component option. For heavy-duty engines used in (a)(13) [Reserved]. For guidance see
deterioration or malfunction which applications weighing 14,000 pounds § 86.095–30.
renders that sensor or component GVWR or less, demonstration of (a)(14) [Reserved]. For guidance see
incapable of performing its function as compliance with California OBD II § 86.094–30.
part of the OBD system must be detected (a) (15)–(18) [Reserved]. For guidance
requirements (Title 13 California Code
and identified on engines so equipped. see § 86.096–30.
of Regulations section 1968.2 (13 CCR
(c), (d), (e), (f), (g), and (h)(1)(i) (a)(19) [Reserved]. For guidance see
1968.2)), as modified and released on
through (h)(1)(iv) [Reserved]. For § 86.098–30.
August 11, 2006, shall satisfy the (a)(20) [Reserved]. For guidance see
guidance see § 86.005–17. requirements of this section, except that
(h)(1)(v) All acronyms, definitions § 86.001–30.
compliance with 13 CCR (a)(21) [Reserved]. For guidance see
and abbreviations shall be formatted 1968.2(e)(4.2.2)(C), pertaining to 0.02
according to SAE J1930 ‘‘Electrical/ § 86.004–30.
inch evaporative leak detection, and 13 (b)(1) introductory text through
Electronic Systems Diagnostic Terms, CCR 1968.2(d)(1.4), pertaining to (b)(1)(ii)(A) [Reserved]. For guidance see
Definitions, Abbreviations, and tampering protection, are not required § 86.094–30.
Acronyms Equivalent to ISO/TR 15031– to satisfy the requirements of this (b)(1)(ii)(B) [Reserved]. For guidance
2: April 30, 2002’’, (Revised, April section. Also, the deficiency provisions see § 86.004–30.
2002), or SAE J2403, ‘‘Medium/Heavy- of 13 CCR 1968.2(k) do not apply. The (b)(1)(ii)(C) [Reserved]. For guidance
Duty E/E Systems Diagnosis deficiency provisions of paragraph (i) of see § 86.094–30.
Nomenclature: August 2004.’’ this section and the evaporative leak (b)(1)(ii)(D) [Reserved]. For guidance
(h)(1)(vi) through (h)(3) [Reserved]. detection requirement of § 86.005– see § 86.004–30.
For guidance see § 86.005–17. 17(b)(4) apply to manufacturers (b)(1)(iii) and (b)(1)(iv) [Reserved]. For
(i) Deficiencies and alternative fueled selecting this paragraph for guidance see § 86.094–30.
engines. Upon application by the demonstrating compliance. In addition, (b)(2) [Reserved]. For guidance see
manufacturer, the Administrator may demonstration of compliance with 13 § 86.098–30.
accept an OBD system as compliant CCR 1968.2(e)(15.2.1)(C), to the extent it (b)(3)–(b)(4)(i) [Reserved]. For
even though specific requirements are applies to the verification of proper guidance see § 86.094–30.
not fully met. Such compliances alignment between the camshaft and (b)(4)(ii) introductory text [Reserved].
without meeting specific requirements, crankshaft, applies only to vehicles For guidance see § 86.098–30.
or deficiencies, will be granted only if equipped with variable valve timing. (b)(4)(ii)(A) [Reserved]. For guidance
compliance would be infeasible or (k) [Reserved]. For guidance see see § 86.094–30.
unreasonable considering such factors § 86.005–17. (b)(4)(ii)(B)–(b)(4)(iv) [Reserved]. For
as, but not limited to: Technical 4. Section 86.007–30 is added to guidance see § 86.098–30.
feasibility of the given monitor and lead Subpart A to read as follows: (b)(5)–(e) [Reserved]. For guidance see
time and production cycles including Section 86.007–30 includes text that § 86.094–30.
phase-in or phase-out of engines or specifies requirements that differ from (f) introductory text through (f)(1)(i)
vehicle designs and programmed §§ 86.094–30, 86.095–30, 86.096–30, [Reserved]. For guidance see § 86.004–
upgrades of computers. Unmet 86.098–30, 86.001–30 or 86.004–30. 30.
(f)(1)(ii) Diesel. or, 1.75 times the applicable NOX model year vehicles. The definitions
(A) If monitored for emissions standard for engines certified to a NOX listed in this section apply beginning
performance—a catalyst is replaced FEL greater than 0.50 g/bhp-hr; or, the with the 2010 model year.
with a deteriorated or defective catalyst, applicable NOX FEL+0.5 g/bhp-hr for Drive cycle or driving cycle means
or an electronic simulation of such, engines certified to a NOX FEL less than operation that consists of engine startup
resulting in exhaust emissions or equal to 0.50 g/bhp-hr; or, 2.5 times and engine shutoff during which a given
exceeding 1.75 times the applicable the applicable NMHC standard; or, 2.5 onboard diagnostic (OBD) monitor
NOX standard for engines certified to a times the applicable CO standard. makes a diagnostic decision. A drive
NOX FEL greater than 0.50 g/bhp-hr; or, (iii) NOX sensors. cycle need not consist of all OBD
the applicable NOX FEL+0.5 g/bhp-hr (A) Otto-cycle. If so equipped, any monitors making a diagnostic decision
for engines certified to a NOX FEL less NOX sensor is replaced with a during the engine startup and engine
than or equal to 0.50 g/bhp-hr. This deteriorated or defective sensor, or an shutoff cycle. An engine restart
requirement applies only to reduction electronic simulation of such, resulting following an engine shutoff that has
catalysts. in exhaust emissions exceeding 1.5 been neither commanded by the vehicle
(B) If monitored for performance—a times the applicable standard or FEL for operator nor by the engine control
particulate trap is replaced with a trap NMHC, NOX or CO. strategy but caused by an event such as
that has catastrophically failed, or an (B) Diesel. If so equipped, any NOX an engine stall may be considered a new
electronic simulation of such. sensor is replaced with a deteriorated or drive cycle or a continuation of the
(f)(2) [Reserved]. For guidance see defective sensor, or an electronic existing drive cycle.
§ 86.004–30. simulation of such, resulting in exhaust DTC means diagnostic trouble code.
(f)(3)(i) Oxygen sensors and air-fuel emissions exceeding any of the Engine start as used in § 86.010–18
ratio sensors downstream of following levels: the applicable PM means the point when the engine
aftertreatment devices. FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, reaches a speed 150 rpm below the
(A) Otto-cycle. If so equipped, any whichever is higher; or, 1.75 times the normal, warmed-up idle speed (as
oxygen sensor or air-fuel ratio sensor applicable NOX standard for engines determined in the drive position for
located downstream of aftertreatment certified to a NOX FEL greater than 0.50 vehicles equipped with an automatic
devices is replaced with a deteriorated g/bhp-hr; or, the applicable NOX transmission). For hybrid vehicles or for
or defective sensor, or an electronic FEL+0.5 g/bhp-hr for engines certified engines employing alternative engine
simulation of such, resulting in exhaust to a NOX FEL less than or equal to 0.50 start hardware or strategies (e.g.,
emissions exceeding 1.5 times the g/bhp-hr. integrated starter and generators.), the
applicable standard or FEL for NMHC, (f)(4) [Reserved]. For guidance see manufacturer may use an alternative
NOX or CO. § 86.004–30. definition for engine start (e.g., key-on)
(B) Diesel. If so equipped, any oxygen (f)(5)(i) Otto-cycle. A malfunction provided the alternative definition is
sensor or air-fuel ratio sensor located condition is induced in any emission- based on equivalence to an engine start
downstream of aftertreatment devices is related engine system or component, for a conventional vehicle.
replaced with a deteriorated or defective including but not necessarily limited to, Functional check, in the context of
sensor, or an electronic simulation of the exhaust gas recirculation (EGR) onboard diagnostics, means verifying
such, resulting in exhaust emissions system, if equipped, the secondary air that a component and/or system that
exceeding any of the following levels: system, if equipped, and the fuel control receives information from a control
the applicable PM FEL+0.04 g/bhp-hr or system, singularly resulting in exhaust computer responds properly to a
0.05 g/bhp-hr PM, whichever is higher; emissions exceeding 1.5 times the command from the control computer.
or, 1.75 times the applicable NOX applicable emission standard or FEL for Ignition cycle as used in § 86.010–18
standard for engines certified to a NOX NMHC, NOX, or CO. means a cycle that begins with engine
FEL greater than 0.50 g/bhp-hr; or, the (ii) Diesel. A malfunction condition is start, meets the engine start definition
applicable NOX FEL+0.5 g/bhp-hr for induced in any emission-related engine for at least two seconds plus or minus
engines certified to a NOX FEL less than system or component, including but not one second, and ends with engine
or equal to 0.50 g/bhp-hr; or, 2.5 times necessarily limited to, the exhaust gas shutoff.
the applicable NMHC standard. recirculation (EGR) system, if equipped, Limp-home operation as used in
(ii) Oxygen sensors and air-fuel ratio and the fuel control system, singularly § 86.010–18 means an operating mode
sensors upstream of aftertreatment resulting in exhaust emissions that an engine is designed to enter upon
devices. exceeding any of the following levels: determining that normal operation
(A) Otto-cycle. If so equipped, any the applicable PM FEL+0.04 g/bhp-hr or cannot be maintained. In general, limp-
oxygen sensor or air-fuel ratio sensor 0.05 g/bhp-hr PM, whichever is higher; home operation implies that a
located upstream of aftertreatment or, 1.75 times the applicable NOX component or system is not operating
devices is replaced with a deteriorated standard for engines certified to a NOX properly or is believed to be not
or defective sensor, or an electronic FEL greater than 0.50 g/bhp-hr; or, the operating properly.
simulation of such, resulting in exhaust applicable NOX FEL+0.5 g/bhp-hr for Malfunction means the conditions
emissions exceeding 1.5 times the engines certified to a NOX FEL less than have been met that require the
applicable standard or FEL for NMHC, or equal to 0.50 g/bhp-hr; or, 2.5 times activation of an OBD malfunction
NOX or CO. the applicable NMHC standard; or, 2.5 indicator light and storage of a DTC.
(B) Diesel. If so equipped, any oxygen times the applicable CO standard. MIL-on DTC means the diagnostic
sensor or air-fuel ratio sensor located (f)(6) [Reserved]. For guidance see trouble code stored when an OBD
upstream of aftertreatment devices is system has detected and confirmed that
§ 86.004–30.
replaced with a deteriorated or defective 5. Section 86.010–2 is added to a malfunction exists (e.g., typically on
sensor, or an electronic simulation of Subpart A to read as follows: the second drive cycle during which a
such, resulting in exhaust emissions given OBD monitor has evaluated a
exceeding any of the following levels: § 86.010–2 Definitions. system or component). Industry
the applicable PM FEL+0.04 g/bhp-hr or The definitions of § 86.004–2 standards may refer to this as a
0.05 g/bhp-hr PM, whichever is higher; continue to apply to 2004 and later confirmed or an active DTC.
Pending DTC means the diagnostic periodically, but no less frequently than the applicable standard or FEL for
trouble code stored upon the detection once per applicable certification test NMHC, NOX or CO.
of a potential malfunction. cycle as defined in Appendix I, (B) Diesel. If equipped, sensor
Permanent DTC means a DTC that paragraph (f), of this part, or similar trip deterioration or malfunction resulting in
corresponds to a MIL-on DTC and is as approved by the Administrator. exhaust emissions exceeding any of the
stored in non-volatile random access (2) An OBD system demonstrated to following levels: the applicable PM
memory (NVRAM). A permanent DTC fully meet the requirements in FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM,
can only be erased by the OBD system § 86.1806–10 may be used to meet the whichever is higher; or, the applicable
itself and cannot be erased through requirements of this section, provided NOX FEL+0.3 g/bhp-hr; or, 2.5 times the
human interaction with the OBD system that the Administrator finds that a applicable NMHC standard; or, 2.5
or any onboard computer. manufacturer’s decision to use the times the applicable CO standard.
Previous-MIL-on DTC means a DTC flexibility in this paragraph (a)(2) is (iii) NOX sensors.
that corresponds to a MIL-on DTC but based on good engineering judgment. (A) Otto-cycle. If equipped, sensor
is distinguished by representing a (b) Introductory text and (b)(1)(i) deterioration or malfunction resulting in
malfunction that the OBD system has [Reserved]. For guidance see § 86.005– exhaust emissions exceeding 1.5 times
determined no longer exists but for 17. the applicable standard or FEL for
which insufficient operation has (b)(1)(ii) Diesel. NMHC, NOX or CO.
occurred to satisfy the DTC erasure (B) Diesel. If equipped, sensor
(A) If equipped, reduction catalyst
provisions. deterioration or malfunction resulting in
deterioration or malfunction before it
Potential malfunction means that exhaust emissions exceeding any of the
results in exhaust NOX emissions following levels: the applicable PM
conditions have been detected that meet exceeding the applicable NOX FEL+0.3
the OBD malfunction criteria but for FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
g/bhp-hr. If equipped, oxidation catalyst whichever is higher; or, the applicable
which more drive cycles are allowed to deterioration or malfunction before it
provide further evaluation prior to NOX FEL+0.3 g/bhp-hr.
results in exhaust NMHC emissions (b)(4) [Reserved]. For guidance see
confirming that a malfunction exists. exceeding 2.5 times the applicable
Rationality check, in the context of § 86.005–17.
NMHC standard. These catalyst (b)(5) Other emission control systems
onboard diagnostics, means verifying monitoring requirements need not be
that a component that provides input to and components.
done if the manufacturer can (i) Otto-cycle. Any deterioration or
a control computer provides an accurate demonstrate that deterioration or malfunction occurring in an engine
input to the control computer while in malfunction of the system will not system or component directly intended
the range of normal operation and when result in exceedance of the threshold. to control emissions, including but not
compared to all other available (B) If equipped, diesel particulate trap necessarily limited to, the exhaust gas
information. deterioration or malfunction before it recirculation (EGR) system, if equipped,
Similar conditions, in the context of results in exhaust emissions exceeding the secondary air system, if equipped,
onboard diagnostics, means engine any of the following levels: The and the fuel control system, singularly
conditions having an engine speed applicable PM FEL+0.04 g/bhp-hr or resulting in exhaust emissions
within 375 rpm, load conditions within 0.05 g/bhp-hr PM, whichever is higher; exceeding 1.5 times the applicable
20 percent, and the same warm up or, exhaust NMHC emissions exceeding emission standard or FEL for NMHC,
status (i.e., cold or hot). The 2.5 times the applicable NMHC NOX or CO. For engines equipped with
manufacturer may use other definitions standard. Catastrophic failure of the a secondary air system, a functional
of similar conditions based on particulate trap must also be detected. check, as described in § 86.005–17(b)(6),
comparable timeliness and reliability in In addition, the absence of the may satisfy the requirements of this
detecting similar engine operation. particulate trap or the trapping substrate
6. Section 86.010–17 is added to paragraph (b)(5) provided the
must be detected. manufacturer can demonstrate that
Subpart A to read as follows: (b)(2) [Reserved]. For guidance see deterioration of the flow distribution
§ 86.010–17 On-board Diagnostics for § 86.005–17. system is unlikely. This demonstration
engines used in applications less than or (b)(3)(i) Oxygen sensors and air-fuel is subject to Administrator approval
equal to 14,000 pounds GVWR. ratio sensors downstream of and, if the demonstration and associated
Section 86.010–17 includes text that aftertreatment devices. functional check are approved, the
specifies requirements that differ from (A) Otto-cycle. If equipped, sensor diagnostic system must indicate a
§ 86.005–17 and § 86.007–17. Where a deterioration or malfunction resulting in malfunction when some degree of
paragraph in § 86.005–17 or § 86.007–17 exhaust emissions exceeding 1.5 times secondary airflow is not detectable in
is identical and applicable to § 86.010– the applicable standard or FEL for the exhaust system during the check.
17, this may be indicated by specifying NMHC, NOX or CO. For engines equipped with positive
the corresponding paragraph and the (B) Diesel. If equipped, sensor crankcase ventilation (PCV), monitoring
statement ‘‘[Reserved]. For guidance see deterioration or malfunction resulting in of the PCV system is not necessary
§ 86.005–17.’’ or ‘‘[Reserved]. For exhaust emissions exceeding any of the provided the manufacturer can
guidance see § 86.007–17.’’ following levels: the applicable PM demonstrate to the Administrator’s
(a) General. FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, satisfaction that the PCV system is
(1) All heavy-duty engines intended whichever is higher; or, the applicable unlikely to fail.
for use in a heavy-duty vehicle weighing NOX FEL+0.3 g/bhp-hr; or, 2.5 times the (ii) Diesel. Any deterioration or
14,000 pounds GVWR or less must be applicable NMHC standard. malfunction occurring in an engine
equipped with an on-board diagnostic (ii) Oxygen sensors and air-fuel ratio system or component directly intended
(OBD) system capable of monitoring all sensors upstream of aftertreatment to control emissions, including but not
emission-related engine systems or devices. necessarily limited to, the exhaust gas
components during the applicable (A) Otto-cycle. If equipped, sensor recirculation (EGR) system, if equipped,
useful life. All monitored systems and deterioration or malfunction resulting in and the fuel control system, singularly
components must be evaluated exhaust emissions exceeding 1.5 times resulting in exhaust emissions
exceeding any of the following levels: than a fuel system or engine misfire a unique monitor to detect each of those
the applicable PM FEL+0.02 g/bhp-hr or malfunction has been detected, the MIL malfunctions.
0.03 g/bhp-hr PM, whichever is higher; may be extinguished if the malfunction (1) When the OBD system detects a
or, the applicable NOX FEL+0.3 g/bhp- does not reoccur during three malfunction, it must store a pending, a
hr; or, 2.5x the applicable NMHC subsequent sequential trips during MIL-on, or a previous-MIL-on diagnostic
standard; or, 2.5x the applicable CO which the monitoring system trouble code (DTC) in the onboard
standard. A functional check, as responsible for illuminating the MIL computer’s memory. A malfunction
described in § 86.005–17(b)(6), may functions without detecting the indicator light (MIL) must also be
satisfy the requirements of this malfunction, and no new malfunctions activated as specified in paragraph (b) of
paragraph (b)(5) provided the have been detected. Upon Administrator this section.
manufacturer can demonstrate that a approval, statistical MIL illumination (2) The OBD system must be equipped
malfunction would not cause emissions protocols may be employed, provided with a data link connector to provide
to exceed the applicable levels. This they result in comparable timeliness in access to the stored DTCs as specified in
demonstration is subject to detecting a malfunction and evaluating paragraph (k)(2) of this section.
Administrator approval. For engines system performance, i.e., three to six (3) The OBD system cannot be
equipped with crankcase ventilation driving cycles would be considered programmed or otherwise designed to
(CV), monitoring of the CV system is not acceptable. deactivate based on age and/or mileage.
necessary provided the manufacturer (2) Drive cycle or driving cycle, in the This requirement does not alter existing
can demonstrate to the Administrator’s context of this section § 86.010–17, the law and enforcement practice regarding
satisfaction that the CV system is definition for drive cycle or driving a manufacturer’s liability for an engine
unlikely to fail. cycle given in § 86.010–2 is enhanced. beyond its regulatory useful life, except
(b)(6) [Reserved]. For guidance see A drive cycle means an OBD trip that where an engine has been programmed
§ 86.005–17. consists of engine startup and engine or otherwise designed so that an OBD
(b)(7) [Reserved]. For guidance see shutoff and includes the period of system deactivates based on age and/or
§ 86.007–17. engine off time up to the next engine
(c) [Reserved]. For guidance see mileage of the engine.
startup. For vehicles that employ engine (4) Drive cycle or driving cycle, in the
§ 86.005–17. shutoff strategies (e.g., engine shutoff at
(d) MIL illumination. context of this section, the definition for
(1) The MIL must illuminate and idle), the manufacturer may use an drive cycle or driving cycle given in
remain illuminated when any of the alternative definition for drive cycle § 86.010–2 is enhanced. A drive cycle
conditions specified in paragraph (b) of (e.g., key-on followed by key-off). Any means an OBD trip that meets any of the
this section are detected and verified, or alternative definition must be based on conditions of paragraphs (a)(4)(i)
whenever the engine control enters a equivalence to engine startup and through (a)(4)(iv) of this section.
default or secondary mode of operation engine shutoff signaling the beginning Further, for OBD monitors that run
considered abnormal for the given and ending of a single driving event for during engine-off conditions, the period
engine operating conditions. The MIL a conventional vehicle. For applications of engine-off time following engine
must blink once per second under any that span 14,000 pounds GVWR, the shutoff and up to the next engine start
period of operation during which engine manufacturer may use the drive cycle may be considered part of the drive
misfire is occurring and catalyst damage definition of § 86.010–18 in lieu of the cycle for the conditions of paragraphs
is imminent. If such misfire is detected definition in this paragraph. (a)(4)(i) and (a)(4)(iv) of this section. For
again during the following driving cycle (e), (f), (g), and (h)(1)(i) through engines/vehicles that employ engine
(i.e., operation consisting of, at a (h)(1)(iv) [Reserved]. For guidance see shutoff OBD monitoring strategies that
minimum, engine start-up and engine § 86.005–17. do not require the vehicle operator to
shut-off) or the next driving cycle in (h)(1)(v) [Reserved]. For guidance see restart the engine to continue vehicle
which similar conditions are § 86.007–17. operation (e.g., a hybrid bus with engine
encountered, the MIL must maintain a (h)(1)(vi) through (h)(3) [Reserved]. shutoff at idle), the manufacturer may
steady illumination when the misfire is For guidance see § 86.005–17. use an alternative definition for drive
(i) and (j) [Reserved]. For guidance see cycle (e.g., key-on followed by key-off).
not occurring and then remain
§ 86.007–17. Any alternative definition must be
illuminated until the MIL extinguishing
(k) [Reserved.]
criteria of this section are satisfied. The based on equivalence to engine startup
7. Section 86.010–18 is added to
MIL must also illuminate when the and engine shutoff signaling the
Subpart A to read as follows:
vehicle’s ignition is in the ‘‘key-on’’ beginning and ending of a single driving
position before engine starting or § 86.010–18 On-board Diagnostics for event for a conventional vehicle. For
cranking and extinguish after engine engines used in applications greater than engines that are not likely to be
starting if no malfunction has 14,000 pounds GVWR. routinely operated for long continuous
previously been detected. If a fuel (a) General. According to the periods of time, a manufacturer may
system or engine misfire malfunction implementation schedule shown in also request approval to use an
has previously been detected, the MIL paragraph (o) of this section, heavy-duty alternative definition for drive cycle
may be extinguished if the malfunction engines intended for use in a heavy- (e.g., solely based on engine start and
does not reoccur during three duty vehicle weighing more than 14,000 engine shutoff without regard to four
subsequent sequential trips during pounds GVWR must be equipped with hours of continuous engine-on time).
which similar conditions are an on-board diagnostic (OBD) system Administrator approval of the
encountered and no new malfunctions capable of monitoring all emission- alternative definition will be based on
have been detected. Similar conditions related engine systems or components manufacturer-submitted data and/or
are defined as engine speed within 375 during the life of the engine. The OBD information demonstrating the typical
rpm, engine load within 20 percent, and system is required to detect all usage, operating habits, and/or driving
engine warm-up status equivalent to malfunctions specified in paragraphs patterns of these vehicles.
that under which the malfunction was (g), (h), and (i) of this section although (i) Begins with engine start and ends
first detected. If any malfunction other the OBD system is not required to use with engine shutoff;
(ii) Begins with engine start and ends drive cycle), the corresponding pending (i) Deactivating the MIL. Except as
after four hours of continuous engine-on DTC should be erased at the end of the otherwise provided for in paragraph
operation; drive cycle. Similarly, if a malfunction (g)(6)(iv)(B) of this section for empty
(iii) Begins at the end of the previous is detected for the first time and reductant tanks, and paragraphs
four hours of continuous engine-on confirmed on a given drive cycle (h)(1)(iv)(F), (h)(2)(viii), and (h)(7)(iv)(B)
operation and ends after four hours of without need for further evaluation, of this section for gasoline fuel system,
continuous engine-on operation; or then within 10 seconds of such misfire, and evaporative system
(iv) Begins at the end of the previous detection the OBD system must activate malfunctions, once the MIL has been
four hours of continuous engine-on the MIL continuously and store a MIL- activated, it may be deactivated after
operation and ends with engine shutoff. on DTC. three subsequent sequential drive cycles
(b) Malfunction indicator light (MIL) (iii) A manufacturer may request during which the monitoring system
and Diagnostic Trouble Codes (DTC). Administrator approval to employ responsible for activating the MIL
The OBD system must incorporate a alternative statistical MIL activation and functions and the previously detected
malfunction indicator light (MIL) or DTC storage protocols to those specified malfunction is no longer present and
equivalent and must store specific types in paragraphs (b)(2)(i) and (b)(2)(ii) of provided no other malfunction has been
of diagnostic trouble codes (DTC). this section. Approval will depend upon detected that would independently
(1) MIL specifications. the manufacturer providing data and/or activate the MIL according to the
(i) [Reserved.] engineering evaluations that requirements outlined in paragraph
(ii) The OBD system must activate the (b)(2) of this section.
demonstrate that the alternative
MIL when the ignition is in the key-on/ (ii) Erasing a MIL-on DTC. The OBD
protocols can evaluate system
engine-off position before engine system may erase a MIL-on DTC if the
performance and detect malfunctions in
cranking to indicate that the MIL is identified malfunction has not again
a manner that is equally effective and
functional. The MIL shall be activated been detected in at least 40 engine warm
timely. Strategies requiring on average
continuously during this functional up cycles and the MIL is presently not
more than six drive cycles for MIL
check for a minimum of 5 seconds. activated for that malfunction. The OBD
activation will not be accepted.
During this MIL key-on functional system may also erase a MIL-on DTC
(iv) The OBD system must store a
check, the data stream value (see upon deactivating the MIL according to
‘‘freeze frame’’ of the operating
paragraph (k)(4)(ii) of this section) for paragraph (b)(3)(i) of this section
conditions (as defined in paragraph
MIL status must indicate ‘‘commanded provided a previous-MIL-on DTC is
(k)(4)(iii) of this section) present upon
off’’ unless the OBD system has detected stored upon erasure of the MIL-on DTC.
detecting a malfunction or a potential
a malfunction and has stored a MIL-on The OBD system may erase a previous-
malfunction. In the event that a pending
DTC. This MIL key-on functional check MIL-on DTC if the identified
DTC has matured to a MIL-on DTC, the
is not required during vehicle operation malfunction has not again been detected
manufacturer shall either retain the
in the key-on/engine-off position in at least 40 engine warm up cycles and
currently stored freeze frame conditions
subsequent to the initial engine the MIL is presently not activated for
or replace the stored freeze frame with
cranking of an ignition cycle (e.g., due that malfunction.
freeze frame conditions regarding the (iii) Erasing a permanent DTC. The
to an engine stall or other non-
MIL-on DTC. Any freeze frame stored in OBD system can erase a permanent DTC
commanded engine shutoff).
(iii) As an option, the MIL may be conjunction with any pending DTC or only if either of the following conditions
used to indicate readiness status (see MIL-on DTC should be erased upon occur:
paragraph (k)(4)(i) of this section) in a erasure of the corresponding DTC. (A) The OBD system itself determines
standardized format in the key-on/ (v) If the engine enters a limp-home that the malfunction that caused the
engine-off position. mode of operation that can affect corresponding MIL-on DTC to be stored
(iv) A manufacturer may also use the emissions or the performance of the is no longer present and is not
MIL to indicate which, if any, DTCs are OBD system, or in the event of a commanding activation of the MIL,
currently stored (e.g., to ‘‘blink’’ the malfunction of an onboard computer(s) concurrent with the requirements of
stored DTCs). Such use must not itself that can affect the performance of paragraph (b)(3)(i) of this section.
activate unintentionally during routine the OBD system, the OBD system must (B) Subsequent to erasing the DTC
driver operation. activate the MIL and store a MIL-on information from the on-board computer
(v) [Reserved.] DTC within 10 seconds to inform the (i.e., through the use of a scan tool or
(2) MIL activation and DTC storage vehicle operator. If the limp-home mode a battery disconnect), the OBD monitor
protocol. of operation is recoverable (i.e., for the malfunction that caused the
(i) Within 10 seconds of detecting a operation automatically returns to permanent DTC to be stored has
potential malfunction, the OBD system normal at the beginning of the following executed the minimum number of
must store a pending DTC that identifies ignition cycle), the OBD system may monitoring events necessary for MIL
the potential malfunction. wait to activate the MIL and store the activation and has determined that the
(ii) If the potential malfunction is MIL-on DTC if the limp-home mode of malfunction is no longer present.
again detected before the end of the next operation is again entered before the (4) Exceptions to MIL and DTC
drive cycle during which monitoring end of the next ignition cycle rather requirements.
occurs (i.e., the potential malfunction than activating the MIL within 10 (i) If a limp-home mode of operation
has been confirmed as a malfunction), seconds on the first drive cycle during causes an overt indication (e.g.,
then within 10 seconds of such which the limp-home mode of operation activation of a red engine shut-down
detection the OBD system must activate is entered. warning light) such that the driver is
the MIL continuously and store a MIL- (vi) Before the end of an ignition certain to respond and have the problem
on DTC. If the potential malfunction is cycle, the OBD system must store a corrected, a manufacturer may choose
not detected before the end of the next permanent DTC(s) that corresponds to not to activate the MIL as required by
drive cycle during which monitoring any stored MIL-on DTC(s). paragraph (b)(2)(v) of this section.
occurs (i.e., there is no indication of the (3) MIL deactivation and DTC erasure Additionally, if an auxiliary emission
malfunction at any time during the protocol. control device has been properly
activated as approved by the (g), (h), and (i) of this section according an integer of one. The numerator shall
Administrator, a manufacturer may to the criteria of this paragraph (d). The not be incremented more than once per
choose not to activate the MIL. OBD system is not required to track and drive cycle.
(ii) For gasoline engines, a report in-use performance for monitors (ii) The numerator for a specific
manufacturer may choose to meet the other than those specifically identified monitor must be incremented within 10
MIL and DTC requirements in § 86.010– in paragraph (d)(1) of this section. seconds if and only if the following
17 in lieu of meeting the requirements (1) The manufacturer must implement criteria are satisfied on a single drive
of paragraph (b) of § 86.010–18. software algorithms in the OBD system cycle:
(a) Monitoring conditions. The OBD to individually track and report the in- (A) Every monitoring condition has
system must monitor and detect the use performance of the following been satisfied that is necessary for the
malfunctions specified in paragraphs monitors, if equipped, in the specific monitor to detect a malfunction
(g), (h), and (i) of this section under the standardized format specified in and store a pending DTC, including
following general monitoring paragraph (e) of this section: NMHC applicable enable criteria, presence or
conditions. The more specific converting catalyst (paragraph (g)(5) of absence of related DTCs, sufficient
monitoring conditions of paragraph (d) this section); NOX converting catalyst length of monitoring time, and
of this section are sometimes required (paragraph (g)(6) of this section); diagnostic executive priority
according to the provisions of gasoline catalyst (paragraph (h)(6) of assignments (e.g., diagnostic ‘‘A’’ must
paragraphs (g), (h), and (i) of this this section); exhaust gas sensor execute prior to diagnostic ‘‘B’’). For the
section. (paragraph (g)(9) or (h)(8) of this purpose of incrementing the numerator,
(1) As specifically provided for in section); evaporative system (paragraph satisfying all the monitoring conditions
paragraphs (g), (h), and (i) of this (h)(7) of this section); EGR system necessary for a monitor to determine
section, the monitoring conditions for (paragraph (g)(3) or (h)(3) of this that the monitor is not malfunctioning
detecting malfunctions must be section); VVT system (paragraph (g)(10) shall not, by itself, be sufficient to meet
technically necessary to ensure robust or (h)(9) of this section); secondary air this criteria.
detection of malfunctions (e.g., avoid system (paragraph (h)(5) of this section); (B) For monitors that require multiple
false passes and false indications of DPF system (paragraph (g)(8) of this stages or events in a single drive cycle
malfunctions); designed to ensure section); boost pressure control system to detect a malfunction, every
monitoring will occur under conditions (paragraph (g)(4) of this section); and, monitoring condition necessary for all
that may reasonably be expected to be NOX adsorber system (paragraph (g)(7) events to complete must be satisfied.
encountered in normal vehicle of this section). (C) For monitors that require intrusive
operation and normal vehicle use; and, (i) The manufacturer shall not use the operation of components to detect a
designed to ensure monitoring will calculated ratio specified in paragraph malfunction, a manufacturer must
occur during the FTP transient test cycle (d)(2) of this section or any other request approval of the strategy used to
contained in Appendix I paragraph (f), indication of monitor frequency as a determine that, had a malfunction been
of this part, or similar drive cycle as monitoring condition for a monitor (e.g., present, the monitor would have
approved by the Administrator. using a low ratio to enable more detected the malfunction. Administrator
(2) Monitoring must occur at least frequent monitoring through diagnostic approval of the request will be based on
once per drive cycle in which the executive priority or modification of the equivalence of the strategy to actual
monitoring conditions are met. other monitoring conditions, or using a intrusive operation and the ability of the
(3) Manufacturers may request strategy to determine accurately if every
high ratio to enable less frequent
approval to define monitoring monitoring condition was satisfied that
monitoring).
conditions that are not encountered (ii) [Reserved.] was necessary for the intrusive event to
during the FTP cycle as required in (2) In-use performance ratio occur.
paragraph (c)(1) of this section. In definition. For monitors required to (D) For the secondary air system
evaluating the manufacturer’s request, meet the requirements of paragraph (d) monitor, the criteria in paragraphs
the Administrator will consider the of this section, the performance ratio (d)(3)(ii)(A) through (d)(3)(ii)(C) of this
degree to which the requirement to run must be calculated in accordance with section are satisfied during normal
during the FTP transient cycle restricts the specifications of this paragraph operation of the secondary air system.
monitoring during in-use operation, the (d)(2). Monitoring during intrusive operation
technical necessity for defining (i) The numerator of the performance of the secondary air system later in the
monitoring conditions that are not ratio is defined as the number of times same drive cycle for the sole purpose of
encountered during the FTP cycle, data a vehicle has been operated such that all monitoring shall not, by itself, be
and/or an engineering evaluation monitoring conditions have been sufficient to meet these criteria.
submitted by the manufacturer that encountered that are necessary for the (iii) For monitors that can generate
demonstrate that the component/system specific monitor to detect a malfunction. results in a ‘‘gray zone’’ or ‘‘non-
does not normally function during the (ii) The denominator is defined as the detection zone’’ (i.e., monitor results
FTP, whether monitoring is otherwise number of times a vehicle has been that indicate neither a properly
not feasible during the FTP cycle, and/ operated in accordance with the operating system nor a malfunctioning
or the ability of the manufacturer to provisions of paragraph (d)(4) of this system) or in a ‘‘non-decision zone’’
demonstrate that the monitoring section. (e.g., monitors that increment and
conditions satisfy the minimum (iii) The performance ratio is defined decrement counters until a pass or fail
acceptable in-use monitor performance as the numerator divided by the threshold is reached), the numerator, in
ratio requirement as defined in denominator. general, shall not be incremented when
paragraph (d) of this section. (3) Specifications for incrementing the the monitor indicates a result in the
(d) In-use performance tracking. As numerator. ‘‘non-detection zone’’ or prior to the
specifically required in paragraphs (g), (i) Except as provided for in monitor reaching a complete decision.
(h), and (i) of this section, the OBD paragraph (d)(3)(v) of this paragraph When necessary, the Administrator will
system must monitor and detect the (d)(3), the numerator, when consider data and/or engineering
malfunctions specified in paragraphs incremented, must be incremented by analyses submitted by the manufacturer
demonstrating the expected frequency evaporative system monitor incrementing the denominator to that
of results in the ‘‘non-detection zone’’ denominator(s) may be incremented if set forth in paragraph (d)(4)(ii) of this
and the ability of the monitor to and only if: section. To do so, the alternative criteria
determine accurately, had an actual (A) Cumulative time since the start of must be based on equivalence to the
malfunction been present, whether or the drive cycle is greater than or equal criteria of paragraph (d)(4)(ii) of this
not the monitor would have detected a to 600 seconds while at an ambient section in measuring the frequency of
malfunction instead of a result in the temperature of greater than or equal to monitor operation relative to the
‘‘non-detection zone.’’ 40 degrees Fahrenheit (4 C) but less than amount of engine operation:
(iv) For monitors that run or complete or equal to 95 degrees Fahrenheit (35 C); (A) Engine cooling system input
their evaluation with the engine off, the and, components (paragraph (i)(1) of this
numerator must be incremented either (B) Engine cold start occurs with the section).
within 10 seconds of the monitor engine coolant temperature greater than (B) ‘‘Other emission control systems’’
completing its evaluation in the engine or equal to 40 degrees Fahrenheit (4 C) (paragraph (i)(4) of this section).
off state, or during the first 10 seconds but less than or equal to 95 degrees (C) Comprehensive component input
of engine start on the subsequent drive Fahrenheit (35 C) and less than or equal components that require extended
cycle. to 12 degrees Fahrenheit (7 C) higher monitoring evaluation (paragraph (i)(3)
(v) Manufacturers that use alternative than the ambient temperature. of this section) (e.g., stuck fuel level
statistical MIL activation protocols as (iv) In addition to the requirements of sensor rationality).
allowed in paragraph (b)(2)(iii) of this paragraph (d)(4)(ii) of this section, the (vii) For monitors of the following
section for any of the monitors requiring denominator(s) for the following components or other emission controls
a numerator, are required to increment monitors may be incremented if and that experience infrequent regeneration
the numerator(s) appropriately. The only if the component or strategy is events, the manufacturer may use
manufacturer may be required to commanded ‘‘on’’ for a time greater than alternative or additional criteria for
provide supporting data and/or or equal to 10 seconds. For purposes of incrementing the denominator to that
engineering analyses demonstrating determining this commanded ‘‘on’’ set forth in paragraph (d)(4)(ii) of this
both the equivalence of their time, the OBD system shall not include section. To do so, the alternative criteria
incrementing approach to the time during intrusive operation of any must be based on equivalence to the
incrementing specified in this paragraph of the components or strategies that criteria of paragraph (d)(4)(ii) of this
(d)(3) for monitors using the standard occurs later in the same drive cycle for section in measuring the frequency of
MIL activation protocol. the sole purpose of monitoring. monitor operation relative to the
(4) Specifications for incrementing the (A) Secondary air system (paragraph amount of engine operation:
denominator. (h)(5) of this section). (A) Oxidation catalyst (paragraph
(i) The denominator, when (B) Cold start emission reduction (g)(5) of this section).
incremented, must be incremented by strategy (paragraph (h)(4) of this (B) DPF (paragraph (g)(8) of this
an integer of one. The denominator shall section). section).
not be incremented more than once per (C) Components or systems that (viii) For hybrids that employ
drive cycle. operate only at engine start-up (e.g., alternative engine start hardware or
(ii) The denominator for each monitor glow plugs, intake air heaters) and are strategies (e.g., integrated starter and
must be incremented within 10 seconds subject to monitoring under ‘‘other generators), or alternative fuel vehicles
if and only if the following criteria are emission control systems’’ (paragraph (e.g. dedicated, bi-fuel, or dual-fuel
satisfied on a single drive cycle: (i)(4) of this section) or comprehensive applications), the manufacturer may use
(A) Cumulative time since the start of component output components alternative criteria for incrementing the
the drive cycle is greater than or equal (paragraph (i)(3)(iii) of this section). denominator to that set forth in
to 600 seconds while at an elevation of (v) In addition to the requirements of paragraph (d)(4)(ii) of this section. In
less than 8,000 feet (2,400 meters) above paragraph (d)(4)(ii) of this section, the general, the Administrator will not
sea level and at an ambient temperature denominator(s) for the following approve alternative criteria for those
of greater than or equal to 20 degrees monitors of output components (except hybrids that employ engine shut off
Fahrenheit (¥7 C); those operated only at engine start-up only at or near idle and/or vehicle stop
(B) Cumulative gasoline engine and subject to the requirements of conditions. To use alternative criteria,
operation at or above 25 miles per hour paragraph (d)(4)(iv) of this section, may the alternative criteria must be based on
or diesel engine operation at or above be incremented if and only if the the equivalence to the criteria of
15% calculated load, either of which component is commanded to function paragraph (d)(4)(ii) of this section in
occurs for greater than or equal to 300 (e.g., commanded ‘‘on’’, ‘‘opened’’, measuring the amount of vehicle
seconds while at an elevation of less ‘‘closed’’, ‘‘locked’’) on two or more operation relative to the measure of
than 8,000 feet (2,400 meters) above sea occasions during the drive cycle or for conventional vehicle operation.
level and at an ambient temperature of a time greater than or equal to 10 (5) Disablement of numerators and
greater than or equal to 20 degrees seconds, whichever occurs first: denominators.
Fahrenheit (¥7 C); and (A) Variable valve timing and/or (i) Within 10 seconds of detecting a
(C) Continuous vehicle operation at control system (paragraph (g)(10) or malfunction (i.e. a pending or a MIL-on
idle (e.g., accelerator pedal released by (h)(9) of this section). DTC has been stored) that disables a
driver and vehicle speed less than or (B) ‘‘Other emission control systems’’ monitor for which the monitoring
equal to one mile per hour) for greater (paragraph (i)(4) of this section). conditions in paragraph (d) of this
than or equal to 30 seconds while at an (C) Comprehensive component output section must be met, the OBD system
elevation of less than 8,000 feet (2,400 component (paragraph (i)(3) of this must stop incrementing the numerator
meters) above sea level and at an section) (e.g., turbocharger waste-gates, and denominator for any monitor that
ambient temperature of greater than or variable length manifold runners). may be disabled as a consequence of the
equal to 20 degrees Fahrenheit (¥7 C). (vi) For monitors of the following detected malfunction. Within 10
(iii) In addition to the requirements of components, the manufacturer may use seconds of the time at which the
paragraph (d)(4)(ii) of this section, the alternative or additional criteria for malfunction is no longer being detected
(e.g., the pending DTC is erased through general denominator and an ignition normal, warmed-up idle speed (as
OBD system self-clearing or through a cycle counter in the standardized format determined in the drive position for
scan tool command), incrementing of all specified in paragraphs (e)(5), (e)(6), and engines paired with an automatic
applicable numerators and (k)(5) of this section. transmission) for at least two seconds
denominators must resume. (iii) For specific components or plus or minus one second.
(ii) Within 10 seconds of the start of systems that have multiple monitors (iii) Within 10 seconds of detecting a
a power take-off unit (e.g., dump bed, that are required to be reported under malfunction (i.e., a pending or a MIL-on
snow plow blade, or aerial bucket, etc.) paragraphs (g) and (h) of this section DTC has been stored) of any component
that disables a monitor for which the (e.g., exhaust gas sensor bank 1 may used to determine if the criteria in
monitoring conditions in paragraph (d) have multiple monitors for sensor paragraph (e)(5)(ii)(B) of this section are
of this section must be met, the OBD response or other sensor characteristics), satisfied (i.e., engine speed or time of
system must stop incrementing the the OBD system must separately track operation), the OBD system must stop
numerator and denominator for any numerators and denominators for each incrementing the ignition cycle counter.
monitor that may be disabled as a of the specific monitors and report only Incrementing of the ignition cycle
consequence of power take-off the corresponding numerator and counter shall not be stopped for any
operation. Within 10 seconds of the denominator for the specific monitor other condition. Within 10 seconds of
time at which the power take-off that has the lowest numerical ratio. If the time at which the malfunction is no
operation ends, incrementing of all two or more specific monitors have longer being detected (e.g., the pending
applicable numerators and identical ratios, the corresponding DTC is erased through OBD system self-
denominators must resume. numerator and denominator for the clearing or through a scan tool
(iii) Within 10 seconds of detecting a specific monitor that has the highest command), incrementing of the ignition
malfunction (i.e., a pending or a MIL-on denominator must be reported for the cycle counter must resume.
DTC has been stored) of any component specific component. (6) General denominator.
used to determine if the criteria of (2) Numerator. (i) The general denominator is defined
paragraphs (d)(4)(ii) and (d)(4)(iii) of (i) The OBD system must report a as a measure of the number of times an
this section are satisfied, the OBD separate numerator for each of the engine has been operated according to
system must stop incrementing all applicable components listed in the specifications of paragraph
applicable numerators and paragraph (e)(1) of this section. (e)(6)(ii)(B) of this section. The general
denominators. Within 10 seconds of the (ii) The numerator(s) must be reported denominator must be reported in
time at which the malfunction is no in accordance with the specifications in accordance with the specifications in
longer being detected (e.g., the pending paragraph (k)(5)(ii) of this section. paragraph (k)(5)(ii) of this section.
DTC is erased through OBD system self- (3) Denominator. (ii) The general denominator must be
clearing or through a scan tool (i) The OBD system must report a incremented as follows:
command), incrementing of all separate denominator for each of the (A) The general denominator, when
applicable numerators and applicable components listed in incremented, must be incremented by
denominators must resume. paragraph (e)(1) of this section. an integer of one. The general
(e) Standardized tracking and (ii) The denominator(s) must be denominator shall not be incremented
reporting of in-use monitor reported in accordance with the more than once per drive cycle.
performance. specifications in paragraph (k)(5)(ii) of (B) The general denominator must be
(1) General. For monitors required to this section. incremented within 10 seconds if and
track and report in-use monitor (4) Monitor performance ratio. For only if the criteria identified in
performance according to paragraph (d) purposes of determining which paragraph (d)(4)(ii) of this section are
of this section, the performance data corresponding numerator and satisfied on a single drive cycle.
must be tracked and reported in denominator to report as required in (C) Within 10 seconds of detecting a
accordance with the specifications in paragraph (e)(1)(iii) of this section, the malfunction (i.e., a pending or a MIL-on
paragraphs (d)(2), (e), and (k)(5) of this ratio must be calculated in accordance DTC has been stored) of any component
section. The OBD system must with the specifications in paragraph used to determine if the criteria in
separately report an in-use monitor (k)(5)(iii) of this section. paragraph (d)(4)(ii) of this section are
performance numerator and (5) Ignition cycle counter. satisfied (i.e., vehicle speed/load,
denominator for each of the following (i) The ignition cycle counter is ambient temperature, elevation, idle
components: defined as a counter that indicates the operation, or time of operation), the
(i) For diesel engines, NMHC catalyst number of ignition cycles a vehicle has OBD system must stop incrementing the
bank 1, NMHC catalyst bank 2, NOX experienced according to the general denominator. Incrementing of
catalyst bank 1, NOX catalyst bank 2, specifications of paragraph (e)(5)(ii)(B) the general denominator shall not be
exhaust gas sensor bank 1, exhaust gas of this section. The ignition cycle stopped for any other condition (e.g.,
sensor bank 2, EGR/VVT system, DPF, counter must be reported in accordance the disablement criteria in paragraphs
boost pressure control system, and NOX with the specifications in paragraph (d)(5)(i) and (d)(5)(ii) of this section
adsorber. The OBD system must also (k)(5)(ii) of this section. shall not disable the general
report a general denominator and an (ii) The ignition cycle counter must be denominator). Within 10 seconds of the
ignition cycle counter in the incremented as follows: time at which the malfunction is no
standardized format specified in (A) The ignition cycle counter, when longer being detected (e.g., the pending
paragraphs (e)(5), (e)(6), and (k)(5) of incremented, must be incremented by DTC is erased through OBD system self-
this section. an integer of one. The ignition cycle clearing or through a scan tool
(ii) For gasoline engines, catalyst bank counter shall not be incremented more command), incrementing of the general
1, catalyst bank 2, exhaust gas sensor than once per ignition cycle. denominator must resume.
bank 1, exhaust gas sensor bank 2, (B) The ignition cycle counter must be (f) Malfunction criteria determination.
evaporative leak detection system, EGR/ incremented within 10 seconds if and (1) In determining the malfunction
VVT system, and secondary air system. only if the engine exceeds an engine criteria for the diesel engine monitors
The OBD system must also report a speed of 50 to 150 rpm below the required under paragraphs (g) and (i) of
this section that are required to indicate emission data and/or engineering an event, by design, during which
a malfunction before emissions exceed analysis supporting their choice of test emissions levels change while the
an emission threshold based on any cycle and standard. emission control performance is being
applicable standard, the manufacturer (2) On engines equipped with restored.
must: emission controls that experience (ii) For purposes of this paragraph
(i) Use the emission test cycle and infrequent regeneration events, a (f)(2) of this section, infrequent means
standard (i.e., the transient FTP or the manufacturer must adjust the emission having an expected frequency of less
supplemental emissions test (SET)) test results that are used to determine than once per transient FTP cycle.
determined by the manufacturer to be the malfunction criteria for monitors (3) For gasoline engines, rather than
more stringent (i.e., to result in higher that are required to indicate a meeting the malfunction criteria
emissions with the same level of malfunction before emissions exceed a
monitored component malfunction). specified under paragraphs (h) and (i) of
certain emission threshold. For each this section, the manufacturer may
The manufacturer must use data and/or
such monitor, the manufacturer must request approval to use an OBD system
engineering analysis to determine the
adjust the emission result as done in certified to the requirements of
test cycle and standard that is more
accordance with the provisions of § 86.010–17. To do so, the manufacturer
stringent.
(ii) Identify in the certification section 86.004–28(i) with the must demonstrate use of good
documentation required under component for which the malfunction engineering judgment in determining
paragraph (m) of this section, the test criteria are being established having equivalent malfunction detection
cycle and standard determined by the been deteriorated to the malfunction criteria to those required in this section.
manufacturer to be the most stringent threshold. The adjusted emission value (g) OBD monitoring requirements for
for each applicable monitor. must be used for purposes of diesel-fueled/compression-ignition
(iii) If the Administrator reasonably determining whether or not the engines. The following table shows the
believes that a manufacturer has applicable emission threshold is thresholds at which point certain
determined incorrectly the test cycle exceeded. components or systems, as specified in
and standard that is most stringent, the (i) For purposes of this paragraph this paragraph (g), are considered
manufacturer must be able to provide (f)(2) of this section, regeneration means malfunctioning.
TABLE 1.—OBD EMISSIONS THRESHOLDS FOR DIESEL-FUELED/COMPRESSION-IGNITION ENGINES MEANT FOR PLACEMENT
IN APPLICATIONS GREATER THAN 14,000 POUNDS GVWR (G/BHP-HR)
Component § 86.010–18 reference NMHC CO NOX PM
NMHC catalyst system .................................................................. (g)(5) .......................... 2.5x .......... .................. .................. ....................
NOX aftertreatment system ............................................................ (g)(6), (g)(7) ............... .................. .................. +0.3 ......... ....................
Diesel particulate filter (DPF) system ............................................ (g)(8) .......................... 2.5x .......... .................. .................. 0.05/+0.04
Air-fuel ratio sensors upstream of aftertreatment devices ............ (g)(9) .......................... 2.5x .......... 2.5x .......... +0.3 ......... 0.03/+0.02
Air-fuel ratio sensors downstream of aftertreatment devices ........ (g)(9) .......................... 2.5x .......... .................. +0.3 ......... 0.05/+0.04
NOX sensors .................................................................................. (g)(9) .......................... .................. .................. +0.3 ......... 0.05/+0.04
‘‘Other monitors’’ with emissions thresholds ................................. (g)(1), (g)(3), (g)(4), 2.5x .......... 2.5x .......... +0.3 ......... 0.03/+0.02
(g)(10).
Notes: FEL=Family Emissions Limit; 2.5x std means a multiple of 2.5 times the applicable emissions standard; +0.3 means the standard or
FEL plus 0.3; 0.05/+0.04 means an absolute level of 0.05 or an additive level of the standard or FEL plus 0.04, whilchever level is higher; these
emissions thresholds apply to the monitoring requirements of paragraph (g) of this section 86.010–18.
(1) Fuel system monitoring. below the emissions thresholds for OBD system must detect a malfunction
(i) General. The OBD system must ‘‘other monitors’’ as shown in Table 1 of when the system has reached its control
monitor the fuel delivery system to this paragraph (g). For engines in which limits such that the commanded fuel
verify that it is functioning properly. no failure or deterioration of the fuel quantity cannot be delivered.
The individual electronic components system pressure control could result in (C) Fuel system injection timing. The
(e.g., actuators, valves, sensors, pumps) an engine’s emissions exceeding the
OBD system must detect a malfunction
that are used in the fuel system and are applicable emissions thresholds, the
of the fuel injection system when the
not specifically addressed in this OBD system must detect a malfunction
system is unable to deliver fuel at the
paragraph (g)(1) must be monitored in when the system has reached its control
accordance with the requirements of limits such that the commanded fuel proper crank angle/timing (e.g.,
paragraph (i)(3) of this section. system pressure cannot be delivered. injection timing too advanced or too
(ii) Fuel system malfunction criteria. (B) Fuel system injection quantity. retarded) necessary to maintain an
(A) Fuel system pressure control. The The OBD system must detect a engine’s emissions at or below the
OBD system must monitor the fuel malfunction of the fuel injection system emissions thresholds for ‘‘other
system’s ability to control to the desired when the system is unable to deliver the monitors’’ as shown in Table 1 of this
fuel pressure. This monitoring must be commanded quantity of fuel necessary paragraph (g). For engines in which no
done continuously unless new hardware to maintain an engine’s emissions at or failure or deterioration of the fuel
has to be added, in which case the below the emissions thresholds for injection timing could result in an
monitoring must be done at least once ‘‘other monitors’’ as shown in Table 1 of engine’s emissions exceeding the
per drive cycle. The OBD system must this paragraph (g). For engines in which applicable emissions thresholds, the
detect a malfunction of the fuel system’s no failure or deterioration of the fuel OBD system must detect a malfunction
pressure control system when the injection quantity could result in an when the system has reached its control
pressure control system is unable to engine’s emissions exceeding the limits such that the commanded fuel
maintain an engine’s emissions at or applicable emissions thresholds, the injection timing cannot be achieved.
(D) Fuel system feedback control. See equivalent timeliness in detection of monitors’’ as shown in Table 1 of this
paragraph (i)(6) of this section. malfunctions. paragraph (g). The OBD system must
(iii) Fuel system monitoring (iv) Engine misfire MIL activation and monitor both the capability of the EGR
conditions. DTC storage. The MIL must activate and system to respond to a commanded
(A) The OBD system must monitor DTCs must be stored according to the increase in flow and the capability of
continuously for malfunctions provisions of paragraph (b) of this the EGR system to respond to a
identified in paragraphs (g)(1)(ii)(A) and section. commanded decrease in flow.
(g)(1)(ii)(D) of this section. (3) EGR system monitoring. (D) EGR system feedback control. See
(B) The manufacturer must define the (i) General. The OBD system must paragraph (i)(6) of this section.
monitoring conditions for malfunctions monitor the EGR system on engines so (E) EGR cooler performance. The OBD
identified in paragraphs (g)(1)(ii)(B) and equipped for low flow rate, high flow system must detect a malfunction of the
(g)(1)(ii)(C) in accordance with rate, and slow response malfunctions. EGR cooler prior to a reduction from the
paragraphs (c) and (d) of this section. For engines equipped with EGR coolers manufacturer’s specified cooling
(iv) Fuel system MIL activation and (e.g., heat exchangers), the OBD system performance that would cause an
DTC storage. The MIL must activate and must monitor the cooler for insufficient engine’s emissions to exceed the
DTCs must be stored according to the cooling malfunctions. The individual emissions thresholds for ‘‘other
electronic components (e.g., actuators, monitors’’ as shown in Table 1 of this
provisions of paragraph (b) of this
valves, sensors) that are used in the EGR paragraph (g). For engines in which no
section.
system must be monitored in failure or deterioration of the EGR
(2) Engine misfire monitoring.
accordance with the comprehensive cooler could result in an engine’s
(i) General. The OBD system must
component requirements in paragraph emissions exceeding the applicable
monitor the engine for misfire causing
(i)(3) of this section. emissions thresholds, the OBD system
excess emissions. (ii) EGR system malfunction criteria. must detect a malfunction when the
(ii) Engine misfire malfunction (A) EGR low flow. The OBD system system has no detectable amount of EGR
criteria. The OBD system must be must detect a malfunction of the EGR cooling.
capable of detecting misfire occurring in system prior to a decrease from the (iii) EGR system monitoring
one or more cylinders. To the extent manufacturer’s specified EGR flow rate conditions.
possible without adding hardware for that would cause an engine’s emissions (A) The OBD system must monitor
this specific purpose, the OBD system to exceed the emissions thresholds for continuously for malfunctions
must also identify the specific misfiring ‘‘other monitors’’ as shown in Table 1 of identified in paragraphs (g)(3)(ii)(A),
cylinder. If more than one cylinder is this paragraph (g). For engines in which (g)(3)(ii)(B), and (g)(3)(ii)(D) of this
misfiring continuously, a separate DTC no failure or deterioration of the EGR section.
must be stored indicating that multiple system that causes a decrease in flow (B) The manufacturer must define the
cylinders are misfiring. When could result in an engine’s emissions monitoring conditions for malfunctions
identifying multiple cylinder misfire, exceeding the applicable emissions identified in paragraph (g)(3)(ii)(C) in
the OBD system is not required to thresholds, the OBD system must detect accordance with paragraphs (c) and (d)
identify individually through separate a malfunction when the system has of this section, with the exception that
DTCs each of the continuously misfiring reached its control limits such that it monitoring must occur every time the
cylinders. cannot increase EGR flow to achieve the monitoring conditions are met during
(iii) Engine misfire monitoring commanded flow rate. the drive cycle rather than once per
conditions. (B) EGR high flow. The OBD system drive cycle as required in paragraph
(A) The OBD system must monitor for must detect a malfunction of the EGR (c)(2) of this section. For purposes of
engine misfire during engine idle system, including a leaking EGR valve tracking and reporting as required in
conditions at least once per drive cycle (i.e., exhaust gas flowing through the paragraph (d)(1) of this section, all
in which the monitoring conditions for valve when the valve is commanded monitors used to detect malfunctions
misfire are met. The manufacturer must closed) prior to an increase from the identified in paragraph (g)(3)(ii)(C) of
be able to demonstrate via engineering manufacturer’s specified EGR flow rate this section must be tracked separately
analysis and/or data that the self- that would cause an engine’s emissions but reported as a single set of values as
defined monitoring conditions: Are to exceed the emissions thresholds for specified in paragraph (e)(1)(iii) of this
technically necessary to ensure robust ‘‘other monitors’’ as shown in Table 1 of section.
detection of malfunctions (e.g., avoid this paragraph (g). For engines in which (C) The manufacturer must define the
false passes and false detection of no failure or deterioration of the EGR monitoring conditions for malfunctions
malfunctions); require no more than system that causes an increase in flow identified in paragraph (g)(3)(ii)(E) of
1000 cumulative engine revolutions; could result in an engine’s emissions this section in accordance with
and, do not require any single exceeding the applicable emissions paragraphs (c) and (d) of this section.
continuous idle operation of more than thresholds, the OBD system must detect For purposes of tracking and reporting
15 seconds to make a determination that a malfunction when the system has as required in paragraph (d)(1) of this
a malfunction is present (e.g., a decision reached its control limits such that it section, all monitors used to detect
can be made with data gathered during cannot reduce EGR flow to achieve the malfunctions identified in paragraph
several idle operations of 15 seconds or commanded flow rate. (g)(3)(ii)(E) of this section must be
less); or, satisfy the requirements of (C) EGR slow response. The OBD tracked separately but reported as a
paragraph (c) of this section with system must detect a malfunction of the single set of values as specified in
alternative engine operating conditions. EGR system prior to any failure or paragraph (e)(1)(iii) of this section.
(B) Manufacturers may employ deterioration in the capability of the (D) The manufacturer may request
alternative monitoring conditions (e.g., EGR system to achieve the commanded Administrator approval to disable
off-idle) provided the manufacturer is flow rate within a manufacturer- temporarily the EGR system monitor(s)
able to demonstrate that the alternative specified time that would cause an under specific conditions (e.g., when
monitoring ensure equivalent robust engine’s emissions to exceed the freezing may affect performance of the
detection of malfunctions and emissions thresholds for ‘‘other system) provided the manufacturer is
able to demonstrate via data or to achieve the commanded boost For purposes of tracking and reporting
engineering analysis that a reliable pressure. as required in paragraph (d)(1) of this
monitor cannot be run when these (C) VGT slow response. The OBD section, all monitors used to detect
conditions exist. system must detect a malfunction prior malfunctions identified in paragraph
(iv) EGR system MIL activation and to any failure or deterioration in the (g)(4)(ii)(E) of this section must be
DTC storage. The MIL must activate and capability of the VGT system to achieve tracked separately but reported as a
DTCs must be stored according to the the commanded turbocharger geometry single set of values as specified in
provisions of paragraph (b) of this within a manufacturer-specified time paragraph (e)(1)(iii) of this section.
section. that would cause an engine’s emissions (iv) Turbo boost system MIL activation
(4) Turbo boost control system to exceed the emissions thresholds for and DTC storage. The MIL must activate
monitoring. ‘‘other monitors’’ as shown in Table 1 of and DTCs must be stored according to
(i) General. The OBD system must this paragraph (g). For engines in which the provisions of paragraph (b) of this
monitor the boost pressure control no failure or deterioration of the VGT section.
system (e.g., turbocharger) on engines so system response could result in an (5) NMHC converting catalyst
equipped for under and over boost engine’s emissions exceeding the monitoring.
malfunctions. For engines equipped applicable emissions thresholds, the (i) General. The OBD system must
with variable geometry turbochargers OBD system must detect a malfunction monitor the NMHC converting
(VGT), the OBD system must monitor of the VGT system when proper catalyst(s) for proper NMHC conversion
the VGT system for slow response functional response of the system to capability. For engines equipped with
malfunctions. For engines equipped computer commands does not occur. catalyzed diesel particulate filter(s)
with charge air cooler systems, the OBD (D) Turbo boost feedback control. See (DPF) that convert NMHC emissions, the
system must monitor the charge air paragraph (i)(6) of this section. catalyst function of the DPF must be
cooler system for cooling system (E) Charge air undercooling. The OBD monitored in accordance with the DPF
performance malfunctions. The system must detect a malfunction of the requirements of paragraph (g)(8) of this
individual electronic components (e.g., charge air cooling system prior to a section. For purposes of this paragraph
actuators, valves, sensors) that are used decrease from the manufacturer’s (g)(5), each catalyst that converts NMHC
in the boost pressure control system specified cooling rate that would cause must be monitored either individually
must be monitored in accordance with an engine’s emissions to exceed the or in combination with others.
the comprehensive component emissions thresholds for ‘‘other (ii) NMHC converting catalyst
requirements in paragraph (i)(3) of this monitors’’ as shown in Table 1 of this malfunction criteria.
section. paragraph (g). For engines in which no (A) NMHC converting catalyst
(ii) Turbo boost control system failure or deterioration of the charge air conversion efficiency. The OBD system
malfunction criteria. cooling system that causes a decrease in must detect a catalyst malfunction when
(A) Turbo underboost. The OBD cooling performance could result in an the catalyst conversion capability
system must detect a malfunction of the engine’s emissions exceeding the decreases to the point that NMHC
boost pressure control system prior to a applicable emissions thresholds, the emissions exceed the emissions
decrease from the manufacturer’s OBD system must detect a malfunction thresholds for the NMHC catalyst
commanded boost pressure that would when the system has no detectable system as shown in Table 1 of this
cause an engine’s emissions to exceed amount of charge air cooling. paragraph (g). If no failure or
the emissions thresholds for ‘‘other (iii) Turbo boost monitoring deterioration of the catalyst NMHC
monitors’’ as shown in Table 1 of this conditions. conversion capability could result in an
paragraph (g). For engines in which no (A) The OBD system must monitor engine’s NMHC emissions exceeding the
failure or deterioration of the boost continuously for malfunctions applicable emissions thresholds, the
pressure control system that causes a identified in paragraphs (g)(4)(ii)(A), OBD system must detect a malfunction
decrease in boost could result in an (g)(4)(ii)(B), and (g)(4)(ii)(D) of this when the catalyst has no detectable
engine’s emissions exceeding the section. amount of NMHC conversion capability.
applicable emissions thresholds, the (B) The manufacturer must define the (B) NMHC converting catalyst
OBD system must detect a malfunction monitoring conditions for malfunctions aftertreatment assistance functions. For
when the system has reached its control identified in paragraph (g)(4)(ii)(C) of catalysts used to generate an exotherm
limits such that it cannot increase boost this section in accordance with to assist DPF regeneration, the OBD
to achieve the commanded boost paragraphs (c) and (d) of this section, system must detect a malfunction when
pressure. with the exception that monitoring must the catalyst is unable to generate a
(B) Turbo overboost. The OBD system occur every time the monitoring sufficient exotherm to achieve DPF
must detect a malfunction of the boost conditions are met during the drive regeneration. For catalysts used to
pressure control system prior to an cycle rather than once per drive cycle as generate a feedgas constituency to assist
increase from the manufacturer’s required in paragraph (c)(2) of this selective catalytic reduction (SCR)
commanded boost pressure that would section. For purposes of tracking and systems (e.g., to increase NO2
cause an engine’s emissions to exceed reporting as required in paragraph (d)(1) concentration upstream of an SCR
the emissions thresholds for ‘‘other of this section, all monitors used to system), the OBD system must detect a
monitors’’ as shown in Table 1 of this detect malfunctions identified in malfunction when the catalyst is unable
paragraph (g). For engines in which no paragraph (g)(4)(ii)(C) of this section to generate the necessary feedgas
failure or deterioration of the boost must be tracked separately but reported constituents for proper SCR system
pressure control system that causes an as a single set of values as specified in operation. For catalysts located
increase in boost could result in an paragraph (e)(1)(iii) of this section. downstream of a DPF and used to
engine’s emissions exceeding the (C) The manufacturer must define the convert NMHC emissions during DPF
applicable emissions thresholds, the monitoring conditions for malfunctions regeneration, the OBD system must
OBD system must detect a malfunction identified in paragraph (g)(4)(ii)(E) of detect a malfunction when the catalyst
when the system has reached its control this section in accordance with has no detectable amount of NMHC
limits such that it cannot decrease boost paragraphs (c) and (d) of this section. conversion capability.
(iii) NMHC converting catalyst the OBD system must detect a identified in paragraphs (g)(6)(ii)(B),
monitoring conditions. The malfunction when the catalyst has no (g)(6)(ii)(C), and (g)(6)(ii)(E) of this
manufacturer must define the detectable amount of NOX conversion section.
monitoring conditions for malfunctions capability. (iv) SCR and lean NOX catalyst MIL
identified in paragraphs (g)(5)(ii)(A) and (B) SCR and lean NOX catalyst active/ activation and DTC storage.
(g)(5)(ii)(B) of this section in accordance intrusive reductant delivery (A) For malfunctions identified in
with paragraphs (c) and (d) of this performance. The OBD system must paragraph (g)(6)(ii)(A) of this section,
section. For purposes of tracking and detect a malfunction prior to any failure the MIL must activate and DTCs must be
reporting as required in paragraph (d)(1) or deterioration of the system to stored according to the provisions of
of this section, all monitors used to properly regulate reductant delivery paragraph (b) of this section.
detect malfunctions identified in (e.g., urea injection, separate injector (B) For malfunctions identified in
paragraphs (g)(5)(ii)(A) and (g)(5)(ii)(B) fuel injection, post injection of fuel, air paragraphs (g)(6)(ii)(B), (g)(6)(ii)(C), and
of this section must be tracked assisted injection/mixing) that would (g)(6)(ii)(D) of this section, the
separately but reported as a single set of cause an engine’s emissions to exceed manufacturer may delay activating the
values as specified in paragraph any of the applicable emissions MIL if the vehicle is equipped with an
(e)(1)(iii) of this section. thresholds for NOX aftertreatment alternative indicator for notifying the
(iv) NMHC converting catalyst MIL systems as shown in Table 1 of this vehicle operator of the malfunction. The
activation and DTC storage. The MIL paragraph (g). If no failure or alternative indicator must be of
must activate and DTCs must be stored deterioration of the reductant delivery sufficient illumination and be located
according to the provisions of paragraph system could result in an engine’s such that it is readily visible to the
(b) of this section. The monitoring emissions exceeding any of the vehicle operator under all lighting
method for the NMHC converting applicable thresholds, the OBD system conditions. If the vehicle is not
catalyst(s) must be capable of detecting must detect a malfunction when the equipped with such an alternative
all instances, except diagnostic self- system has reached its control limits indicator and the OBD MIL activates,
clearing, when a catalyst DTC has been such that it is no longer able to deliver the MIL may be immediately
erased but the catalyst has not been the desired quantity of reductant. deactivated and the corresponding
replaced (e.g., catalyst over-temperature (C) SCR and lean NOX catalyst active/ DTC(s) erased once the OBD system has
histogram approaches are not intrusive reductant quantity. If the SCR verified that the reductant tank has been
acceptable). or lean NOX catalyst system uses a refilled properly and the MIL has not
(6) Selective catalytic reduction (SCR) reductant other than the fuel used for been activated for any other
and lean NOX catalyst monitoring. the engine, or uses a reservoir/tank for malfunction. The Administrator may
(i) General. The OBD system must the reductant that is separate from the approve other strategies that provide
monitor the SCR and/or the lean NOX fuel tank used for the engine, the OBD equivalent assurance that a vehicle
converting catalyst(s) for proper system must detect a malfunction when operator would be promptly notified
conversion capability. For engines there is no longer sufficient reductant and that corrective action would be
equipped with SCR systems or other available (e.g., the reductant tank is taken.
catalyst systems that use an active/ empty). (C) The monitoring method for the
intrusive reductant injection (e.g., active (D) SCR and lean NOX catalyst active/ SCR and lean NOX catalyst(s) must be
lean NOX catalysts that use diesel fuel intrusive reductant quality. If the SCR or capable of detecting all instances,
post-injection or in-exhaust injection), lean NOX catalyst system uses a except diagnostic self-clearing, when a
the OBD system must monitor the reservoir/tank for the reductant that is catalyst DTC(s) has been erased but the
active/intrusive reductant injection separate from the fuel tank used for the catalyst has not been replaced (e.g.,
system for proper performance. The engine, the OBD system must detect a catalyst over-temperature histogram
individual electronic components (e.g., malfunction when an improper approaches are not acceptable).
actuators, valves, sensors, heaters, reductant is used in the reductant (7) NOX adsorber system monitoring.
pumps) in the active/intrusive reductant reservoir/tank (e.g., the reductant tank is (i) General. The OBD system must
injection system must be monitored in filled with something other than the monitor the NOX adsorber on engines
accordance with the comprehensive reductant). so-equipped for proper performance.
component requirements in paragraph (E) SCR and lean NOX catalyst active/ For engines equipped with active/
(i)(3) of this section. For purposes of this intrusive reductant feedback control. intrusive injection (e.g., in-exhaust fuel
paragraph (g)(6), each catalyst that See paragraph (i)(6) of this section. and/or air injection) to achieve
converts NOX must be monitored either (iii) SCR and lean NOX catalyst desorption of the NOX adsorber, the
individually or in combination with monitoring conditions. OBD system must monitor the active/
others. (A) The manufacturers must define intrusive injection system for proper
(ii) SCR and lean NOX catalyst the monitoring conditions for performance. The individual electronic
malfunction criteria. malfunctions identified in paragraphs components (e.g., injectors, valves,
(A) SCR and lean NOX catalyst (g)(6)(ii)(A) and (g)(6)(ii)(D) of this sensors) that are used in the active/
conversion efficiency. The OBD system section in accordance with paragraphs intrusive injection system must be
must detect a catalyst malfunction when (c) and (d) of this section. For purposes monitored in accordance with the
the catalyst conversion capability of tracking and reporting as required in comprehensive component
decreases to the point that would cause paragraph (d)(1) of this section, all requirements in paragraph (i)(3) of this
an engine’s emissions to exceed the monitors used to detect malfunctions section.
emissions thresholds for NOX identified in paragraph (g)(6)(ii)(A) of (ii) NOX adsorber system malfunction
aftertreatment systems as shown in this section must be tracked separately criteria.

Table 1 of this paragraph (g). If no but reported as a single set of values as (A) NOX adsorber system capability.
failure or deterioration of the catalyst specified in paragraph (e)(1)(iii) of this The OBD system must detect a NOX
NOX conversion capability could result section. adsorber malfunction when its
in an engine’s emissions exceeding any (B) The OBD system must monitor capability (i.e., its combined adsorption
of the applicable emissions thresholds, continuously for malfunctions and conversion capability) decreases to
the point that would cause an engine’s active/intrusive injection system must cylinder post fuel injection, in-exhaust
NOX emissions to exceed the emissions be monitored in accordance with the air-assisted fuel injection) to achieve
thresholds for NOX aftertreatment comprehensive component regeneration of the DPF, the OBD
systems as shown in Table 1 of this requirements in paragraph (i)(3) of this system must detect a malfunction if any
paragraph (g). If no failure or section. failure or deterioration of the injection
deterioration of the NOX adsorber (ii) DPF system malfunction criteria. system’s ability to properly regulate
capability could result in an engine’s (A) DPF filtering performance. The injection causes the system to be unable
NOX emissions exceeding the applicable OBD system must detect a malfunction to achieve regeneration of the DPF.
emissions thresholds, the OBD system prior to a decrease in the PM filtering (G) DPF regeneration feedback
must detect a malfunction when the capability of the DPF (e.g., cracking, control. See paragraph (i)(6) of this
system has no detectable amount of melting, etc.) that would cause an section.
NOX adsorber capability. engine’s PM emissions to exceed the (iii) DPF monitoring conditions. The
(B) NOX adsorber system active/ emissions thresholds for DPF systems as manufacturer must define the
intrusive reductant delivery shown in Table 1 of this paragraph (g). monitoring conditions for malfunctions
performance. For NOX adsorber systems If no failure or deterioration of the PM identified in paragraph (g)(8)(ii) of this
that use active/intrusive injection (e.g., filtering performance could result in an section in accordance with paragraphs
in-cylinder post fuel injection, in- engine’s PM emissions exceeding the (c) and (d) of this section, with the
exhaust air-assisted fuel injection) to applicable emissions thresholds, the exception that monitoring must occur
achieve desorption of the NOX adsorber, OBD system must detect a malfunction every time the monitoring conditions
the OBD system must detect a when no detectable amount of PM are met during the drive cycle rather
malfunction if any failure or filtering occurs. than once per drive cycle as required in
deterioration of the injection system’s (B) DPF regeneration frequency. The paragraph (c)(2) of this section. For
ability to properly regulate injection OBD system must detect a malfunction purposes of tracking and reporting as
causes the system to be unable to when the DPF regeneration frequency required in paragraph (d)(1) of this
achieve desorption of the NOX adsorber. increases from (i.e., occurs more often section, all monitors used to detect
(C) NOX adsorber system feedback than) the manufacturer’s specified malfunctions identified in paragraph
control. Malfunction criteria for the regeneration frequency to a level such (g)(8)(ii) of this section must be tracked
NOX adsorber and the NOX adsorber that it would cause an engine’s NMHC separately but reported as a single set of
active/instrusive reductant delivery emissions to exceed the emissions values as specified in paragraph
system are contained in paragraph threshold for DPF systems as shown in (e)(1)(iii) of this section.
(i)(6)of this section. Table 1 of this paragraph (g). If no such (iv) DPF system MIL activation and
(iii) NOX adsorber system monitoring regeneration frequency exists that could DTC storage. The MIL must activate and
conditions. cause NMHC emissions to exceed the DTCs must be stored according to the
(A) The manufacturer must define the applicable emission threshold, the OBD provisions of paragraph (b) of this
monitoring conditions for malfunctions system must detect a malfunction when section.
identified in paragraph (g)(7)(ii)(A) of the DPF regeneration frequency exceeds (9) Exhaust gas sensor and sensor
this section in accordance with the manufacturer’s specified design heater monitoring.
paragraphs (c) and (d) of this section. limits for allowable regeneration (i) General. The OBD system must
For purposes of tracking and reporting frequency. monitor for proper output signal,
as required in paragraph (d)(1) of this (C) DPF incomplete regeneration. The activity, response rate, and any other
section, all monitors used to detect OBD system must detect a regeneration parameter that can affect emissions, all
malfunctions identified in paragraph malfunction when the DPF does not exhaust gas sensors (e.g., oxygen, air-
(g)(7)(ii)(A) of this section must be properly regenerate under fuel ratio, NOX) used for emission
tracked separately but reported as a manufacturer-defined conditions where control system feedback (e.g., EGR
single set of values as specified in regeneration is designed to occur. control/feedback, SCR control/feedback,
paragraph (e)(1)(iii) of this section. (D) DPF NMHC conversion. For any NOX adsorber control/feedback) and/or
(B) The OBD system must monitor DPF that serves to convert NMHC as a monitoring device. For engines
continuously for malfunctions emissions, the OBD system must detect equipped with heated exhaust gas
identified in paragraphs (g)(7)(ii)(B) and a malfunction when the NMHC sensors, the OBD system must monitor
(g)(7)(ii)(C) of this section. conversion capability decreases to the the heater for proper performance.
(iv) NOX adsorber system MIL point that NMHC emissions exceed the (ii) Malfunction criteria for air-fuel
activation and DTC storage. The MIL emissions threshold for DPF systems as ratio sensors located upstream of
must activate and DTCs must be stored shown in Table 1 of this paragraph (g). aftertreatment devices.
according to the provisions of paragraph If no failure or deterioration of the (A) Sensor performance. The OBD
(b) of this section. NMHC conversion capability could system must detect a malfunction prior
(8) Diesel particulate filter (DPF) result in NMHC emissions exceeding to any failure or deterioration of the
system monitoring. the applicable threshold, the OBD sensor voltage, resistance, impedance,
(i) General. The OBD system must system must detect a malfunction when current, response rate, amplitude, offset,
monitor the DPF on engines so- the system has no detectable amount of or other characteristic(s) that would
equipped for proper performance. For NMHC conversion capability. cause an engine’s emissions to exceed
engines equipped with active (E) DPF missing substrate. The OBD the emissions thresholds for ‘‘other
regeneration systems that use an active/ system must detect a malfunction if monitors’’ as shown in Table 1 of this
intrusive injection (e.g., in-exhaust fuel either the DPF substrate is completely paragraph (g).
injection, in-exhaust fuel/air burner), destroyed, removed, or missing, or if the (B) Circuit integrity. The OBD system
the OBD system must monitor the DPF assembly has been replaced with a must detect malfunctions of the sensor
active/intrusive injection system for muffler or straight pipe. related to a lack of circuit continuity or
proper performance. The individual (F) DPF system active/intrusive signal out-of-range values.
electronic components (e.g., injectors, injection. For DPF systems that use (C) Feedback function. The OBD
valves, sensors) that are used in the active/intrusive injection (e.g., in- system must detect a malfunction of the
sensor if the emission control system (e.g., EGR, SCR, or NOX adsorber) is (g)(9)(iii)(D), and (g)(9)(iv)(D) of this
(e.g., EGR, SCR, or NOX adsorber) is unable to use that sensor as a feedback section (i.e., monitoring function) in
unable to use that sensor as a feedback input (e.g., causes limp-home or open- accordance with paragraphs (c) and (d)
input (e.g., causes limp-home or open- loop operation). of this section with the exception that
loop operation). (D) Monitoring function. To the extent monitoring must occur every time the
(D) Monitoring function. To the extent feasible, the OBD system must detect a monitoring conditions are met during
feasible, the OBD system must detect a malfunction of the sensor when the the drive cycle rather than once per
malfunction of the sensor when the sensor output voltage, resistance, drive cycle as required in paragraph
sensor output voltage, resistance, impedance, current, amplitude, activity, (c)(2) of this section.
impedance, current, amplitude, activity, offset, or other characteristics are no (C) Except as provided for in
offset, or other characteristics are no longer sufficient for use as an OBD paragraph (g)(9)(vii)(D) of this paragraph
longer sufficient for use as an OBD system monitoring device (e.g., for (g)(9), the OBD system must monitor
system monitoring device (e.g., for catalyst, EGR, SCR, or NOX adsorber continuously for malfunctions
catalyst, EGR, SCR, or NOX adsorber monitoring). identified in paragraphs (g)(9)(ii)(B),
monitoring). (v) Malfunction criteria for other (g)(9)(ii)(C), (g)(9)(iii)(B), (g)(9)(iii)(C),
(iii) Malfunction criteria for air-fuel exhaust gas sensors. For other exhaust (g)(9)(iv)(B), and (g)(9)(iv)(C) (i.e., circuit
ratio sensors located downstream of gas sensors, the manufacturer must integrity and feedback function).
aftertreatment devices. submit a monitoring plan to the (D) A manufacturer may request
(A) Sensor performance. The OBD Administrator for approval. The plan approval to disable continuous exhaust
system must detect a malfunction prior must include data and/or engineering gas sensor monitoring when an exhaust
to any failure or deterioration of the evaluations that demonstrate that the gas sensor malfunction cannot be
sensor voltage, resistance, impedance, monitoring plan is as reliable and distinguished from other effects (e.g.,
current, response rate, amplitude, offset, effective as the monitoring required in disable monitoring for out-of-range on
or other characteristic(s) that would paragraphs (g)(9)(ii) through (g)(9)(iv) of the low side during fuel cut conditions).
cause an engine’s emissions to exceed this section. To do so, the manufacturer must
the emissions thresholds for air-fuel (vi) Malfunction criteria for exhaust demonstrate via data and/or engineering
ratio sensors downstream of gas sensor heaters. analyses that a properly functioning
aftertreatment devices as shown in (A) The OBD system must detect a sensor cannot be distinguished from a
Table 1 of this paragraph (g). malfunction of the heater performance malfunctioning sensor and that the
(B) Circuit integrity. The OBD system when the current or voltage drop in the disablement interval is limited only to
must detect malfunctions of the sensor heater circuit is no longer within the that necessary for avoiding false
related to a lack of circuit continuity or manufacturer’s specified limits for malfunction detection.
signal out-of-range values. normal operation (i.e., within the (viii) Monitoring conditions for
(C) Feedback function. The OBD criteria required to be met by the exhaust gas sensor heaters.
system must detect a malfunction of the component vendor for heater circuit (A) The manufacturer must define
sensor if the emission control system performance at high mileage). The monitoring conditions for malfunctions
(e.g., EGR, SCR, or NOX adsorber) is manufacturer may use other identified in paragraph (g)(9)(vi)(A) of
unable to use that sensor as a feedback malfunction criteria for heater this section (i.e., sensor heater
input (e.g., causes limp-home or open- performance malfunctions. To do so, the performance) in accordance with
loop operation). manufacturer must be able to paragraphs (c) and (d) of this section.
(D) Monitoring function. To the extent demonstrate via data and/or an (B) The OBD system must monitor
feasible, the OBD system must detect a engineering evaluation that the monitor continuously for malfunctions
malfunction of the sensor when the is reliable and robust. identified in paragraph (g)(9)(vi)(B) of
sensor output voltage, resistance, (B) The OBD system must detect this section (i.e., circuit malfunctions).
impedance, current, amplitude, activity, malfunctions of the heater circuit (ix) Exhaust gas sensor and sensor
offset, or other characteristics are no including open or short circuits that heater MIL activation and DTC storage.
longer sufficient for use as an OBD conflict with the commanded state of The MIL must activate and DTCs must
system monitoring device (e.g., for the heater (e.g., shorted to 12 Volts be stored according to the provisions of
catalyst, EGR, SCR, or NOX adsorber when commanded to 0 Volts (ground)). paragraph (b) of this section.
monitoring). (vii) Monitoring conditions for (10) Variable Valve Timing (VVT)
(iv) Malfunction criteria for NOX exhaust gas sensors. system monitoring.
sensors. (A) The manufacturer must define the (i) General. The OBD system must
(A) Sensor performance. The OBD monitoring conditions for malfunctions monitor the VVT system on engines so
system must detect a malfunction prior identified in paragraphs (g)(9)(ii)(A), equipped for target error and slow
to any failure or deterioration of the (g)(9)(iii)(A), and (g)(9)(iv)(A) of this response malfunctions. The individual
sensor voltage, resistance, impedance, section (i.e., sensor performance) in electronic components (e.g., actuators,
current, response rate, amplitude, offset, accordance with paragraphs (c) and (d) valves, sensors) that are used in the VVT
or other characteristic(s) that would of this section. For purposes of tracking system must be monitored in
cause an engine’s emissions to exceed and reporting as required in paragraph accordance with the comprehensive
the emissions thresholds for NOX (d)(1) of this section, all monitors used components requirements in paragraph
sensors as shown in Table 1 of this to detect malfunctions identified in (i)(3) of this section.
paragraph (g). paragraphs (g)(9)(ii)(A), (g)(9)(iii)(A), (ii) VVT system malfunction criteria.
(B) Circuit integrity. The OBD system and (g)(9)(iv)(A) of this section must be (A) VVT system target error. The OBD
must detect malfunctions of the sensor tracked separately but reported as a system must detect a malfunction prior
related to a lack of circuit continuity or single set of values as specified in to any failure or deterioration in the
signal out-of-range values. paragraph (e)(1)(iii) of this section. capability of the VVT system to achieve
(C) Feedback function.The OBD (B) The manufacturer must define the the commanded valve timing and/or
system must detect a malfunction of the monitoring conditions for malfunctions control within a crank angle and/or lift
sensor if the emission control system identified in paragraphs (g)(9)(ii)(D), tolerance that would cause an engine’s
emissions to exceed the emission OBD system must detect a malfunction monitors used to detect malfunctions
thresholds for ‘‘other monitors’’ as of the VVT system when proper identified in paragraph (g)(10)(ii) of this
shown in Table 1 of this paragraph (g). functional response of the system to section must be tracked separately but
(B) VVT slow response. The OBD computer commands does not occur. reported as a single set of values as
system must detect a malfunction prior specified in paragraph (e)(1)(iii) of this
(iii) VVT system monitoring
to any failure or deterioration in the section.
capability of the VVT system to achieve conditions. Manufacturers must define
the monitoring conditions for VVT (iv) VVT MIL activation and DTC
the commanded valve timing and/or
system malfunctions identified in storage. The MIL must activate and
control within a manufacturer-specified
paragraph (g)(10)(ii) of this section in DTCs must be stored according to the
time that would cause an engine’s
accordance with paragraphs (c) and (d) provisions of paragraph (b) of this
emissions to exceed the emission
thresholds for ‘‘other monitors’’ as of this section, with the exception that section.
shown in Table 1 of this paragraph (g). monitoring must occur every time the (h) OBD monitoring requirements for
(C) For engines in which no failure or monitoring conditions are met during gasoline-fueled/spark-ignition engines.
deterioration of the VVT system could the drive cycle rather than once per The following table shows the
result in an engine’s emissions drive cycle as required in paragraph thresholds at which point certain
exceeding the applicable emissions (c)(2) of this section. For purposes of components or systems, as specified in
thresholds of paragraphs (g)(10)(ii)(A) tracking and reporting as required in this paragraph (h), are considered
and (g)(10)(ii)(B) of this section, the paragraph (d)(1) of this section, all malfunctioning.
TABLE 2.—OBD EMISSIONS THRESHOLDS FOR GASOLINE-FUELED/SPARK-IGNITION ENGINES MEANT FOR PLACEMENT IN
APPLICATIONS GREATER THAN 14,000 POUNDS GVWR (G/BHP-HR)
Component NOX NMHC CO § 86.010–18 reference
Catalyst system .............................................................. 1.75x std .. 1.75x std ............................ .................. (h)(6).
Evaporative emissions control system ........................... .................. 0.150 inch leak .................. .................. (h)(7).
‘‘Other monitors’’ with emissions thresholds .................. 1.5x std .... 1.5x std .............................. 1.5x std .... (h)(1), (h)(2), (h)(3), (h)(4),
(h)(5), (h)(8), (h)(9).
Notes: 1.75x std means a multiple of 1.75 times the applicable emissions standard; these emissions thresholds apply to the monitoring re-
quirements of paragraph (h) of this section 86.010–18; The evaporative emissions control system threshold is not, technically, an emissions
threshold but rather a leak size that must be detected; nonetheless, for ease we refer to this as the threshold.
(1) Fuel system monitoring. the OBD system is required to detect a regardless of the conditions encountered
(i) General. The OBD system must malfunction. during that drive cycle, or on the next
monitor the fuel delivery system to (D) The OBD system must detect a drive cycle in which similar conditions
determine its ability to provide malfunction whenever the fuel control are encountered to those that occurred
compliance with emission standards. system fails to enter closed loop when the pending DTC was stored.
(ii) Fuel system malfunction criteria. operation following engine start within Similar conditions means engine
(A) The OBD system must detect a a manufacturer specified time interval. conditions having an engine speed
malfunction of the fuel delivery system The specified time interval must be within 375 rpm, load conditions within
(including feedback control based on a supported by data and/or engineering 20 percent, and the same warm up
secondary oxygen sensor) when the fuel analyses submitted by the manufacturer. status (i.e., cold or hot) as the engine
delivery system is unable to maintain an (E) The manufacturer may adjust the conditions stored pursuant to paragraph
engine’s emissions at or below the malfunction criteria and/or monitoring (h)(1)(iv)(E) of this section. Other
emissions thresholds for ‘‘other conditions to compensate for changes in definitions of similar conditions may be
monitors’’ as shown in Table 2 of this altitude, for temporary introduction of used but must result in comparable
paragraph (h). large amounts of purge vapor, or for timeliness and reliability in detecting
(B) Except as provided for in other similar identifiable operating similar engine operation.
paragraph (h)(1)(ii)(C) of this section, if conditions when such conditions occur.
the engine is equipped with adaptive (C) The pending DTC may be erased
(iii) Fuel system monitoring
feedback control, the OBD system must at the end of the next drive cycle in
conditions. The fuel system must be
detect a malfunction when the adaptive which similar conditions have been
monitored continuously for the
feedback control has used up all of the encountered without having again
presence of a malfunction.
adjustment allowed by the (iv) Fuel system MIL activation and exceeded the specified fuel system
manufacturer. DTC storage. malfunction criteria. The pending DTC
(C) If the engine is equipped with (A) A pending DTC must be stored may also be erased if similar conditions
feedback control that is based on a immediately upon the fuel system are not encountered during the 80 drive
secondary oxygen (or equivalent) exceeding the malfunction criteria cycles immediately following detection
sensor, the OBD system is not required established in paragraph (h)(1)(ii) of this of the potential malfunction for which
to detect a malfunction of the fuel section. the pending DTC was stored.
system solely when the feedback control (B) Except as provided for in (D) Storage of freeze frame conditions.
based on a secondary oxygen sensor has paragraph (h)(1)(iv)(C) of this section, if The OBD system must store and erase
used up all of the adjustment allowed a pending DTC is stored, the OBD freeze frame conditions either in
by the manufacturer. However, if a system must activate the MIL conjunction with storing and erasing a
failure or deterioration results in engine immediately and store a MIL-on DTC if pending DTC or in conjunction with
emissions that exceed the emissions a malfunction is again detected during storing and erasing a MIL-on DTC.
thresholds for ‘‘other monitors’’ as either the drive cycle immediately Freeze frame information associated
shown in Table 2 of this paragraph (h), following storage of the pending DTC with a fuel system malfunction shall be
stored in preference to freeze frame only for determining, on a given drive required by paragraph (h)(2)(iii)(A) of
information required elsewhere in cycle, the first misfire exceedance as this section, the OBD system may still
paragraphs (h) or (i) of this section. provided in paragraph (h)(2)(iv)(A) of be acceptable. The Administrator will
(E) Storage of fuel system conditions this section. To do so, the manufacturer evaluate the following factors in making
for determining similar conditions of must demonstrate that the interval is not a determination: the magnitude of the
operation. The OBD must store the so long that catalyst damage would region(s) in which misfire detection is
engine speed, load, and warm-up status occur prior to the interval being elapsed. limited; the degree to which misfire
present at the time it first detects a (B) Misfire causing emissions to detection is limited in the region(s) (i.e.,
potential malfunction meeting the exceed the applicable thresholds. The the probability of detection of misfire
criteria of paragraph (h)(1)(ii) of this manufacturer must determine the events); the frequency with which said
section and stores a pending DTC. percentage of misfire evaluated in 1000 region(s) are expected to be encountered
(F) Deactivating the MIL. The MIL revolution increments that would cause in-use; the type of misfire patterns for
may be extinguished after three emissions from an emissions durability which misfire detection is troublesome;
sequential driving cycles in which demonstration engine to exceed the and demonstration that the monitoring
similar conditions have been emissions thresholds for ‘‘other technology employed is not inherently
encountered without detecting a monitors’’ as shown in Table 2 of this incapable of detecting misfire under the
malfunction of the fuel system. paragraph (h) if that percentage of required conditions (i.e., compliance
(2) Engine misfire monitoring. misfire were present from the beginning can be achieved on other engines). The
(i) General. of the test. If this percentage of misfire evaluation will be based on the
(A) The OBD system must monitor the is exceeded, regardless of the pattern of following misfire patterns: equally
engine for misfire causing catalyst misfire events (e.g., random, equally spaced misfire occurring on randomly
damage and misfire causing excess spaced, continuous), it shall be selected cylinders; single cylinder
emissions. considered a malfunction that must be continuous misfire; and paired cylinder
(B) The OBD system must identify the detected. To establish this percentage of (cylinders firing at the same crank
specific cylinder that is misfiring. The misfire, the manufacturer must use angle) continuous misfire.
manufacturer may store a general misfire events occurring at equally (C) The manufacturer may use
misfire DTC instead of a cylinder spaced, complete engine cycle intervals, monitoring system that has reduced
specific DTC under certain operating across randomly selected cylinders misfire detection capability during the
conditions. To do so, the manufacturer throughout each 1000-revolution portion of the first 1000 revolutions
must submit data and/or engineering increment. If this percentage of misfire after engine start that a cold start
analyses that demonstrate that the is determined to be lower than one emission reduction strategy is active
misfiring cylinder cannot be identified percent, the manufacturer may set the that reduces engine torque (e.g., spark
reliably when the conditions occur. malfunction criteria at one percent. The retard strategies). To do so, the
(C) If more than one cylinder is manufacturer may use a longer interval manufacturer must demonstrate that the
misfiring, a separate DTC must be stored than 1000 revolutions. To do so, the probability of detection is greater than
to indicate that multiple cylinders are manufacturer must demonstrate that the or equal to 75 percent during the worst
misfiring unless otherwise allowed by strategy would be equally effective and case condition (i.e., lowest generated
this paragraph (h)(2). When identifying timely at detecting misfire. torque) for a vehicle operated
multiple cylinder misfire, the OBD (iii) Engine misfire monitoring continuously at idle (park/neutral idle)
system is not required to also identify conditions. on a cold start between 50 and 86
using separate DTCs each of the (A) The OBD system must monitor degrees Fahrenheit and that the
misfiring cylinders individually. If more continuously for misfire under the technology cannot reliably detect a
than 90 percent of the detected misfires following conditions: from no later than higher percentage of the misfire events
occur in a single cylinder, an the end of the second crankshaft during the conditions.
appropriate DTC may be stored that revolution after engine start; during the (D) The manufacturer may disable
indicates the specific misfiring cylinder rise time and settling time for engine misfire monitoring or use an alternative
rather than storing the multiple cylinder speed to reach the desired idle engine malfunction criterion when misfire
misfire DTC. If two or more cylinders speed at engine start-up (i.e., ‘‘flare-up’’ cannot be distinguished from other
individually have more than 10 percent and ‘‘flare-down’’); and, under all effects. To do so, the manufacturer must
of the total number of detected misfires, positive torque engine speeds and load demonstrate that the disablement
a multiple cylinder DTC must be stored. conditions except within the engine interval or the period of use of an
(ii) Engine misfire malfunction operating region bound by the positive alternative malfunction criterion is
criteria. torque line (i.e., engine load with the limited only to that necessary for
(A) Misfire causing catalyst damage. transmission in neutral), and the points avoiding false detection and for one or
The manufacturer must determine the represented by an engine speed of 3000 more of the following operating
percentage of misfire evaluated in 200 rpm with the engine load at the positive conditions: rough road; fuel cut; gear
revolution increments for each engine torque line and the redline engine speed changes for manual transmission
speed and load condition that would with the engine’s manifold vacuum at vehicles; traction control or other
result in a temperature that causes four inches of mercury lower than that vehicle stability control activation such
catalyst damage. If this percentage of at the positive torque line. For this as anti-lock braking or other engine
misfire is exceeded, it shall be purpose, redline engine speed is defined torque modifications to enhance vehicle
considered a malfunction that must be as either the recommended maximum stability; off-board control or intrusive
detected. For every engine speed and engine speed as displayed on the activation of vehicle components or
load condition for which this percentage instrument panel tachometer, or the monitors during service or assembly
of misfire is determined to be lower engine speed at which fuel shutoff plant testing; portions of intrusive
than five percent, the manufacturer may occurs. evaporative system or EGR monitors
set the malfunction criteria at five (B) If an OBD monitor cannot detect that can significantly affect engine
percent. The manufacturer may use a all misfire patterns under all required stability (i.e., while the purge valve is
longer interval than 200 revolutions but engine speed and load conditions as open during the vacuum pull-down of a
evaporative system leak check but not this section is again exceeded one or and loads). Use of such a strategy must
while the purge valve is closed and the more times during either the drive cycle be limited to catalyst damage misfire
evaporative system is sealed or while an immediately following storage of the levels that cannot be avoided during
EGR monitor causes the EGR valve to be pending DTC, regardless of the reasonable driving conditions. To use
cycled intrusively on and off during conditions encountered during that such a strategy, the manufacturer must
positive torque conditions); or, engine drive cycle, or on the next drive cycle be able to demonstrate that the strategy
speed, load, or torque transients due to in which similar conditions are will encourage operation of the vehicle
throttle movements more rapid than encountered to those that occurred in conditions that will minimize
those that occur over the FTP cycle for when the pending DTC was stored. If, catalyst damage (e.g., at low engine
the worst case engine within each during a previous drive cycle, a pending speeds and loads).
engine family. In general, the DTC is stored in accordance with (v) MIL activation and DTC storage for
Administrator will not approve paragraph (h)(2)(iv)(A) of this section, a engine misfire causing emissions to
disablement for conditions involving MIL-on DTC must be stored exceed applicable emissions thresholds.
normal air conditioning compressor immediately upon exceeding the (A) Immediately upon detection,
cycling from on-to-off or off-to-on, percentage misfire described in during the first 1000 revolutions after
automatic transmission gear shifts paragraph (h)(2)(ii)(A) of this section engine start of the misfire percentage
(except for shifts occurring during wide regardless of the conditions described in paragraph (h)(2)(ii)(B) of
open throttle operation), transitions encountered. Upon storage of a MIL-on this section, a pending DTC must be
from idle to off-idle, normal engine DTC, the MIL must blink once per stored. If such a pending DTC is stored
speed or load changes that occur during second at all times during the drive already and another such exceedance of
the engine speed rise time and settling cycle that engine misfire is occurring. If the misfire percentage is detected
time (i.e., ‘‘flare-up’’ and ‘‘flare-down’’) misfire ceases, the MIL must stop within the first 1000 revolutions after
immediately after engine starting blinking but remain activated until the engine start on any subsequent drive
without any vehicle operator-induced conditions are met for extinguishing the cycle, the MIL must activate and a MIL-
actions (e.g., throttle stabs), or excess MIL. on DTC must be stored. The pending
acceleration (except for acceleration (C) Erasure of pending DTCs. Pending DTC may be erased if, at the end of the
rates that exceed the maximum DTCs stored in accordance with next drive cycle in which similar
acceleration rate obtainable at wide paragraph (h)(2)(iv)(A) of this section conditions are encountered to those that
open throttle while the vehicle is in gear must be erased at the end of the next occurred when the pending DTC was
due to abnormal conditions such as drive cycle in which similar conditions stored, there has been no exceedance of
slipping of a clutch). are encountered to those that occurred the misfire percentage described in
(iv) MIL activation and DTC storage when the pending DTC was stored paragraph (h)(2)(ii)(B) of this section.
for engine misfire causing catalyst provided no exceedances have been The pending DTC may also be erased if
damage. detected of the misfire percentage similar conditions are not encountered
(A) Pending DTCs. A pending DTC described in paragraph (h)(2)(ii)(A) of during the next 80 drive cycles
must be stored immediately if, during a this section. The pending DTC may also immediately following storage of the
single drive cycle, the specified misfire be erased if similar conditions are not pending DTC.
percentage described in paragraph encountered during the next 80 drive (B) No later than the fourth detection
(h)(2)(ii)(A) of this section is exceeded cycles immediately following storage of during a single drive cycle, following
three times when operating in the the pending DTC. the first 1000 revolutions after engine
positive torque region encountered (D) Exemptions for engines with fuel start of the misfire percentage described
during a FTP cycle or is exceeded on a shutoff and default fuel control. In in paragraph (h)(2)(ii)(B) of this section,
single occasion when operating at any engines that provide for fuel shutoff and a pending DTC must be stored. If such
other engine speed and load condition default fuel control to prevent over a pending DTC is stored already, then
in the positive torque region defined in fueling during catalyst damaging misfire the MIL must activate and a MIL-on
paragraph (h)(2)(iii)(A) of this section. conditions, the MIL need not blink as DTC must be stored within 10 seconds
Immediately after a pending DTC is required by paragraphs (h)(2)(iv)(A) and of the fourth detection of the misfire
stored pursuant to this paragraph, the (h)(2)(iv)(B) of this section. Instead, the percentage described in paragraph
MIL must blink once per second at all MIL may be activated continuously (h)(2)(ii)(B) of this section during either
times during the drive cycle that engine upon misfire detection provided that the the drive cycle immediately following
misfire is occurring. The MIL may be fuel shutoff and default fuel control are storage of the pending DTC, regardless
deactivated during those times that activated immediately upon misfire of the conditions encountered during
misfire is not occurring. If, at the time detection. Fuel shutoff and default fuel that drive cycle excepting those
that a catalyst damaging misfire control may be deactivated only when conditions within the first 1000
malfunction occurs, the MIL is already the engine is outside of the misfire range revolutions after engine start, or on the
activated for a malfunction other than except that the manufacturer may next drive cycle in which similar
misfire, the MIL must still blink once periodically, but not more than once conditions are encountered to those that
per second at all times during the drive every 30 seconds, deactivate fuel shutoff occurred when the pending DTC was
cycle that engine misfire is occurring. If and default fuel control to determine if stored excepting those conditions
misfire ceases, the MIL must stop the catalyst damaging misfire is still within the first 1000 revolutions after
blinking but remain activated as occurring. Normal fueling and fuel engine start. The pending DTC may be
appropriate in accordance with the control may be resumed if the catalyst erased if, at the end of the next drive
other malfunction. damaging misfire is no longer occurring. cycle in which similar conditions are
(B) MIL-on DTCs. If a pending DTC is (E) The manufacturer may use a encountered to those that occurred
stored in accordance with paragraph strategy that activates the MIL when the pending DTC was stored,
(h)(2)(iv)(A) of this section, the OBD continuously rather than blinking the there has been no exceedance of the
system must immediately store a MIL- MIL during extreme catalyst damage misfire percentage described in
on DTC if the percentage of misfire misfire conditions (i.e., catalyst damage paragraph (h)(2)(ii)(B) of this section.
described in paragraph (h)(2)(ii)(A) of misfire occurring at all engine speeds The pending DTC may also be erased if
similar conditions are not encountered (B) The OBD system must detect a the malfunction criteria for the
during the next 80 drive cycles malfunction of the EGR system prior to remainder of the manufacturer’s product
immediately following storage of the an increase from the manufacturer’s line.
pending DTC. specified EGR flow rate that would (B) Where no failure or deterioration
(vi) Storage of freeze frame conditions cause an engine’s emissions to exceed of a component used for the cold start
for engine misfire. the emissions thresholds for ‘‘other emission reduction strategy could result
(A) The OBD system must store and monitors’’ as shown in Table 2 of this in an engine’s emissions exceeding the
erase freeze frame conditions (as paragraph (h). For engines in which no applicable emissions thresholds, the
defined in paragraph (k)(4)(iii) of this failure or deterioration of the EGR individual component must be
section) either in conjunction with system that causes an increase in flow monitored for proper functional
storing and erasing a pending DTC or in could result in an engine’s emissions response while the control strategy is
conjunction with storing and erasing a exceeding the applicable emissions active in accordance with the
MIL-on DTC. thresholds, the OBD system must detect malfunction criteria in paragraphs
(B) If, upon storage of a DTC as a malfunction when the system has (i)(3)(ii) and (i)(3)(iii) of this section.
required by paragraphs (h)(2)(iv) and reached its control limits such that it (iii) Cold start strategy monitoring
(h)(2)(v) of this section, there already cannot reduce EGR flow. conditions. The manufacturer must
exist stored freeze frame conditions for (iii) EGR system monitoring define monitoring conditions for
a malfunction other than a misfire or conditions. malfunctions identified in paragraph
fuel system malfunction (see paragraph (A) The manufacturer must define the (h)(4)(ii) of this section in accordance
(h)(1) of this section) then the stored monitoring conditions for malfunctions with paragraphs (c) and (d) of this
freeze frame information shall be identified in paragraph (h)(3)(ii) of this section.
replaced with freeze frame information section in accordance with paragraphs (iv) Cold start strategy MIL activation
associated with the misfire malfunction. (c) and (d) of this section. For purposes and DTC storage. The MIL must activate
(vii) Storage of engine conditions in of tracking and reporting as required by and DTCs must be stored according to
association with engine misfire. Upon paragraph (d)(1) of this section, all the provisions of paragraph (b) of this
detection of the misfire percentages monitors used to detect malfunctions section.
described in paragraphs (h)(2)(ii)(A) and identified in paragraph (h)(3)(ii) of this (5) Secondary air system monitoring.
(h)(2)(ii)(B) of this section, the following section must be tracked separately but (i) General. The OBD system on
engine conditions must be stored for use reported as a single set of values as engines equipped with any form of
in determining similar conditions: specified in paragraph (e)(1)(iii) of this secondary air delivery system must
engine speed, load, and warm up status section. monitor the proper functioning of the
of the first misfire event that resulted in (B) The manufacturer may disable secondary air delivery system including
pending DTC storage. temporarily the EGR monitor under all air switching valves(s). The
(viii) MIL deactivation in association conditions when monitoring may not be individual electronic components (e.g.,
with engine misfire. The MIL may be reliable (e.g., when freezing may affect actuators, valves, sensors) that are used
deactivated after three sequential drive performance of the system). To do so, in the secondary air system must be
cycles in which similar conditions have the manufacturer must be able to monitored in accordance with the
been encountered without an demonstrate that the monitor is comprehensive component
exceedance of the misfire percentages unreliable when such conditions exist. requirements in paragraph (i)(3) of this
described in paragraphs (h)(2)(ii)(A) and (iv) EGR system MIL activation and section. For purposes of this paragraph
(h)(2)(ii)(B) of this section. DTC storage. The MIL must activate and (h)(5), ‘‘air flow’’ is defined as the air
(3) Exhaust gas recirculation system DTCs must be stored according to the flow delivered by the secondary air
monitoring. provisions of paragraph (b) of this system to the exhaust system. For
(i) General. The OBD system must section. engines using secondary air systems
monitor the EGR system on engines so (4) Cold start emission reduction with multiple air flow paths/
equipped for low and high flow rate strategy monitoring. distribution points, the air flow to each
malfunctions. The individual electronic (i) General. If an engine incorporates bank (i.e., a group of cylinders that
components (e.g., actuators, valves, a specific engine control strategy to share a common exhaust manifold,
sensors) that are used in the EGR system reduce cold start emissions, the OBD catalyst, and control sensor) must be
must be monitored in accordance with system must monitor the key monitored in accordance with the
the comprehensive component components (e.g., idle air control valve), malfunction criteria in paragraph
requirements in paragraph (i)(3) of this other than secondary air, while the (h)(5)(ii) of this section. Also for
section. control strategy is active to ensure purposes of this paragraph (h)(5),
(ii) EGR system malfunction criteria. proper operation of the control strategy. ‘‘normal operation’’ is defined as the
(A) The OBD system must detect a (ii) Cold start strategy malfunction condition when the secondary air
malfunction of the EGR system prior to criteria. system is activated during catalyst and/
a decrease from the manufacturer’s (A) The OBD system must detect a or engine warm-up following engine
specified EGR flow rate that would malfunction prior to any failure or start. ‘‘Normal operation’’ does not
cause an engine’s emissions to exceed deterioration of the individual include the condition when the
the emissions thresholds for ‘‘other components associated with the cold secondary air system is turned on
monitors’’ as shown in Table 2 of this start emission reduction control strategy intrusively for the sole purpose of
paragraph (h). For engines in which no that would cause an engine’s emissions monitoring.
failure or deterioration of the EGR to exceed the emissions thresholds for (ii) Secondary air system malfunction
system that causes a decrease in flow ‘‘other monitors’’ as shown in Table 2 of criteria.
could result in an engine’s emissions this paragraph (h). The manufacturer (A) Except as provided in paragraph
exceeding the applicable emissions must establish the malfunction criteria (h)(5)(ii)(C) of this section, the OBD
thresholds, the OBD system must detect based on data from one or more system must detect a secondary air
a malfunction when the system has no representative engine(s) and provide an system malfunction prior to a decrease
detectable amount of EGR flow. engineering evaluation for establishing from the manufacturer’s specified air
flow during normal operation that (iv) Catalyst system MIL activation as required by paragraph (d)(1) of this
would cause an engine’s emissions to and DTC storage. section, all monitors used to detect
exceed the emissions thresholds for (A) The MIL must activate and DTCs malfunctions identified in paragraph
‘‘other monitors’’ as shown in Table 2 of must be stored according to the (h)(7)(ii)(B) of this section must be
this paragraph (h). provisions of paragraph (b) of this tracked separately but reported as a
(B) Except as provided in paragraph section. single set of values as specified in
(h)(5)(ii)(C) of this section, the OBD (B) The monitoring method for the paragraph (e)(1)(iii) of this section.
system must detect a secondary air catalyst system must be capable of (C) The manufacturer may disable or
system malfunction prior to an increase detecting when a catalyst DTC has been abort an evaporative system monitor
from the manufacturer’s specified air erased (except OBD system self erasure), when the fuel tank level is over 85
flow during normal operation that but the catalyst has not been replaced percent of nominal tank capacity or
would cause an engine’s emissions to (e.g., catalyst overtemperature histogram during a refueling event.
exceed the emissions thresholds for approaches are not acceptable). (D) The manufacturer may request
‘‘other monitors’’ as shown in Table 2 of (7) Evaporative system monitoring. Administrator approval to run the
this paragraph (h). (i) General. The OBD system must evaporative system monitor during only
(C) For engines in which no verify purge flow from the evaporative those drive cycles characterized as cold
deterioration or failure of the secondary system and monitor the complete starts provided such a condition is
air system would result in an engine’s evaporative system, excluding the needed to ensure reliable monitoring. In
emissions exceeding the applicable tubing and connections between the making the request, the manufacturer
emissions thresholds, the OBD system purge valve and the intake manifold, for must demonstrate through data and/or
must detect a malfunction when no vapor leaks to the atmosphere. engineering analyses that a reliable
detectable amount of air flow is Individual components of the monitor can only be run on drive cycles
delivered by the secondary air system evaporative system (e.g., valves, sensors) that begin with a specific set of cold
during normal operation. must be monitored in accordance with start criteria. A set of cold start criteria
(iii) Secondary air system monitoring the comprehensive components based solely on ambient temperature
conditions. The manufacturer must requirements in paragraph (i)(3) of this exceeding engine coolant temperature
define monitoring conditions for section. will not be acceptable.
malfunctions identified in paragraph (ii) Evaporative system malfunction (E) The OBD system may disable
(h)(5)(ii) of this section in accordance criteria. temporarily the evaporative purge
with paragraphs (c) and (d) of this (A) Purge monitor. The OBD system system to run an evaporative system
section. For purposes of tracking and must detect an evaporative system leak monitor.
reporting as required by paragraph (d)(1) malfunction when no purge flow from (iv) Evaporative system MIL activation
of this section, all monitors used to the evaporative system to the engine can and DTC storage.
detect malfunctions identified in be detected by the OBD system. (A) Except as provided for in
paragraph (h)(5)(ii) of this section must (B) Leak monitor. The OBD system paragraph (h)(7)(iv)(B) of this section,
be tracked separately but reported as a must detect an evaporative system the MIL must activate and DTCs must be
single set of values as specified in malfunction when the complete stored according to the provisions of
paragraph (e)(1)(iii) of this section. evaporative system contains a leak or paragraph (b) of this section.
(iv) Secondary air system MIL leaks that cumulatively are greater than (B) If the OBD system is capable of
activation and DTC storage. The MIL or equal to a leak caused by a 0.150 inch discerning that a system leak is being
must activate and DTCs must be stored diameter hole. caused by a missing or improperly
according to the provisions of paragraph (C) The manufacturer may secured gas cap, the OBD system need
(b) of this section. demonstrate that detection of a larger not activate the MIL or store a DTC
(6) Catalyst system monitoring. hole is more appropriate than that provided the vehicle is equipped with
(i) General. The OBD system must specified in paragraph (h)(7)(ii)(B) of an alternative indicator for notifying the
monitor the catalyst system for proper this section. To do so, the manufacturer operator of the gas cap problem. The
conversion capability. must demonstrate through data and/or alternative indicator must be of
(ii) Catalyst system malfunction engineering analyses that holes smaller sufficient illumination and location to
criteria. The OBD system must detect a than the proposed detection size would be readily visible under all lighting
catalyst system malfunction when the not result in evaporative or running loss conditions. If the vehicle is not
catalyst system’s conversion capability emissions that exceed 1.5 times the equipped with such an alternative
decreases to the point that emissions applicable evaporative emissions indicator, the MIL must activate and a
exceed the emissions thresholds for the standards. Upon such a demonstration, DTC be stored as required in paragraph
catalyst system as shown in Table 2 of the proposed detection size could be (h)(7)(iv)(A) of this section; however,
this paragraph (h). substituted for the requirement of these may be deactivated and erased,
(iii) Catalyst system monitoring paragraph (h)(7)(ii)(B) of this section. respectively, if the OBD system
conditions. The manufacturer must (iii) Evaporative system monitoring determines that the gas cap problem has
define monitoring conditions for conditions. been corrected and the MIL has not been
malfunctions identified in paragraph (A) The manufacturer must define activated for any other malfunction. The
(h)(6)(ii) of this section in accordance monitoring conditions for malfunctions Administrator may approve other
with paragraphs (c) and (d) of this identified in paragraph (h)(7)(ii)(A) of strategies that provide equivalent
section. For purposes of tracking and this section in accordance with assurance that a vehicle operator will be
reporting as required by paragraph (d)(1) paragraphs (c) and (d) of this section. notified promptly of a missing or
of this section, all monitors used to (B) The manufacturer must define improperly secured gas cap and that
detect malfunctions identified in monitoring conditions for malfunctions corrective action will be undertaken.
paragraph (h)(6)(ii) of this section must identified in paragraph (h)(7)(ii)(B) of (8) Exhaust gas sensor monitoring.
be tracked separately but reported as a this section in accordance with (i) General.
single set of values as specified in paragraphs (c) and (d) of this section. (A) The OBD system must monitor for
paragraph (e)(1)(iii) of this section. For purposes of tracking and reporting malfunctions the output signal,
response rate, and any other parameter monitoring device (e.g., for catalyst sensor and that the disablement interval
that can affect emissions of all primary monitoring). is limited only to that necessary for
(i.e., fuel control) exhaust gas sensors (D) The OBD system must detect avoiding false detection.
(e.g., oxygen, wide-range air/fuel). Both malfunctions of the exhaust gas sensor (vi) Secondary exhaust gas sensor
the lean-to-rich and rich-to-lean caused by out-of-range values. monitoring conditions.
response rates must be monitored. (E) The OBD system must detect a (A) The manufacturer must define
(B) The OBD system must also malfunction of the exhaust gas sensor monitoring conditions for malfunctions
monitor all secondary exhaust gas when a sensor failure or deterioration identified in paragraphs (h)(8)(iii)(A)
sensors (those used for secondary fuel causes the fuel system (e.g., fuel control) through (h)(8)(iii)(C) of this section in
trim control or as a monitoring device) to stop using that sensor as a feedback accordance with paragraphs (c) and (d)
for proper output signal, activity, and input (e.g., causes default or open-loop of this section.
response rate. operation). (B) Except as provided for in
(C) For engines equipped with heated (iv) Exhaust gas sensor heater paragraph (h)(8)(vi)(C) of this section,
exhaust gas sensor, the OBD system malfunction criteria. monitoring for malfunctions identified
must monitor the heater for proper (A) The OBD system must detect a
in paragraphs (h)(8)(iii)(D) and
performance. malfunction of the heater performance
(h)(8)(iii)(E) of this section must be
(ii) Primary exhaust gas sensor when the current or voltage drop in the
conducted continuously.
malfunction criteria. heater circuit is no longer within the
(C) The manufacturer may disable
(A) The OBD system must detect a manufacturer’s specified limits for
continuous secondary exhaust gas
malfunction prior to any failure or normal operation (i.e., within the
sensor monitoring when a secondary
deterioration of the exhaust gas sensor criteria required to be met by the
exhaust gas sensor malfunction cannot
output voltage, resistance, impedance, component vendor for heater circuit
be distinguished from other effects (e.g.,
current, response rate, amplitude, offset, performance at high mileage). Other
disable out-of-range low monitoring
or other characteristic(s) (including drift malfunction criteria for heater
during fuel cut conditions). To do so,
or bias corrected for by secondary performance malfunctions may be used
the manufacturer must demonstrate via
sensors) that would cause an engine’s upon demonstrating via data or
data or engineering analyses that a
emissions to exceed the emissions engineering analyses that the
properly functioning sensor cannot be
thresholds for ‘‘other monitors’’ as monitoring reliability and timeliness is
distinguished from a malfunctioning
shown in Table 2 of this paragraph (h). equivalent to the stated criteria in this
sensor and that the disablement interval
(B) The OBD system must detect paragraph (h)(8)(iv)(A).
(B) The OBD system must detect is limited only to that necessary for
malfunctions of the exhaust gas sensor
malfunctions of the heater circuit avoiding false detection.
caused by either a lack of circuit
including open or short circuits that (vii) Exhaust gas sensor heater
continuity or out-of-range values.
conflict with the commanded state of monitoring conditions.
(C) The OBD system must detect a
malfunction of the exhaust gas sensor the heater (e.g., shorted to 12 Volts (A) The manufacturer must define
when a sensor failure or deterioration when commanded to 0 Volts (ground)). monitoring conditions for malfunctions
causes the fuel system to stop using that (v) Primary exhaust gas sensor identified in paragraph (h)(8)(iv)(A) of
sensor as a feedback input (e.g., causes monitoring conditions. this section in accordance with
default or open-loop operation). (A) The manufacturer must define paragraphs (c) and (d) of this section.
(D) The OBD system must detect a monitoring conditions for malfunctions (B) Monitoring for malfunctions
malfunction of the exhaust gas sensor identified in paragraphs (h)(8)(ii)(A) and identified in paragraph (h)(8)(iv)(B) of
when the sensor output voltage, (h)(8)(ii)(D) of this section in accordance this section must be conducted
resistance, impedance, current, with paragraphs (c) and (d) of this continuously.
amplitude, activity, or other section. For purposes of tracking and (viii) Exhaust gas sensor MIL
characteristics are no longer sufficient reporting as required by paragraph (d)(1) activation and DTC storage. The MIL
for use as an OBD system monitoring of this section, all monitors used to must activate and DTCs must be stored
device (e.g., for catalyst monitoring). detect malfunctions identified in according to the provisions of paragraph
(iii) Secondary exhaust gas sensor paragraphs (h)(8)(ii)(A) and (h)(8)(ii)(D) (b) of this section.
malfunction criteria. of this section must be tracked (9) Variable valve timing (VVT)
(A) The OBD system must detect a separately but reported as a single set of system monitoring.
malfunction prior to any failure or values as specified in paragraph (i) General. The OBD system must
deterioration of the exhaust gas sensor (e)(1)(iii) of this section. monitor the VVT system on engines so
voltage, resistance, impedance, current, (B) Except as provided for in equipped for target error and slow
response rate, amplitude, offset, or other paragraph (h)(8)(v)(C) of this section, response malfunctions. The individual
characteristic(s) that would cause an monitoring for malfunctions identified electronic components (e.g., actuators,
engine’s emissions to exceed the in paragraphs (h)(8)(ii)(B) and valves, sensors) that are used in the VVT
emissions thresholds for ‘‘other (h)(8)(ii)(C) of this section must be system must be monitored in
monitors’’ as shown in Table 2 of this conducted continuously. accordance with the comprehensive
paragraph (h). (C) The manufacturer may disable components requirements in paragraph
(B) The OBD system must detect continuous primary exhaust gas sensor (i)(3) of this section.
malfunctions of the exhaust gas sensor monitoring when a primary exhaust gas (ii) VVT system malfunction criteria.
caused by a lack of circuit continuity. sensor malfunction cannot be (A) VVT system target error. The OBD
(C) To the extent feasible, the OBD distinguished from other effects (e.g., system must detect a malfunction prior
system must detect a malfunction of the disable out-of-range low monitoring to any failure or deterioration in the
exhaust gas sensor when the sensor during fuel cut conditions). To do so, capability of the VVT system to achieve
output voltage, resistance, impedance, the manufacturer must demonstrate via the commanded valve timing and/or
current, amplitude, activity, offset, or data or engineering analyses that a control within a crank angle and/or lift
other characteristics are no longer properly functioning sensor cannot be tolerance that would cause an engine’s
sufficient for use as an OBD system distinguished from a malfunctioning emissions to exceed the emission
thresholds for ‘‘other monitors’’ as components or systems used in their manufacturer specified time interval
shown in Table 2 of this paragraph (h). approach. To do so, the manufacturer following engine start, the ECT sensor
(B) VVT slow response. The OBD must to submit data and/or engineering does not achieve the highest stabilized
system must detect a malfunction prior analyses that demonstrate that their minimum temperature that is needed to
to any failure or deterioration in the monitoring plan is as reliable and initiate closed-loop/feedback control of
capability of the VVT system to achieve effective as the monitoring required in all affected emission control systems
the commanded valve timing and/or this paragraph (i)(1). (e.g., fuel system, EGR system). The
control within a manufacturer-specified (ii) Malfunction criteria for the manufacturer specified time interval
time that would cause an engine’s thermostat. must be a function of the engine coolant
emissions to exceed the emission (A) The OBD system must detect a temperature and/or intake air
thresholds for ‘‘other monitors’’ as thermostat malfunction if, within the temperature at startup. The
shown in Table 2 of this paragraph (h). manufacturer specified time interval manufacturer time interval must be
(C) For engines in which no failure or following engine start, any of the supported by data and/or engineering
deterioration of the VVT system could following conditions occur: the coolant analyses demonstrating that it provides
result in an engine’s emissions temperature does not reach the highest robust monitoring and minimizes the
exceeding the applicable emissions temperature required by the OBD likelihood of other OBD monitors being
thresholds of paragraphs (h)(9)(ii)(A) system to enable other diagnostics; and, disabled. The manufacturer may forego
and (h)(9)(ii)(B) of this paragraph (h), the coolant temperature does not reach the requirements of this paragraph
the OBD system must detect a a warmed-up temperature within 20 (i)(1)(iii)(B) provided the manufacturer
malfunction of the VVT system when degrees Fahrenheit of the does not use engine coolant temperature
proper functional response of the manufacturer’s nominal thermostat or the ECT sensor to enable closed-loop/
system to computer commands does not regulating temperature. For the second feedback control of any emission control
occur. of these two conditions, the systems.
(iii) VVT system monitoring manufacturer may use a lower (C) Stuck in range below the highest
conditions. Manufacturers must define temperature for this criterion provided minimum enable temperature. To the
the monitoring conditions for VVT the manufacturer can demonstrate that extent feasible when using all available
system malfunctions identified in the fuel, spark timing, and/or other information, the OBD system must
paragraph (h)(9)(ii) of this section in coolant temperature-based modification detect a malfunction if the ECT sensor
accordance with paragraphs (c) and (d) to the engine control strategies would inappropriately indicates a temperature
of this section, with the exception that not cause an emissions increase greater below the highest minimum enable
monitoring must occur every time the than or equal to 50 percent of any of the temperature required by the OBD
monitoring conditions are met during applicable emissions standards. system to enable other monitors (e.g., an
the drive cycle rather than once per (B) The manufacturer may use OBD system that requires ECT to be
drive cycle as required in paragraph alternative malfunction criteria to those greater than 140 degrees Fahrenheit to
(c)(2) of this section. For purposes of of paragraph (i)(1)(ii)(A) of this section enable a diagnostic must detect
tracking and reporting as required in and/or alternative monitoring malfunctions that cause the ECT sensor
paragraph (d)(1) of this section, all conditions to those of paragraph to inappropriately indicate a
monitors used to detect malfunctions (i)(1)(iv) of this section that are a temperature below 140 degrees
identified in paragraph (h)(9)(ii) of this function of temperature at engine start Fahrenheit). The manufacturer may
section must be tracked separately but on engines that do not reach the forego this requirement for temperature
reported as a single set of values as temperatures specified in the regions in which the monitors required
specified in paragraph (e)(1)(iii) of this malfunction criteria when the under paragraphs (i)(1)(ii) or (i)(1)(iii)(B)
section. thermostat is functioning properly. To of this section will detect ECT sensor
(iv) VVT MIL activation and DTC do so, the manufacturer is required to malfunctions as defined in this
storage. The MIL must activate and submit data and/or engineering analyses paragraph (i)(1)(iii)(C).
DTCs must be stored according to the that demonstrate that a properly (D) Stuck in range above the lowest
provisions of paragraph (b) of this operating system does not reach the maximum enable temperature. The
section. specified temperatures and that the OBD system must detect a malfunction
(i) OBD monitoring requirements for possibility is minimized for cooling if the ECT sensor inappropriately
all engines. system malfunctions to go undetected indicates a temperature above the
(1) Engine cooling system monitoring. thus disabling other OBD monitors. lowest maximum enable temperature
(i) General. (C) The manufacturer may request required by the OBD system to enable
(A) The OBD system must monitor the Administrator approval to forego other monitors (e.g., an OBD system that
thermostat on engines so equipped for monitoring of the thermostat if the requires an engine coolant temperature
proper operation. manufacturer can demonstrate that a less than 90 degrees Fahrenheit at
(B) The OBD system must monitor the malfunctioning thermostat cannot cause startup prior to enabling an OBD
engine coolant temperature (ECT) sensor a measurable increase in emissions monitor must detect malfunctions that
for electrical circuit continuity, out-of- during any reasonable driving condition cause the ECT sensor to indicate
range values, and rationality nor cause any disablement of other OBD inappropriately a temperature above 90
malfunctions. monitors. degrees Fahrenheit). The manufacturer
(C) For engines that use a system (iii) Malfunction criteria for the ECT may forego this requirement within
other than the cooling system and ECT sensor. temperature regions in which the
sensor (e.g., oil temperature, cylinder (A) Circuit integrity. The OBD system monitors required under paragraphs
head temperature) to determine engine must detect malfunctions of the ECT (i)(1)(ii), (i)(1)(iii)(B), and (i)(1)(iii)(C) of
operating temperature for emission sensor related to a lack of circuit this section will detect ECT sensor
control purposes (e.g., to modify spark continuity or out-of-range values. malfunctions as defined in this
or fuel injection timing or quantity), the (B) Time to reach closed-loop/ paragraph (i)(1)(iii)(D) or in which the
manufacturer may forego cooling system feedback enable temperature. The OBD MIL will be activated according to the
monitoring and instead monitor the system must detect if, within the provisions of paragraph (b)(2)(v) of this
section. The manufacturer may also at engine start (i.e., all engine start of the engine (e.g., crankcase and valve
forego this monitoring within temperatures greater than the ECT cover) are considered part of the CV
temperature regions where a sensor out-of-range low temperature and system ‘‘between the crankcase and the
temperature gauge on the instrument less than the closed-loop enable CV valve’’ and subject to the
panel indicates a temperature in the temperature). malfunction criteria in paragraph
‘‘red zone’’ (engine overheating zone) (C) The manufacturer must define the (i)(2)(ii)(B) of this section.
and displays the same temperature monitoring conditions for malfunctions (B) Except as provided for in
information as used by the OBD system. identified in paragraphs (i)(1)(iii)(C) and paragraphs (i)(2)(ii)(C) through
(iv) Monitoring conditions for the (i)(1)(iii)(D) of this section in accordance (i)(2)(ii)(E) of this section, the OBD
thermostat. with paragraphs (c) and (d) of this system must detect a malfunction of the
(A) The manufacturer must define the section. CV system when a disconnection of the
monitoring conditions for malfunctions (D) The manufacturer may suspend or system occurs between either the
identified in paragraph (i)(1)(ii)(A) of delay the monitor for the time to reach crankcase and the CV valve, or between
this section in accordance with closed-loop enable temperature if the the CV valve and the intake manifold.
paragraph (c) of this section. engine is subjected to conditions that (C) The manufacturer may forego
Additionally, except as provided for in could lead to false diagnosis (e.g., monitoring for a disconnection between
paragraphs (i)(1)(iv)(B) and (i)(1)(iv)(C) vehicle operation at idle for more than the crankcase and the CV valve
of this section, monitoring for 50 to 75 percent of the warm-up time). provided the CV system is designed
malfunctions identified in paragraph (E) The manufacturer may request
such that the CV valve is fastened
(i)(1)(ii)(A) of this section must be Administrator approval to disable
directly to the crankcase such that it is
conducted once per drive cycle on every continuous ECT sensor monitoring
significantly more difficult to remove
drive cycle in which the ECT sensor when an ECT sensor malfunction cannot
the CV valve from the crankcase than to
indicates, at engine start, a temperature be distinguished from other effects. To
disconnect the line between the CV
lower than the temperature established do so, the manufacturer must submit
valve and the intake manifold (taking
as the malfunction criteria in paragraph data and/or engineering analyses that
aging effects into consideration). To do
(i)(1)(ii)(A) of this section. demonstrate a properly functioning
so, the manufacturer must be able to
(B) The manufacturer may disable sensor cannot be distinguished from a
thermostat monitoring at ambient provide data and/or an engineering
malfunctioning sensor and that the
engine start temperatures below 20 evaluation demonstrating that the CV
disablement interval is limited only to
degrees Fahrenheit. system is so designed.
that necessary for avoiding false
(C) The manufacturer may request (D) The manufacturer may forego
detection.
Administrator approval to suspend or (vi) Engine cooling system MIL monitoring for a disconnection between
disable thermostat monitoring if the activation and DTC storage. The MIL the crankcase and the CV valve
engine is subjected to conditions that must activate and DTCs must be stored provided the CV system is designed
could lead to false diagnosis. To do so, according to the provisions of paragraph such that it uses tubing connections
the manufacturer must submit data and/ (b) of this section. between the CV valve and the crankcase
or engineering analyses that (2) Crankcase ventilation (CV) system that are: resistant to deterioration or
demonstrate that the suspension or monitoring. accidental disconnection; significantly
disablement is necessary. In general, the (i) General. The OBD system must more difficult to disconnect than is the
manufacturer will not be allowed to monitor the CV system on engines so line between the CV valve and the
suspend or disable the thermostat equipped for system integrity. Engines intake manifold; and, not subject to
monitor on engine starts where the not required to be equipped with CV disconnection per the manufacturer’s
engine coolant temperature at engine systems are exempt from monitoring the repair procedures for any non-CV
start is more than 35 degrees Fahrenheit CV system. For diesel engines, the system repair. To do so, the
lower than the thermostat malfunction manufacturer must submit a plan for manufacturer must be able to provide
threshold temperature determined Administrator prior to OBD data and/or engineering evaluation
under paragraph (i)(1)(ii)(A) of this certification. That plan must include demonstrating that the CV system is so
paragraph (i)(1). descriptions of the monitoring strategy, designed.
(v) Monitoring conditions for the ECT malfunction criteria, and monitoring (E) The manufacturer may forego
sensor. conditions for CV system monitoring. monitoring for a disconnection between
(A) Except as provided for in The plan must demonstrate that the CV the CV valve and the intake manifold
paragraph (i)(1)(v)(E) of this section, the system monitor is of equivalent provided the CV system is designed
OBD system must monitor continuously effectiveness, to the extent feasible, to such that any disconnection either
for malfunctions identified in paragraph the malfunction criteria and the causes the engine to stall immediately
(i)(1)(iii)(A) of this section (i.e., circuit monitoring conditions of this paragraph during idle operation, or is unlikely to
integrity and out-of-range). (i)(2). occur due to a CV system design that is
(B) The manufacturer must define the (ii) Crankcase ventilation system integral to the induction system (e.g.,
monitoring conditions for malfunctions malfunction criteria. machined passages rather than tubing or
identified in paragraph (i)(1)(iii)(B) of (A) For the purposes of this paragraph hoses). To do so, the manufacturer must
this section in accordance with (i)(2), ‘‘CV system’’ is defined as any be able to provide data and/or an
paragraph (c) of this section. form of crankcase ventilation system, engineering evaluation demonstrating
Additionally, except as provided for in regardless of whether it utilizes positive that the CV system is so designed.
paragraph (i)(1)(v)(D) of this section, pressure. ‘‘CV valve’’ is defined as any (iii) Crankcase ventilation system
monitoring for malfunctions identified form of valve or orifice used to restrict monitoring conditions. The
in paragraph (i)(1)(iii)(B) of this section or control crankcase vapor flow. manufacturer must define the
must be conducted once per drive cycle Further, any additional external CV monitoring conditions for malfunctions
on every drive cycle in which the ECT system tubing or hoses used to equalize identified in paragraph (i)(2) of this
sensor indicates a temperature lower crankcase pressure or to provide a section in accordance with paragraphs
than the closed-loop enable temperature ventilation path between various areas (c) and (d) of this section.
(iv) Crankcase ventilation system MIL (A) The OBD system must detect demonstrates that a single tooth/cog
activation and DTC storage. The MIL malfunctions of input components misalignment cannot cause a
must activate and DTCs must be stored caused by a lack of circuit continuity measurable increase in emissions during
according to the provisions of paragraph and out-of-range values. In addition, any reasonable driving condition, the
(b) of this section. The stored DTC need where feasible, rationality checks must OBD system must detect a malfunction
not identify specifically the CV system also be done and shall verify that a when the minimum number of teeth/
(e.g., a DTC for idle speed control or fuel sensor output is neither inappropriately cogs misalignment has occurred that
system monitoring can be stored) if the high nor inappropriately low (i.e., ‘‘two- does cause a measurable emission
manufacturer can demonstrate that sided’’ monitoring). increase.
additional monitoring hardware is (B) To the extent feasible, the OBD (iii) Comprehensive component
necessary to make such an identification system must separately detect and store malfunction criteria for output
and provided the manufacturer’s different DTCs that distinguish components/systems.
diagnostic and repair procedures for the rationality malfunctions from lack of (A) The OBD system must detect a
detected malfunction include directions circuit continuity and out-of-range malfunction of an output component/
to check the integrity of the CV system. malfunctions. For lack of circuit system when proper functional response
(3) Comprehensive component continuity and out-of-range does not occur in response to computer
monitoring. malfunctions, the OBD system must, to commands. If such a functional check is
(i) General. Except as provided for in the extent feasible, separately detect and not feasible, the OBD system must
paragraph (i)(4) of this section, the OBD store different DTCs for each distinct detect malfunctions of output
system must detect a malfunction of any malfunction (e.g., out-of-range low, out- components/systems caused by a lack of
electronic engine component or system of-range high, open circuit). The OBD circuit continuity or circuit malfunction
not otherwise described in paragraphs system is not required to store separate (e.g., short to ground or high voltage).
(g), (h), (i)(1), and (i)(2) of this section DTCs for lack of circuit continuity For output component lack of circuit
that either provides input to (directly or malfunctions that cannot be continuity malfunctions and circuit
indirectly, such components may distinguished from other out-of-range malfunctions, the OBD system is not
include the crank angle sensor, knock circuit malfunctions. required to store different DTCs for each
sensor, throttle position sensor, cam (C) For input components that are distinct malfunction (e.g., open circuit,
position sensor, intake air temperature used to activate alternative strategies shorted low). Manufacturers are not
sensor, boost pressure sensor, manifold that can affect emissions (e.g., AECDs, required to activate an output
pressure sensor, mass air flow sensor, engine shutdown systems), the OBD component/system when it would not
exhaust temperature sensor, exhaust system must conduct rationality checks normally be active for the sole purpose
pressure sensor, fuel pressure sensor, to detect malfunctions that cause the of performing a functional check of it as
fuel composition sensor of a flexible system to activate erroneously or required in this paragraph (i)(3).
fuel vehicle, etc.) or receives commands deactivate the alternative strategy. To (B) For gasoline engines, the idle
from (such components or systems may the extent feasible when using all control system must be monitored for
include the idle speed control system, available information, the rationality proper functional response to computer
glow plug system, variable length intake check must detect a malfunction if the commands. For gasoline engines using
manifold runner systems, supercharger input component inappropriately monitoring strategies based on deviation
or turbocharger electronic components, indicates a value that activates or from target idle speed, a malfunction
heated fuel preparation systems, the deactivates the alternative strategy. For must be detected when either of the
wait-to-start lamp on diesel example, for an alternative strategy that following conditions occurs: the idle
applications, the MIL, etc.) the onboard activates when the intake air speed control system cannot achieve the
computer(s) and meets either of the temperature is greater than 120 degrees target idle speed within 200 revolutions
criteria described in paragraphs Fahrenheit, the OBD system must detect per minute (rpm) above the target speed
(i)(3)(i)(A) and/or (i)(3)(i)(B) of this malfunctions that cause the intake air or 100 rpm below the target speed; or,
section. Note that, for the purposes of temperature sensor to indicate the idle speed control system cannot
this paragraph (i)(3), ‘‘electronic engine inappropriately a temperature above 120 achieve the target idle speed within the
component or system’’ does not include degrees Fahrenheit. smallest engine speed tolerance range
components that are driven by the (D) For engines that require precise required by the OBD system to enable
engine and are not related to the control alignment between the camshaft and the any other monitors. Regarding the
of the fueling, air handling, or emissions crankshaft, the OBD system must former of these conditions, the
of the engine (e.g., power take-off (PTO) monitor the crankshaft position manufacturer may use larger engine
components, air conditioning system sensor(s) and camshaft position speed tolerances. To do so, the
components, and power steering sensor(s) to verify proper alignment manufacturer must be able to provide
components). between the camshaft and crankshaft in data and/or engineering analyses that
(A) It can affect emissions during any addition to monitoring the sensors for demonstrate that the tolerances can be
reasonable in-use driving condition. The circuit continuity and proper exceeded without a malfunction being
manufacturer must be able to provide rationality. Proper alignment monitoring present.
emission data showing that the between a camshaft and a crankshaft is (C) For diesel engines, the idle control
component or system, when required only in cases where both are system must be monitored for proper
malfunctioning and installed on a equipped with position sensors. For functional response to computer
suitable test engine, does not have an engines equipped with VVT systems commands. For diesel engines, a
emission effect. and a timing belt or chain, the OBD malfunction must be detected when
(B) It is used as part of the monitoring system must detect a malfunction if the either of the following conditions
strategy for any other monitored system alignment between the camshaft and occurs: the idle fuel control system
or component. crankshaft is off by one or more cam/ cannot achieve the target idle speed or
(ii) Comprehensive component crank sprocket cogs (e.g., the timing fuel injection quantity within ±50
malfunction criteria for input belt/chain has slipped by one or more percent of the manufacturer-specified
components. teeth/cogs). If a manufacturer fuel quantity and engine speed
tolerances; or, the idle fuel control drive cycle as required in paragraph (i) General. For other emission control
system cannot achieve the target idle (c)(2) of this section. systems that are either not addressed in
speed or fueling quantity within the (v) Monitoring conditions for output paragraphs (g) through (i)(3) of this
smallest engine speed or fueling components/systems. section (e.g., hydrocarbon traps,
quantity tolerance range required by the (A) The OBD system must monitor homogeneous charge compression
OBD system to enable any other output components/systems ignition control systems), or addressed
monitors. continuously for circuit continuity and in paragraph (i)(3) of this section but not
(D) Glow plugs/intake air heater circuit malfunctions. The manufacturer corrected or compensated for by an
systems must be monitored for proper may disable continuous monitoring for adaptive control system (e.g., swirl
functional response to computer circuit continuity and circuit control valves), the manufacturer must
commands and for circuit continuity malfunctions when a malfunction submit a plan for Administrator
malfunctions. The glow plug/intake air cannot be distinguished from other approval of the monitoring strategy,
heater circuit(s) must be monitored for effects. To do so, the manufacturer must malfunction criteria, and monitoring
proper current and voltage drop. The be able to provide data and/or conditions prior to introduction on a
manufacturer may use other monitoring engineering analyses that demonstrate production engine. The plan must
strategies but must be able to provide that a properly functioning output demonstrate the effectiveness of the
data and/or engineering analyses that component/system cannot be monitoring strategy, the malfunction
demonstrate reliable and timely distinguished from a malfunctioning criteria used, the monitoring conditions
detection of malfunctions. The OBD one and that the disablement interval is required by the monitor, and, if
system must also detect a malfunction limited only to that necessary for applicable, the determination that the
when a single glow plug no longer avoiding false malfunction detection. requirements of paragraph (i)(4)(ii) of
operates within the manufacturer’s (B) For output component/system this section are satisfied.
specified limits for normal operation. If functional checks, the manufacturer (ii) For engines that use emission
a manufacturer can demonstrate that a must define the monitoring conditions control systems that alter intake air flow
single glow plug malfunction cannot for detecting malfunctions in or cylinder charge characteristics by
cause a measurable increase in accordance with paragraphs (c) and (d) actuating valve(s), flap(s), etc., in the
emissions during any reasonable driving of this section. Specifically for the idle intake air delivery system (e.g., swirl
condition, the OBD system must instead control system, the manufacturer must control valve systems), the
detect a malfunction when the number define the monitoring conditions for manufacturer, in addition to meeting the
of glow plugs needed to cause an detecting malfunctions in accordance requirements of paragraph (i)(4)(i) of
emission increase is malfunctioning. To with paragraphs (c) and (d) of this this section, may elect to have the OBD
the extent feasible, the stored DTC must section, with the exception that system monitor the shaft to which all
identify the specific malfunctioning functional checks must occur every time valves in one intake bank are physically
glow plug(s). the monitoring conditions are met attached rather than performing a
during the drive cycle rather than once functional check of the intake air flow,
(E) The wait-to-start lamp circuit and
per drive cycle as required in paragraph cylinder charge, or individual valve(s)/
the MIL circuit must be monitored for
(c)(2) of this section. flap(s). For non-metal shafts or
malfunctions that cause either lamp to (vi) Comprehensive component MIL segmented shafts, the monitor must
fail to activate when commanded to do activation and DTC storage. verify all shaft segments for proper
so (e.g., burned out bulb). (A) Except as provided for in functional response (e.g., by verifying
(iv) Monitoring conditions for input paragraphs (i)(3)(vi)(B) and (i)(3)(vi)(C) that the segment or portion of the shaft
components. of this section, the MIL must activate farthest from the actuator functions
(A) The OBD system must monitor and DTCs must be stored according to properly). For systems that have more
input components continuously for out- the provisions of paragraph (b) of this than one shaft to operate valves in
of-range values and circuit continuity. section. multiple intake banks, the manufacturer
The manufacturer may disable (B) The MIL need not be activated in is not required to add more than one set
continuous monitoring for circuit conjunction with storing a MIL-on DTC of detection hardware (e.g., sensor,
continuity and out-of-range values when for any comprehensive component if: switch) per intake bank to meet this
a malfunction cannot be distinguished the component or system, when requirement.
from other effects. To do so, the malfunctioning, could not cause engine (5) Exceptions to OBD monitoring
manufacturer must be able to provide emissions to increase by 15 percent or requirements.
data and/or engineering analyses that more of the applicable FTP standard (i) The Administrator may revise the
demonstrate that a properly functioning during any reasonable driving PM filtering performance malfunction
input component cannot be condition; or, the component or system criteria for DPFs to exclude detection of
distinguished from a malfunctioning is not used as part of the monitoring specific failure modes such as partially
input component and that the strategy for any other system or melted substrates, if the most reliable
disablement interval is limited only to component that is required to be monitoring method developed requires
that necessary for avoiding false monitored. it.
malfunction detection. (C) The MIL need not be activated if (ii) The manufacturer may disable an
(B) For input component rationality a malfunction has been detected in the OBD system monitor at ambient engine
checks (where applicable), the MIL circuit that prevents the MIL from start temperatures below 20 degrees
manufacturer must define the activating (e.g., burned out bulb or light- Fahrenheit (low ambient temperature
monitoring conditions for detecting emitting diode, LED). Nonetheless, the conditions may be determined based on
malfunctions in accordance with electronic MIL status (see paragraph intake air or engine coolant temperature
paragraphs (c) and (d) of this section, (k)(4)(ii) of this section) must be at engine start) or at elevations higher
with the exception that rationality reported as MIL commanded-on and a than 8,000 feet above sea level. To do
checks must occur every time the MIL-on DTC must be stored. so, the manufacturer must submit data
monitoring conditions are met during (4) Other emission control system and/or engineering analyses that
the drive cycle rather than once per monitoring. demonstrate that monitoring is
unreliable during the disable (k)(4)(i) of this section) is cleared by the (A) For each engine selected for
conditions. A manufacturer may request onboard computer (i.e., all monitors set monitoring system demonstration in
that an OBD system monitor be disabled to indicate ‘‘not complete’’ or ‘‘not paragraph (l) of this section, the
at other ambient engine start ready’’) while the PTO unit is activated. manufacturer must evaluate one
temperatures by submitting data and/or If monitors are so disabled and when production vehicle equipped with an
engineering analyses demonstrating that the disablement ends, the readiness engine from the same engine family and
misdiagnosis would occur at the given status may be restored to its state prior rating as the demonstration engine. The
ambient temperatures due to their effect to PTO activation. vehicle selection must be approved by
on the component itself (e.g., (6) Feedback control system the Administrator.
component freezing). monitoring. If the engine is equipped (B) If the manufacturer is required to
(iii) The manufacturer may disable an with feedback control of any of the test more than one test vehicle, the
OBD system monitor when the fuel level systems covered in paragraphs (g), (h) manufacturer may test an engine in lieu
is 15 percent or less of the nominal fuel and (i) of this section, then the OBD of a vehicle for all but one of the
tank capacity for those monitors that system must detect as malfunctions the required test vehicles.
can be affected by low fuel level or conditions specified in this paragraph (C) The requirement for submittal of
running out of fuel (e.g., misfire (i)(6) for each of the individual feedback data from one or more of the test
detection). To do so, the manufacturer controls. vehicles may be waived if data have
must submit data and/or engineering (i) The OBD system must detect when been submitted previously for all of the
analyses that demonstrate that the system fails to begin feedback engine ratings and variants.
monitoring at the given fuel levels is control within a manufacturer specified (iii) Evaluation requirements.
unreliable, and that the OBD system is time interval. (A) The evaluation must demonstrate
still able to detect a malfunction if the (ii) When any malfunction or the ability of the OBD system on the
component(s) used to determine fuel deterioration causes open loop or limp- selected test vehicle to detect a
level indicates erroneously a fuel level home operation. malfunction, activate the MIL, and,
that causes the disablement. (iii) When feedback control has used where applicable, store an appropriate
(iv) The manufacturer may disable up all of the adjustment allowed by the DTC readable by a scan tool when a
OBD monitors that can be affected by manufacturer. malfunction is present and the
engine battery or system voltage levels. (iv) A manufacturer may temporarily monitoring conditions have been
(A) For an OBD monitor affected by disable monitoring for malfunctions satisfied for each individual monitor
low vehicle battery or system voltages, specified in paragraph (i)(6)(iii) of this required by this section.
manufacturers may disable monitoring section during conditions that the (B) The evaluation must verify that
when the battery or system voltage is specific monitor cannot distinguish the malfunction of any component used
below 11.0 Volts. The manufacturer may robustly between a malfunctioning to enable another OBD monitor but that
use a voltage threshold higher than 11.0 system and a properly operating system. does not itself result in MIL activation
Volts to disable monitors but must To do so, the manufacturer is required (e.g., fuel level sensor) will not inhibit
submit data and/or engineering analyses to submit data and/or engineering the ability of other OBD monitors to
that demonstrate that monitoring at analyses demonstrating that the detect malfunctions properly.
those voltages is unreliable and that individual feedback control system, (C) The evaluation must verify that
either operation of a vehicle below the when operating as designed on an the software used to track the numerator
disablement criteria for extended engine with all emission controls and denominator for the purpose of
periods of time is unlikely or the OBD working properly, routinely operates determining in-use monitoring
system monitors the battery or system during these conditions while having frequency increments as required by
voltage and will detect a malfunction at used up all of the adjustment allowed paragraph (d)(2) of this section.
the voltage used to disable other by the manufacturer. In lieu of (D) Malfunctions may be implanted
monitors. detecting, with a system specific mechanically or simulated
(B) For an OBD monitor affected by monitor, the malfunctions specified in electronically, but internal onboard
high engine battery or system voltages, paragraphs (i)(6)(i) and (i)(6)(ii) of this computer hardware or software changes
the manufacturer may disable section the OBD system may monitor shall not be used to simulate
monitoring when the battery or system the individual parameters or malfunctions. For monitors that are
voltage exceeds a manufacturer-defined components that are used as inputs for required to indicate a malfunction
voltage. To do so, the manufacturer individual feedback control systems before emissions exceed an emission
must submit data and/or engineering provided that the monitors detect all threshold, manufacturers are not
analyses that demonstrate that malfunctions that meet the criteria of required to use malfunctioning
monitoring above the manufacturer- paragraphs (i)(6)(i) and (i)(6)(ii) of this components/systems set exactly at their
defined voltage is unreliable and that section. malfunction criteria limits. Emission
either the electrical charging system/ (a) Production evaluation testing. testing is not required to confirm that
alternator warning light will be (1) [Reserved.] the malfunction is detected before the
activated (or voltage gauge would be in (2) Verification of monitoring appropriate emission thresholds are
the ‘‘red zone’’) or the OBD system requirements. exceeded.
monitors the battery or system voltage (i) Within either the first six months (E) The manufacturer must submit a
and will detect a malfunction at the of the start of engine production or the proposed test plan for approval prior to
voltage used to disable other monitors. first three months of the start of vehicle performing evaluation testing. The test
(v) The manufacturer may also disable production, whichever is later, the plan must identify the method used to
affected OBD monitors in systems manufacturer must conduct a complete induce a malfunction for each monitor.
designed to accommodate the evaluation of the OBD system of one or (F) If the demonstration of a specific
installation of power take off (PTO) more production vehicles (test vehicles) monitor cannot be reasonably performed
units provided monitors are disabled and submit the results of the evaluation without causing physical damage to the
only while the PTO unit is active and to the Administrator. test vehicle (e.g., onboard computer
the OBD readiness status (see paragraph (ii) Selection of test vehicles. internal circuit malfunctions), the
manufacturer may omit the specific cycle counter), the date the data were (H) SAE J2534 ‘‘Recommended
demonstration. collected, the odometer reading, the Practice for Pass-Thru Vehicle
(G) For evaluation of test vehicles VIN, and the calibration ID. Reprogramming,’’ February 2002.
selected in accordance with paragraph (v) The manufacturer must submit a (ii) ISO materials. Copies of these
(j)(2)(ii) of this section, the manufacturer plan to the Administrator that details materials may be obtained from the
is not required to demonstrate monitors the types of production vehicles in each International Organization for
that were demonstrated prior to monitoring performance group, the Standardization, Case Postale 56, CH–
certification as required in paragraph (l) number of vehicles per group to be 1211 Geneva 20, Switzerland.
of this section. sampled, the sampling method, the (A) ISO 15765–4:2001 ‘‘Road
(iv) The manufacturer must submit a timeline to collect the data, and the Vehicles-Diagnostics on Controller Area
report of the results of all testing reporting format. The plan must provide Network (CAN)—Part 4: Requirements
conducted as required by paragraph for effective collection of data from, at for emission-related systems,’’
(j)(2) of this section. The report must least, 15 vehicles per monitoring December 2001.
identify the method used to induce a performance group and provide for data (2) The manufacturer defined data
malfunction in each monitor, the MIL that represent a broad range of link connector must be accessible to a
activation status, and the DTC(s) stored. temperature conditions. The plan shall trained service technician.
(3) Verification of in-use monitoring (3) [Reserved.]
not, by design, exclude or include
performance ratios. (4) Required emission related
specific vehicles in an attempt to collect functions. The following functions must
(i) The manufacturer must collect and data only from vehicles expected to
report in-use monitoring performance be implemented and must be accessible
have the highest in-use performance by, at a minimum, a manufacturer scan
data representative of production ratios.
vehicles (i.e., engine rating and chassis tool:
(vi) The 12 month deadline for (i) Ready status. The OBD system
application combination). The reporting may be extended to 18 months
manufacturer must collect and report must indicate ‘‘complete’’ or ‘‘not
if the manufacturer can show that the complete’’ for each of the installed
the data to the Administrator within 12 delay is justified. In such a case, an
months after the first production vehicle monitored components and systems
interim report of progress to date must identified in paragraphs (g), (h) with the
was first introduced into commerce. be submitted within the 12 month
(ii) The manufacturer must separate exception of (h)(4), and (i)(3) of this
deadline. section. All components or systems
production vehicles into the monitoring
(k) Standardization requirements. identified in paragraphs (h)(1), (h)(2), or
performance groups and submit data
that represents each of these groups. (1) Reference materials. The OBD (i)(3) of this section that are monitored
The groups shall be based on the system must conform with the following continuously must always indicate
following criteria: Society of Automotive Engineers (SAE) ‘‘complete.’’ Components or systems
(A) Emission control system standards and/or the following that are not subject to being monitored
architecture. All engines that use the International Standards Organization continuously must immediately indicate
same or similar emissions control (ISO) standards. The following ‘‘complete’’ upon the respective
system architecture (e.g., EGR with DPF documents are incorporated by monitor(s) being executed fully and
and SCR; EGR with DPF and NOX reference, see § 86.1: determining that the component or
adsorber; EGR with DPF-only) and (i) SAE material. Copies of these system is not malfunctioning. A
associated monitoring system would be materials may be obtained from the component or system must also indicate
in the same emission architecture Society of Automotive Engineers, Inc., ‘‘complete’’ if, after the requisite
category. 400 Commonwealth Drive, Warrendale, number of decisions necessary for
(B) Vehicle application type. Within PA 15096–0001. determining MIL status has been
an emission architecture category, (A) SAE J1930 ‘‘Electrical/Electronic executed fully, the monitor indicates a
engines shall be separated into one of Systems Diagnostic Terms, Definitions, malfunction of the component or
three vehicle application types: engines Abbreviations, and Acronyms— system. The status for each of the
intended primarily for line-haul chassis Equivalent to ISO/TR 15031–2:April 30, monitored components or systems must
applications, engines intended 2002,’’ April 2002. indicate ‘‘not complete’’ whenever
primarily for urban delivery chassis (B) SAE J1939 ‘‘Recommended diagnostic memory has been cleared or
applications, and all other engines. Practice for a Serial Control and erased by a means other than that
(iii) The manufacturer may use an Communications Vehicle Network’’ and allowed in paragraph (b) of this section.
alternative grouping method to collect the associated subparts included in SAE Normal vehicle shut down (i.e., key-off/
representative data. To do so, the HS–1939, ‘‘Truck and Bus Control and engine-off) shall not cause the status to
manufacturer must show that the Communications Network Standards indicate ‘‘not complete.’’
alternative groups include production Manual,’’ 2006 Edition. (A) The manufacturer may request
vehicles using similar emission (C) [Reserved.] that the ready status for a monitor be set
controls, OBD strategies, monitoring (D) SAE J1978 ‘‘OBD II Scan Tool— to indicate ‘‘complete’’ without the
condition calibrations, and vehicle Equivalent to ISO/DIS 15031–4: monitor having completed if monitoring
application driving/usage patterns such December 14, 2001,’’ April 2002. is disabled for a multiple number of
that they are expected to have similar (E) SAE J1979 ‘‘E/E Diagnostic Test drive cycles due to the continued
in-use monitoring performance. The Modes—Equivalent to ISO/DIS 15031– presence of extreme operating
manufacturer will still be required to 5:April 30, 2002,’’ April 2002. conditions (e.g., cold ambient
submit one set of data for each of the (F) SAE J2012 ‘‘Diagnostic Trouble temperatures, high altitudes). Any such
alternative groups. Code Definitions—Equivalent to ISO/ request must specify the conditions for
(iv) For each monitoring performance DIS 15031–6:April 30, 2002,’’ April monitoring system disablement and the
group, the data must include all of the 2002. number of drive cycles that would pass
in-use performance tracking data (i.e., (G) SAE J2403 ‘‘Medium/Heavy-Duty without monitor completion before
all numerators, denominators, the E/E Systems Diagnosis Nomenclature,’’ ready status would be indicated as
general denominator, and the ignition August 2004. ‘‘complete.’’
(B) For the evaporative system and MIL status (i.e., commanded-on or (1) Absolute throttle position, relative
monitor, the ready status must be set in commanded-off). throttle position, fuel control system
accordance with this paragraph (k)(4)(i) (B) For diesel engines. status (e.g., open loop, closed loop), fuel
when both the functional check of the (1) Calculated load (engine torque as trim, fuel pressure, ignition timing
purge valve and, if applicable, the leak a percentage of maximum torque advance, fuel injection timing, intake
detection monitor of the hole size available at the current engine speed), air/manifold temperature, engine
specified in paragraph (h)(7)(ii)(B) of driver’s demand engine torque (as a intercooler temperature, manifold
this section indicate that they are percentage of maximum engine torque), absolute pressure, air flow rate from
complete. actual engine torque (as a percentage of mass air flow sensor, secondary air
(C) If the manufacturer elects to maximum engine torque), reference status (upstream, downstream, or
indicate ready status through the MIL in engine maximum torque, reference atmosphere), ambient air temperature,
the key-on/engine-off position as maximum engine torque as a function of commanded purge valve duty cycle/
provided for in paragraph (b)(1)(iii) of engine speed (suspect parameter position, commanded EGR valve duty
this section, the ready status must be numbers (SPN) 539 through 543 defined cycle/position, actual EGR valve duty
indicated in the following manner: If the by SAE J1939 within parameter group cycle/position, EGR error between
ready status for all monitored number (PGN) 65251 for engine actual and commanded, PTO status
components or systems is ‘‘complete,’’ configuration), engine coolant (active or not active), redundant
the MIL shall remain continuously temperature, engine oil temperature (if absolute throttle position (for electronic
activated in the key-on/engine-off used for emission control or any OBD throttle or other systems that utilize two
position for at least 10–20 seconds. If monitors), engine speed, and time or more sensors), absolute pedal
the ready status for one or more of the elapsed since engine start. position, redundant absolute pedal
monitored components or systems is (2) Fuel level (if used to enable or position, commanded throttle motor
‘‘not complete,’’ after at least 5 seconds disable any other monitors), vehicle position, fuel rate, boost pressure,
of operation in the key-on/engine-off speed (if used for emission control or commanded/target boost pressure, turbo
position with the MIL activated any OBD monitors), barometric pressure inlet air temperature, fuel rail pressure,
continuously, the MIL shall blink once (directly measured or estimated), and commanded fuel rail pressure, DPF inlet
per second for 5–10 seconds. The data engine control module system voltage. pressure, DPF inlet temperature, DPF
stream value for MIL status as required (3) Number of stored MIL-on DTCs, outlet pressure, DPF outlet temperature,
in paragraph (k)(4)(ii) of this section monitor status (i.e., disabled for the rest DPF delta pressure, exhaust pressure
must indicate ‘‘commanded off’’ during of this drive cycle, complete this drive sensor output, exhaust gas temperature
this sequence unless the MIL has also cycle, or not complete this drive cycle) sensor output, injection control
been ‘‘commanded on’’ for a detected since last engine shut-off for each pressure, commanded injection control
malfunction. monitor used for ready status, distance pressure, turbocharger/turbine speed,
(ii) Data stream. The following signals traveled (or engine run time for engines variable geometry turbo position,
must be made available on demand commanded variable geometry turbo
not using vehicle speed information)
through the data link connector. The position, turbocharger compressor inlet
while MIL activated, distance traveled
actual signal value must always be used temperature, turbocharger compressor
(or engine run time for engines not
instead of a limp home value. inlet pressure, turbocharger turbine inlet
using vehicle speed information) since
temperature, turbocharger turbine outlet
(A) For gasoline engines. DTC memory last erased, number of
temperature, waste gate valve position,
(1) Calculated load value, engine warm-up cycles since DTC memory last
and glow plug lamp status.
coolant temperature, engine speed, erased, OBD requirements to which the (2) Oxygen sensor output, air/fuel
vehicle speed, and time elapsed since engine is certified (e.g., California OBD, ratio sensor output, NOX sensor output,
engine start. EPA OBD, European OBD, non-OBD), and evaporative system vapor pressure.
(2) Absolute load, fuel level (if used and MIL status (i.e., commanded-on or (iii) Freeze frame.
to enable or disable any other monitors), commanded-off). (A) ‘‘Freeze frame’’ information
barometric pressure (directly measured (4) NOX NTE control area status (i.e., required to be stored pursuant to
or estimated), engine control module inside control area, outside control area, paragraphs (b)(2)(iv), (h)(1)(iv)(D), and
system voltage, and commanded inside manufacturer-specific NOX NTE (h)(2)(vi) of this section must be made
equivalence ratio. carve-out area, or deficiency active area) available on demand through the data
(3) Number of stored MIL-on DTCs, and PM NTE control area status (i.e., link connector.
catalyst temperature (if directly inside control area, outside control area, (B) ‘‘Freeze frame’’ conditions must
measured or estimated for purposes of inside manufacturer-specific PM NTE include the DTC that caused the data to
enabling the catalyst monitor(s)), carve-out area, or deficiency active be stored along with all of the signals
monitor status (i.e., disabled for the rest area). required in paragraphs (k)(4)(ii)(A)(1) or
of this drive cycle, complete this drive (5) For purposes of the calculated load (k)(4)(ii)(B)(1) of this section. Freeze
cycle, or not complete this drive cycle) and torque parameters in paragraph frame conditions must also include all
since last engine shut-off for each (k)(4)(ii)(B)(1) of this section, of the signals required on the engine in
monitor used for ready status, distance manufacturers must report the most paragraphs (k)(4)(ii)(A)(2) and
traveled (or engine run time for engines accurate values that are calculated (k)(4)(ii)(B)(2) of this section, and
not using vehicle speed information) within the applicable electronic control paragraph (k)(4)(ii)(C)(1) of this section
while MIL activated, distance traveled unit (e.g., the engine control module). that are used for diagnostic or control
(or engine run time for engines not Most accurate, in this context, must be purposes in the specific monitor or
using vehicle speed information) since of sufficient accuracy, resolution, and emission-critical powertrain control
DTC memory last erased, and number of filtering to be used for the purposes of unit that stored the DTC.
warm-up cycles since DTC memory last in-use emission testing with the engine (C) Only one frame of data is required
erased, OBD requirements to which the still in a vehicle (e.g., using portable to be recorded. The manufacturer may
engine is certified (e.g., California OBD, emission measurement equipment). choose to store additional frames
EPA OBD, European OBD, non-OBD) (C) For all engines so equipped. provided that at least the required frame
can be read by, at a minimum, a of this paragraph (k)(4)(iv)(E) and the last time the fault memory was
manufacturer scan tool. provide service technicians with a quick cleared must report values of zero for
(iv) Diagnostic trouble codes. and accurate indication of a potential the test result and test limits.
(A) For all monitored components and malfunction. (E) All test results and test limits must
systems, any stored pending, MIL-on, (F) Permanent DTC for all always be reported and the test results
and previous-MIL-on DTCs must be components and systems must be made must be stored until updated by a more
made available through the diagnostic available through the diagnostic recent valid test result or the DTC
connector. connector in a format that distinguishes memory of the OBD system computer is
(B) The stored DTC must, to the extent permanent DTCs from pending DTCs, cleared.
possible, pinpoint the probable cause of MIL-on DTCs, and previous-MIL-on (F) The OBD system must store and
the malfunction or potential DTCs. A MIL-on DTC must be stored as report unique test results for each
malfunction. To the extent feasible, the a permanent DTC no later than the end separate monitor.
manufacturer must use separate DTCs of the ignition cycle and subsequently at (G) The requirements of this
for every monitor where the monitor all times that the MIL-on DTC is paragraph (k)(4)(v) do not apply to
and repair procedure or probable cause commanding the MIL on. Permanent continuous fuel system monitoring, cold
of the malfunction is different. In DTCs must be stored in non-volatile start emission reduction strategy
general, rationality and functional random access memory (NVRAM) and monitoring, and continuous circuit
checks must use different DTCs than the shall not be erasable by any scan tool monitoring.
respective circuit integrity checks. command or by disconnecting power to (vi) Software calibration identification
Additionally, input component circuit the on-board computer. Permanent (CAL ID). On all engines, a single
integrity checks must use different DTCs DTCs must be erasable if the engine software calibration identification
for distinct malfunctions (e.g., out-of- control module is reprogrammed and number (CAL ID) for each monitor or
range low, out-of-range high, open the ready status described in paragraph emission critical control unit(s) must be
circuit). (k)(4)(i) of this section for all monitored made available through the data link
(C) The manufacturer must use components and systems are set to ‘‘not connector. A unique CAL ID must be
appropriate standard-defined DTCs complete.’’ The OBD system must have used for every emission-related
whenever possible. With Administrator the ability to store a minimum of four calibration and/or software set having at
approval, the manufacturer may use current MIL-on DTCs as permanent least one bit of different data from any
manufacturer-defined DTCs in DTCs in NVRAM. If the number of MIL- other emission-related calibration and/
accordance with the applicable on DTCs currently commanding or software set. Control units coded
standard’s specifications. To do so, the activation of the MIL exceeds the with multiple emission or diagnostic
manufacturer must be able to show a maximum number of permanent DTCs calibrations and/or software sets must
lack of available standard-defined DTCs, that can be stored, the OBD system must indicate a unique CAL ID for each
uniqueness of the monitor or monitored store the earliest detected MIL-on DTC variant in a manner that enables an off-
component, expected future usage of the as permanent DTC. If additional MIL-on board device to determine which variant
monitor or component, and estimated DTCs are stored when the maximum is being used by the vehicle. Control
usefulness in providing additional number of permanent DTCs is already units that use a strategy that will result
diagnostic and repair information to stored in NVRAM, the OBD system shall in MIL activation if the incorrect variant
service technicians. Manufacturer- not replace any existing permanent DTC is used (e.g., control units that contain
defined DTCs must be used in a with the additional MIL-on DTCs. variants for manual and automatic
consistent manner (i.e., the same DTC (v) Test results. transmissions but will activate the MIL
shall not be used to represent two (A) Except as provided for in if the selected variant does not match
different failure modes) across a paragraph (k)(4)(v)(G) of this section, for the type of transmission mated to the
manufacturer’s entire product line. all monitored components and systems engine) are not required to use unique
(D) A pending or MIL-on DTC (as identified in paragraphs (g) and (h) of CAL IDs.
required in paragraphs (g) through (i) of this section, results of the most recent (vii) Software calibration verification
this section) must be stored and monitoring of the components and number (CVN).
available to, at a minimum, a systems and the test limits established (A) All engines must use an algorithm
manufacturer scan tool within 10 for monitoring the respective to calculate a single calibration
seconds after a monitor has determined components and systems must be stored verification number (CVN) that verifies
that a malfunction or potential and available through the data link. the on-board computer software
malfunction has occurred. A permanent (B) The test results must be reported integrity for each monitor or emission
DTC must be stored and available to, at such that properly functioning critical control unit that is electronically
a minimum, a manufacturer scan tool no components and systems (e.g., reprogrammable. The CVN must be
later than the end of an ignition cycle ‘‘passing’’ systems) do not store test made available through the data link
in which the corresponding MIL-on values outside of the established test connector. The CVN must indicate
DTC that caused MIL activation has limits. Test limits must include both whether the emission-related software
been stored. minimum and maximum acceptable and/or calibration data are valid and
(E) Pending DTCs for all components values and must be defined so that a test applicable for the given vehicle and
and systems (including those monitored result equal to either test limit is a CAL ID.
continuously and non-continuously) ‘‘passing’’ value, not a ‘‘failing’’ value. (B) The CVN algorithm used to
must be made available through the (C) [Reserved.] calculate the CVN must be of sufficient
diagnostic connector. A manufacturer (D) The test results must be stored complexity that the same CVN is
using alternative statistical protocols for until updated by a more recent valid test difficult to achieve with modified
MIL activation as allowed in paragraph result or the DTC memory of the OBD calibration values.
(b)(2)(iii) of this section must submit the system computer is cleared. Upon DTC (C) The CVN must be calculated at
details of their protocol for setting memory being cleared, test results least once per drive cycle and stored
pending DTCs. The protocol must be, reported for monitors that have not yet until the CVN is subsequently updated.
overall, equivalent to the requirements completed with valid test results since Except for immediately after a
reprogramming event or a non-volatile (i) For each monitor required in denominator exceeds the maximum
memory clear or for the first 30 seconds paragraphs (g) through (i) of this section value of 7.99527.
of engine operation after a volatile to separately report an in-use (6) Engine run time tracking
memory clear or battery disconnect, the performance ratio, manufacturers must requirements.
stored value must be made available implement software algorithms to report (i) For all gasoline and diesel engines,
through the data link connector to, at a a numerator and denominator. the manufacturer must implement
minimum, a manufacturer scan tool. (ii) For the numerator, denominator, software algorithms to track and report
The stored CVN value shall not be general denominator, and ignition cycle individually the amount of time the
erased when DTC memory is erased or counters required by paragraph (e) of engine has been operated in the
during normal vehicle shut down (i.e., this section, the following numerical following conditions:
key-off/engine-off). value specifications apply: (A) Total engine run time.
(D) [Reserved.] (A) Each number shall have a (B) Total idle run time (with ‘‘idle’’
(viii) Vehicle identification number minimum value of zero and a maximum defined as accelerator pedal released by
(VIN). value of 65,535 with a resolution of one. the driver, vehicle speed less than or
(A) All vehicles must have the vehicle (B) Each number shall be reset to zero equal to one mile per hour, engine
identification number (VIN) available only when a non-volatile random access speed greater than or equal to 50 to 150
through the data link connector to, at a memory (NVRAM) reset occurs (e.g., rpm below the normal, warmed-up idle
minimum, a manufacturer scan tool. reprogramming event) or, if the numbers speed (as determined in the drive
Only one electronic control unit per are stored in keep-alive memory (KAM), position for vehicles equipped with an
vehicle may report the VIN to a scan when KAM is lost due to an automatic transmission), and power
tool. interruption in electrical power to the take-off not active).
(B) If the VIN is reprogrammable, all control unit (e.g., battery disconnect). (C) Total run time with power take off
emission-related diagnostic information Numbers shall not be reset to zero under active.
any other circumstances including (ii) For each counter specified in
identified in paragraph (k)(4)(ix)(A) of
when a scan tool command to clear paragraph (k)(6)(i) of this section, the
this section must be erased in
DTCs or reset KAM is received. following numerical value
conjunction with reprogramming of the
(C) To avoid overflow problems, if specifications apply:
VIN.
either the numerator or denominator for (A) Each number shall be a four-byte
(ix) Erasure of diagnostic information.
a specific component reaches the value with a minimum value of zero, a
(A) For purposes of this paragraph
maximum value of 65,535 ±2, both resolution of one second per bit, and an
(k)(4)(ix), ‘‘emission-related diagnostic accuracy of ± ten seconds per drive
numbers shall be divided by two before
information’’ includes all of the cycle.
either is incremented again.
following: ready status as required by (B) Each number shall be reset to zero
(D) To avoid overflow problems, if the
paragraph (k)(4)(i) of this section; data only when a non-volatile memory reset
ignition cycle counter reaches the
stream information as required by
maximum value of 65,535 ±2, the occurs (e.g., reprogramming event).
paragraph (k)(4)(ii) of this section Numbers shall not be reset to zero under
ignition cycle counter shall roll over
including the number of stored MIL-on any other circumstances including
and increment to zero on the next
DTCs, distance traveled while MIL when a scan tool (generic or enhanced)
ignition cycle.
activated, number of warm-up cycles (E) To avoid overflow problems, if the command to clear fault codes or reset
since DTC memory last erased, and general denominator reaches the KAM is received.
distance traveled since DTC memory maximum value of 65,535 ±2, the (C) To avoid overflow problems, if
last erased; freeze frame information as general denominator shall roll over and any of the individual counters reach the
required by paragraph (k)(4)(iii) of this increment to zero on the next drive maximum value, all counters shall be
section; pending, MIL-on, and previous- cycle that meets the general divided by two before any are
MIL-on DTCs as required by paragraph denominator definition. incremented again.
(k)(4)(iv) of this section; and, test results (F) If a vehicle is not equipped with (D) The counters shall be made
as required by paragraph (k)(4)(v) of this a component (e.g., oxygen sensor bank available to, at a minimum, a
section. 2, secondary air system), the manufacturer scan tool and may be
(B) For all engines, the emission- corresponding numerator and rescaled when transmitted from a
related diagnostic information must be denominator for that specific resolution of one second per bit to no
erased if commanded by any scan tool component shall always be reported as more than three minutes per bit.
and may be erased if the power to the zero. (l) Monitoring system demonstration
on-board computer is disconnected. If (iii) For the ratio required by requirements for certification.
any of the emission-related diagnostic paragraph (e) of this section, the (1) General.
information is commanded to be erased following numerical value (i) The manufacturer must submit
by any scan tool, all emission-related specifications apply: emissions test data from one or more
diagnostic information must be erased (A) The ratio shall have a minimum durability demonstration test engines
from all diagnostic or emission critical value of zero and a maximum value of (test engines).
control units. The OBD system shall not 7.99527 with a resolution of 0.000122. (ii) The Administrator may approve
allow a scan tool to erase a subset of the (B) The ratio for a specific component other demonstration protocols if the
emission-related diagnostic information shall be considered to be zero whenever manufacturer can provide comparable
(e.g., the OBD system shall not allow a the corresponding numerator is equal to assurance that the malfunction criteria
scan tool to erase only one of three zero and the corresponding are chosen based on meeting the
stored DTCs or only information from denominator is not zero. malfunction criteria requirements and
one control unit without erasing (C) The ratio for a specific component that the timeliness of malfunction
information from the other control shall be considered to be the maximum detection is within the constraints of the
unit(s)). value of 7.99527 if the corresponding applicable monitoring requirements.
(5) In-use performance ratio tracking denominator is zero or if the actual (iii) For flexible fuel engines capable
requirements. value of the numerator divided by the of operating on more than one fuel or
fuel combinations, the manufacturer cause the fuel system to operate at the catalyst malfunction with the catalyst at
must submit a plan for providing malfunction limit if the manufacturer its maximum level of deterioration (i.e.,
emission test data. The plan must can demonstrate that the computer the substrate(s) completely removed
demonstrate that testing will represent modifications produce test results from the catalyst container or ‘‘empty’’
properly the expected in-use fuel or fuel equivalent to an induced hardware can). Emissions data are not required for
combinations. malfunction. the empty can demonstration.
(2) Selection of test engines. (B) [Reserved.] (G) NOX adsorber. The manufacturer
(i) Prior to submitting any (C) EGR system. The manufacturer must perform a test using a NOX
applications for certification for a model must perform a separate test for each adsorber(s) deteriorated to the
year, the manufacturer must notify the malfunction limit established by the applicable malfunction limit established
Administrator regarding the planned manufacturer for the EGR system by the manufacturer for the monitoring
engine families and engine ratings parameters (e.g., low flow, high flow, required by paragraph (g)(7)(ii)(A) of
within each family for that model year. slow response) specified in paragraphs this section. The manufacturer must
The Administrator will select the engine (g)(3)(ii)(A) through (g)(3)(ii)(C) of this also demonstrate that the OBD system
family(ies) and the specific engine section and in (g)(3)(ii)(E) of this will detect a NOX adsorber malfunction
rating within the engine family(ies) that section. In conducting the EGR system with the NOX adsorber at its maximum
the manufacturer shall use as slow response demonstration tests, the level of deterioration (i.e., the
demonstration test engines. The manufacturer may use computer substrate(s) completely removed from
selection of test vehicles for production modifications to cause the EGR system the container or ‘‘empty’’ can).
evaluation testing as specified in to operate at the malfunction limit if the Emissions data are not required for the
paragraph (j)(2) of this section may take manufacturer can demonstrate that the empty can demonstration.
place during this selection process. computer modifications produce test
(H) Diesel particulate filter. The
(ii) The manufacturer must provide results equivalent to an induced
manufacturer must perform a separate
emissions test data from the OBD parent hardware malfunction.
test using a DPF deteriorated to the
rating as defined in paragraph (o)(1) of (D) Turbo boost control system. The
this section. manufacturer must perform a separate applicable malfunction limits
(iii) For the test engine, the test for each malfunction limit established by the manufacturer for the
manufacturer must use an engine aged established by the manufacturer for the monitoring required by paragraphs
for a minimum of 125 hours fitted with turbo boost control system parameters (g)(8)(ii)(A), (g)(8)(ii)(B), and (g)(8)(ii)(D)
exhaust aftertreatment emission controls (e.g., underboost, overboost, response) of this section. The manufacturer must
aged to be representative of useful life specified in paragraphs (g)(4)(ii)(A) also demonstrate that the OBD system
aging. The manufacturer is required to through (g)(4)(ii)(C) of this section and will detect a DPF malfunction with the
submit a description of the accelerated in (g)(4)(ii)(E) of this section. DPF at its maximum level of
aging process and/or supporting data. (E) NMHC catalyst. The manufacturer deterioration (i.e., the filter(s)
The process and/or data must must perform a separate test for each completely removed from the filter
demonstrate assurance that monitored NMHC catalyst(s). The container or ‘‘empty’’ can). Emissions
deterioration of the exhaust catalyst(s) being evaluated must be data are not required for the empty can
aftertreatment emission controls is deteriorated to the applicable demonstration.
stabilized sufficiently such that it malfunction limit established by the (I) Exhaust gas sensor. The
represents emission control manufacturer for the monitoring manufacturer must perform a separate
performance at the end of the useful life. required by paragraph (g)(5)(ii)(A) of test for each malfunction limit
(3) Required testing. Except as this section and using methods established by the manufacturer for the
otherwise described in this paragraph established by the manufacturer in monitoring required in paragraphs
(l)(3), the manufacturer must perform accordance with paragraph (l)(7) of this (g)(9)(ii)(A), (g)(9)(iii)(A), and
single malfunction testing based on the section. For each monitored NMHC (g)(9)(iv)(A) of this section. When
applicable test with the components/ catalyst(s), the manufacturer must also performing a test, all exhaust gas
systems set at their malfunction criteria demonstrate that the OBD system will sensors used for the same purpose (e.g.,
limits as determined by the detect a catalyst malfunction with the for the same feedback control loop, for
manufacturer for meeting the emissions catalyst at its maximum level of the same control feature on parallel
thresholds required in paragraphs (g), deterioration (i.e., the substrate(s) exhaust banks) must be operating at the
(h), and (i) of this section. completely removed from the catalyst malfunction criteria limit for the
(i) Required testing for diesel-fueled/ container or ‘‘empty’’ can). Emissions applicable parameter only. All other
compression ignition engines. data are not required for the empty can exhaust gas sensor parameters must be
(A) Fuel system. The manufacturer demonstration. operating with normal characteristics.
must perform a separate test for each (F) NOX catalyst. The manufacturer (J) VVT system. The manufacturer
malfunction limit established by the must perform a separate test for each must perform a separate test for each
manufacturer for the fuel system monitored NOX catalyst(s) (e.g., SCR malfunction limit established by the
parameters (e.g., fuel pressure, injection catalyst). The catalyst(s) being evaluated manufacturer for the monitoring
timing) specified in paragraphs must be deteriorated to the applicable required in paragraphs (g)(10)(ii)(A) and
(g)(1)(ii)(A) through (g)(1)(ii)(C) of this malfunction criteria established by the (g)(10)(ii)(B) of this section. In
section. When performing a test for a manufacturer for the monitoring conducting the VVT system
specific parameter, the fuel system must required by paragraphs (g)(6)(ii)(A) and demonstration tests, the manufacturer
be operating at the malfunction criteria (g)(6)(ii)(B) of this section and using may use computer modifications to
limit for the applicable parameter only. methods established by the cause the VVT system to operate at the
All other parameters must be operating manufacturer in accordance with malfunction limit if the manufacturer
with normal characteristics. In paragraph (l)(7) of this section. For each can demonstrate that the computer
conducting the fuel system monitored NOX catalyst(s), the modifications produce test results
demonstration tests, the manufacturer manufacturer must also demonstrate equivalent to an induced hardware
may use computer modifications to that the OBD system will detect a malfunction.
(K) For each of the testing (D) Cold start emission reduction (I) For each of the testing
requirements of this paragraph (l)(3)(i), strategy. The manufacturer must requirements of this paragraph (l)(3)(ii),
if the manufacturer has established that perform a test at the malfunction criteria if the manufacturer has established that
only a functional check is required for each component monitored only a functional check is required
because no failure or deterioration of the according to paragraph (h)(4)(ii)(A) of because no failure or deterioration of the
specific tested system could result in an this section. specific tested system could cause an
engine’s emissions exceeding the (E) Secondary air system. The engine’s emissions to exceed the
applicable emissions thresholds, the manufacturer must perform a test at applicable emissions thresholds, the
manufacturer is not required to perform each flow limit calibrated to the manufacturer is not required to perform
a demonstration test; however, the malfunction criteria specified in a demonstration test; however the
manufacturer is required to provide the paragraphs (h)(5)(ii)(A) and (h)(5)(ii)(B) manufacturer is required to provide the
data and/or engineering analysis used to of this section. data and/or engineering analyses used
determine that only a functional test of (F) Catalyst. The manufacturer must to determine that only a functional test
the system(s) is required. perform a test using a catalyst system of the system(s) is required.
(ii) Required testing for gasoline- deteriorated to the malfunction criteria (iii) Required testing for all engines.
fueled/spark-ignition engines. specified in paragraph (h)(6)(ii) of this (A) Other emission control systems.
(A) Fuel system. For engines with section using methods established by The manufacturer must conduct
adaptive feedback based on the primary the manufacturer in accordance with demonstration tests for all other
fuel control sensor(s), the manufacturer paragraph (l)(7)(ii) of this section. The emission control components (e.g.,
must perform a test with the adaptive manufacturer must also demonstrate hydrocarbon traps, adsorbers) designed
feedback based on the primary fuel that the OBD system will detect a and calibrated to a malfunction limit
control sensor(s) at the rich limit(s) and catalyst system malfunction with the based on an emissions threshold based
a test at the lean limit(s) established by on the requirements of paragraph (i)(4)
catalyst system at its maximum level of
the manufacturer as required by of this section.
deterioration (i.e., the substrate(s)
paragraph (h)(1)(ii)(A) of this section to (B) For each of the testing
completely removed from the catalyst
detect a malfunction before emissions requirements of paragraph (l)(3)(iii)(A)
container or ‘‘empty’’ can). Emission
exceed applicable emissions thresholds. of this section, if the manufacturer has
data are not required for the empty can
For engines with feedback based on a established that only a functional check
demonstration.
secondary fuel control sensor(s) and is required because no failure or
subject to the malfunction criteria in (G) Exhaust gas sensor. The deterioration of the specific tested
paragraph (h)(1)(ii)(A) of this section, manufacturer must perform a test with system could result in an engine’s
the manufacturer must perform a test all primary exhaust gas sensors used for emissions exceeding the applicable
with the feedback based on the fuel control simultaneously possessing a emissions thresholds, the manufacturer
secondary fuel control sensor(s) at the response rate deteriorated to the is not required to perform a
rich limit(s) and a test at the lean malfunction criteria limit specified in demonstration test; however, the
limit(s) established by the manufacturer paragraph (h)(8)(ii)(A) of this section. manufacturer is required to provide the
as required by paragraph (h)(1)(ii)(A) of The manufacturer must also perform a data and/or engineering analysis used to
this section to detect a malfunction test for any other primary or secondary determine that only a functional test of
before emissions exceed the applicable exhaust gas sensor parameter under the system(s) is required.
emissions thresholds. For other fuel parargraphs (h)(8)(ii)(A) and (iv) The manufacturer may
metering or control systems, the (h)(8)(iii)(A) of this section that can electronically simulate deteriorated
manufacturer must perform a test at the cause engine emissions to exceed the components but shall not make any
criteria limit(s). For purposes of fuel applicable emissions thresholds (e.g., engine control unit modifications when
system testing as required by this shift in air/fuel ratio at which oxygen performing demonstration tests unless
paragraph (l)(3)(ii)(A), the sensor switches, decreased amplitude). approved by the Administrator. All
malfunction(s) induced may result in a When performing additional test(s), all equipment necessary to duplicate the
uniform distribution of fuel and air primary and secondary (if applicable) demonstration test must be made
among the cylinders. Non uniform exhaust gas sensors used for emission available to the Administrator upon
distribution of fuel and air used to control must be operating at the request.
induce a malfunction shall not cause malfunction criteria limit for the (4) Testing protocol.
misfire. In conducting the fuel system applicable parameter only. All other (i) Preconditioning. The manufacturer
demonstration tests, the manufacturer primary and secondary exhaust gas must use an applicable cycle for
may use computer modifications to sensor parameters must be operating preconditioning test engines prior to
cause the fuel system to operate at the with normal characteristics. conducting each of the emission tests
malfunction limit. To do so, the (H) VVT system. The manufacturer required by paragraph (l)(3) of this
manufacturer must be able to must perform a test at each target error section. The manufacturer may perform
demonstrate that the computer limit and slow response limit calibrated a single additional preconditioning
modifications produce test results to the malfunction criteria specified in cycle, identical to the initial one, after
equivalent to an induced hardware (h)(9)(ii)(A) and (h)(9)(ii)(B) of this a 20 minute hot soak but must
malfunction. section. In conducting the VVT system demonstrate that such an additional
(B) Misfire. The manufacturer must demonstration tests, the manufacturer cycle is necessary to stabilize the
perform a test at the malfunction criteria may use computer modifications to emissions control system. A practice of
limit specified in paragraph (h)(2)(ii)(B) cause the VVT system to operate at the requiring a cold soak prior to
of this section. malfunction limit. To do so, the conducting preconditioning cycles is

(C) EGR system. The manufacturer manufacturer must be able to not permitted.
must perform a test at each flow limit demonstrate that the computer (ii) Test sequence.
calibrated to the malfunction criteria modifications produce test results (A) The manufacturer must set
specified in paragraphs (h)(3)(ii)(A) and equivalent to an induced hardware individually each system or component
(h)(3)(ii)(B) of this section. malfunction. on the test engine at the malfunction
criteria limit prior to conducting the malfunction criteria limit(s), the criteria malfunction criteria set forth in
applicable preconditioning cycle(s). If a limit(s) or the OBD system is not paragraphs (g) through (i) of this section.
second preconditioning cycle is acceptable. Such confirmatory testing is limited to
permitted in accordance with paragraph (A) Except for testing of the catalyst the test engine required by paragraph
(l)(4)(i) of this section, the manufacturer or DPF system, if the MIL first activates (l)(2) of this section.
may adjust the system or component to after emissions exceed the applicable (ii) To conduct this confirmatory
be tested before conducting the second malfunction criteria specified in testing, the Administrator may install
preconditioning cycle. The paragraphs (g) through (i) of this section, appropriately deteriorated or
manufacturer shall not replace, modify, the test engine shall be retested with the malfunctioning components (or
or adjust the system or component after tested system or component adjusted so simulate them) in an otherwise properly
the last preconditioning cycle has been that the MIL will activate before functioning test engine of an engine
completed. emissions exceed the applicable rating represented by the demonstration
(B) After preconditioning, the test malfunction criteria specified in test engine in order to test any of the
engine must be operated over the paragraphs (g) through (i) of this section. components or systems required to be
applicable cycle to allow for the initial If the component cannot be so adjusted tested by paragraph (l) of this section.
detection of the tested system or because an alternative fuel or emission The manufacturer shall make available,
component malfunction. This test cycle control strategy is used when a if requested, an engine and all test
may be omitted from the testing malfunction is detected (e.g., open loop equipment (e.g., malfunction simulators,
protocol if it is unnecessary. If required fuel control used after an oxygen sensor deteriorated components) necessary to
by the monitoring strategy being tested, malfunction is detected), the test engine duplicate the manufacturer’s testing.
a cold soak may be performed prior to shall be retested with the component Such a request from the Administrator
conducting this test cycle. adjusted to the worst acceptable limit shall occur within six months of
(C) The test engine must then be (i.e., the applicable OBD monitor reviewing and approving the
operated over the applicable exhaust indicates that the component is demonstration test engine data
emissions test. performing at or slightly better than the submitted by the manufacturer for the
(iii) [Reserved.] malfunction criteria limit). When tested specific engine rating.
(iv) The manufacturer may request with the component so adjusted, the (7) Catalyst aging.
approval to use an alternative testing MIL must not activate during the test (i) Diesel catalysts. For purposes of
protocol for demonstration of MIL and the engine emissions must be below determining the catalyst malfunction
activation if the engine dynamometer the applicable malfunction criteria limits for the monitoring required by
emission test cycle does not allow all of specified in paragraphs (g) through (i) of paragraphs (g)(5)(ii)(A), (g)(5)(ii)(B), and
a given monitor’s enable conditions to this section. (g)(6)(ii)(A) of this section, where those
be satisfied. The manufacturer may (B) In testing the catalyst or DPF catalysts are monitored individually, the
request the use of an alternative engine system, if the MIL first activates after manufacturer must use a catalyst
dynamometer test cycle or the use of emissions exceed the applicable deteriorated to the malfunction criteria
chassis testing to demonstrate proper emissions threshold(s) specified in using methods established by the
MIL activation. To do so, the paragraphs (g) and (h) of this section, manufacturer to represent real world
manufacturer must demonstrate the the tested engine shall be retested with catalyst deterioration under normal and
technical necessity for using an a less deteriorated catalyst or DPF malfunctioning engine operating
alternative test cycle and the degree to system (i.e., more of the applicable conditions. For purposes of determining
which the alternative test cycle engine out pollutants are converted or the catalyst malfunction limits for the
demonstrates that in-use operation with trapped). For the OBD system to be monitoring required by paragraphs
the malfunctioning component will approved, testing shall be continued (g)(5)(ii)(A), (g)(5)(ii)(B), and (g)(6)(ii)(A)
result in proper MIL activation. until the MIL activates with emissions of this section, where those catalysts are
(5) Evaluation protocol. Full OBD below the applicable thresholds of monitored in combination with other
engine ratings, as defined by paragraph paragraphs (g) and (h) of this section, or catalysts, the manufacturer must submit
(o)(1) of this section, shall be evaluated the MIL activates with emissions within their catalyst system aging and
according to the following protocol: a range no more than 20 percent below monitoring plan to the Administrator as
(i) For all tests conducted as required the applicable emissions thresholds and part of their certification documentation
by paragraph (l) of this section, the MIL 10 percent or less above those emissions package. The plan must include the
must activate before the end of the first thresholds. description, emission control purpose,
engine start portion of the applicable (iv) If an OBD system is determined and location of each component, the
test. to be unacceptable by the criteria of this monitoring strategy for each component
(ii) If the MIL activates prior to paragraph (l)(5) of this section, the and/or combination of components, and
emissions exceeding the applicable manufacturer may recalibrate and retest the method for determining the
malfunction criteria limits specified in the system on the same test engine. In applicable malfunction criteria
paragraphs (g) through (i) of this section, such a case, the manufacturer must including the deterioration/aging
no further demonstration is required. confirm, by retesting, that all systems process.
With respect to the misfire monitor and components that were tested prior (ii) Gasoline catalysts. For the
demonstration test, if the manufacturer to the recalibration and are affected by purposes of determining the catalyst
has elected to use the minimum misfire it still function properly with the system malfunction criteria in
malfunction criteria of one percent as recalibrated OBD system. paragraph (h)(6)(ii) of this section, the
allowed in paragraph (h)(2)(ii)(B) of this (6) Confirmatory testing. manufacturer must use a catalyst system
section, no further demonstration is (i) The Administrator may perform deteriorated to the malfunction criteria
required provided the MIL activates confirmatory testing to verify the using methods established by the
with engine misfire occurring at the emission test data submitted by the manufacturer to represent real world
malfunction criteria limit. manufacturer as required by this catalyst deterioration under normal and
(iii) If the MIL does not activate when paragraph (l) of this section comply malfunctioning operating conditions.
the system or component is set at its with its requirements and the The malfunction criteria must be
established by using a catalyst system necessary to adequately describe the trouble code(s) and freeze frame
with all monitored and unmonitored information. information stored at the time of
(downstream of the sensor utilized for (ii) A table including the following detection, corresponding test results
catalyst monitoring) catalysts information for each monitored (e.g. SAE J1979 Mode/Service $06, SAE
simultaneously deteriorated to the component or system (either computer- J1939 Diagnostic Message 8 (DM8))
malfunction criteria except for those sensed or computer-controlled) of the stored during the test, and a description
engines that use fuel shutoff to prevent emissions control system: of the modified or deteriorated
over-fueling during engine misfire (A) Corresponding diagnostic trouble components used for malfunction
conditions. For such engines, the code. simulation with respect to the
malfunction criteria must be established (B) Monitoring method or procedure demonstration tests specified in
by using a catalyst system with all for malfunction detection. paragraph (l) of this section. The freeze
monitored catalysts simultaneously (C) Primary malfunction detection frame data are not required for engines
deteriorated to the malfunction criteria parameter and its type of output signal. subject to paragraph (o)(2) of this
while unmonitored catalysts shall be (D) Malfunction criteria limits used to section.
deteriorated to the end of the engine’s evaluate output signal of primary (vi) For gasoline engines, data
useful life. parameter. supporting the misfire monitor,
(m) Certification documentation (E) Other monitored secondary including:
requirements. parameters and conditions (in (A) The established percentage of
(1) When submitting an application engineering units) necessary for misfire that can be tolerated without
for certification of an engine, the malfunction detection. damaging the catalyst over the full range
manufacturer must submit the following (F) Monitoring time length and of engine speed and load conditions.
documentation. If any of the items listed frequency of monitoring events. (B) Data demonstrating the probability
here are standardized for all of the (G) Criteria for storing a diagnostic of detection of misfire events by the
manufacturer’s engines, the trouble code. misfire monitoring system over the full
manufacturer may, for each model year, (H) Criteria for activating a engine speed and load operating range
submit one set of documents covering malfunction indicator light. for the following misfire patterns:
the standardized items for all of its (I) Criteria used for determining out- random cylinders misfiring at the
engines. of-range values and input component malfunction criteria established in
(i) For the required documentation rationality checks. paragraph (h)(2)(ii)(B) of this section,
that is not standardized across all (iii) Whenever possible, the table one cylinder continuously misfiring,
engines, the manufacturer may be required by paragraph (m)(2)(ii) of this and paired cylinders continuously
allowed to submit documentation for section shall use the following misfiring.
certification from one engine that is engineering units: (C) Data identifying all disablement of
representative of other engines. All such (A) Degrees Celsius for all misfire monitoring that occurs during
engines shall be considered to be part of temperature criteria. the FTP. For every disablement that
an OBD certification documentation (B) KiloPascals (KPa) for all pressure occurs during the cycles, the data shall
group. To represent the OBD group, the criteria related to manifold or identify: when the disablement occurred
chosen engine must be certified to the atmospheric pressure. relative to the driver’s trace, the number
most stringent emissions standards and (C) Grams (g) for all intake air mass of engine revolutions during which each
OBD monitoring requirements and cover criteria. disablement was present, and which
all of the emissions control devices for (D) Pascals (Pa) for all pressure disable condition documented in the
the engines in the group and covered by criteria related to evaporative system certification application caused the
the submitted documentation. Such vapor pressure. disablement.
OBD groups must be approved in (E) Miles per hour (mph) for all (D) Manufacturers are not required to
advance of certification. vehicle speed criteria. use the durability demonstration engine
(ii) Upon approval, one or more of the (F) Relative percent (%) for all relative to collect the misfire data required by
documentation requirements of this throttle position criteria (as defined in paragraph (m)(2)(vi) of this section.
paragraph (m) of this section may be SAE J1979/J1939). (vii) Data supporting the limit for the
waived or modified if the information (G) Voltage (V) for all absolute throttle time between engine starting and
required is redundant or unnecessarily position criteria (as defined in SAE attaining the designated heating
burdensome to generate. J1979/J1939). temperature for after-start heated
(iii) To the extent possible, the (H) Per crankshaft revolution (/rev) for catalyst systems.
certification documentation must use all changes per ignition event based (viii) Data supporting the criteria used
SAE J1930 or J2403 terms, criteria (e.g., g/rev instead of g/stroke or to detect a malfunction of the fuel
abbreviations, and acronyms. g/firing). system, EGR system, boost pressure
(2) Unless otherwise specified, the (I) Per second (/sec) for all changes control system, catalyst, NOX adsorber,
following information must be per time based criteria (e.g., g/sec). DPF, cold start emission reduction
submitted as part of the certification (J) Percent of nominal tank volume strategy, secondary air, evaporative
application and prior to receiving a (%) for all fuel tank level criteria. system, VVT system, exhaust gas
certificate. (iv) A logic flowchart describing the sensors, and other emission controls
(i) A description of the functional step-by-step evaluation of the enable that causes emissions to exceed the
operation of the OBD system including criteria and malfunction criteria for each applicable malfunction criteria specified
a complete written description for each monitored emission related component in paragraphs (g) through (i) of this
monitoring strategy that outlines every or system. section. For diesel engine monitors
step in the decision-making process of (v) Emissions test data, a description required by paragraphs (g) and (i) of this
the monitor. Algorithms, diagrams, of the testing sequence (e.g., the number section that are required to indicate a
samples of data, and/or other graphical and types of preconditioning cycles), malfunction before emissions exceed an
representations of the monitoring approximate time (in seconds) of MIL emission threshold based on any
strategy shall be included where activation during the test, diagnostic applicable standard (e.g., 2.5 times any
of the applicable standards), the test vehicle designs and programmed U.S. sales, with U.S. sales being
cycle and standard determined by the upgrades of computers. Unmet weighted by the useful life of the engine
manufacturer to be the most stringent requirements shall not be carried over rating.
for each applicable monitor in from the previous model year except (2) Extrapolated OBD. For all other
accordance with paragraph (f)(1) of this where unreasonable hardware or engine ratings within the engine family
section. software modifications are necessary to from which the OBD parent rating has
(ix) A list of all electronic powertrain correct the deficiency, and the been selected, the manufacturer must
input and output signals (including manufacturer has demonstrated an implement an OBD system meeting the
those not monitored by the OBD system) acceptable level of effort toward requirements of this section except that
that identifies which signals are compliance as determined by the the OBD system is not required to detect
monitored by the OBD system. For input Administrator. Furthermore, EPA will a malfunction prior to exceeding the
and output signals that are monitored as not accept any deficiency requests that emission thresholds shown in Table 1 of
comprehensive components, the listing include the complete lack of a major paragraph (g) of this section and Table
shall also identify the specific diagnostic monitor (‘‘major’’ diagnostic 2 of paragraph (h) of this section. These
diagnostic trouble code for each monitors being those for exhaust extrapolated OBD engines will be
malfunction criteria (e.g., out-of-range aftertreatment devices, oxygen sensor, known as the ‘‘OBD child’’ ratings. On
low, out-of-range high, open circuit, air-fuel ratio sensor, NOX sensor, engine these OBD child ratings, rather than
rationality low, rationality high). misfire, evaporative leaks, and diesel detecting a malfunction prior to
(x) A written description of all EGR, if equipped), with the possible exceeding the emission thresholds, the
parameters and conditions necessary to exception of the special provisions for manufacturer must submit a plan for
begin closed-loop/feedback control of alternative fueled engines. For Administrator review and approval that
emission control systems (e.g., fuel alternative fueled heavy-duty engines details the engineering evaluation the
system, boost pressure, EGR flow, SCR (e.g. natural gas, liquefied petroleum manufacturer will use to establish the
reductant delivery, DPF regeneration, gas, methanol, ethanol), manufacturers malfunction criteria for the OBD child
fuel system pressure). may request the Administrator to waive ratings. The plan must demonstrate both
(xi) A written identification of the specific monitoring requirements of this the use of good engineering judgment in
communication protocol utilized by section for which monitoring may not establishing the malfunction criteria,
each engine for communication with a be reliable with respect to the use of the and robust detection of malfunctions,
scan tool. alternative fuel. At a minimum, including consideration of differences of
(xii) Reserved. alternative fuel engines must be base engine, calibration, emission
(xiii) A written description of the equipped with an OBD system meeting control components, and emission
method used by the manufacturer to OBD requirements to the extent feasible control strategies.
meet the requirements of paragraph as approved by the Administrator. (3) Engine families other than those
(i)(2) of this section (crankcase (2) In the event the manufacturer from which the parent and child ratings
ventilation system monitoring) seeks to carry-over a deficiency from a have been selected are not subject to the
including diagrams or pictures of valve past model year to the current model requirements of this section.
and/or hose connections. year, the manufacturer must re-apply for (4) Small volume manufacturers, as
(xiv) Build specifications provided to approval to do so. In considering the defined in § 86.094–14(b)(1) and (2), are
engine purchasers or chassis request to carry-over a deficiency, the exempt from the requirements of
manufacturers detailing all Administrator shall consider the § 86.010–18.
specifications or limitations imposed on manufacturer’s progress towards (5) Engines certified as alternative
the engine purchaser relevant to OBD correcting the deficiency. The fueled engines are exempt from the
requirements or emissions compliance Administrator may not allow requirements of § 86.010–18.
(e.g., cooling system heat rejection manufacturers to carry over monitoring (p) In-use compliance standards. For
rates). A description of the method or system deficiencies for more than two monitors required to indicate a
copies of agreements used to ensure model years unless it can be malfunction before emissions exceed a
engine purchasers or chassis demonstrated that substantial engine certain emission threshold (e.g., 2.5
manufacturers will comply with the hardware modifications and additional times any of the applicable standards):
OBD and emissions relevant build lead time beyond two years are (1) On the full OBD rating (i.e., the
specifications (e.g., signed agreements, necessary to correct the deficiency. parent rating) as defined in paragraph
required audit/evaluation procedures). (3) A deficiency shall not be granted (o)(1) of this section, separate in-use
(xv) Any other information retroactively (i.e., after the engine has emissions thresholds shall apply. These
determined by the Administrator to be been certified). thresholds are determined by doubling
necessary to demonstrate compliance (o) Implementation schedule. Except the applicable thresholds as shown in
with the requirements of this section. as provided for in paragraphs (o)(4) and Table 1 of paragraph (g) and Table 2 of
(n) Deficiencies. (o)(5) of this section, the requirements of paragraph (h) of this section. The
(1) Upon application by the this section must be met according to resultant thresholds apply only in-use
manufacturer, the Administrator may the following provisions: and do not apply for certification or
accept an OBD system as compliant (1) Full OBD. The manufacturer must selective enforcement auditing.
even though specific requirements are implement an OBD system meeting the (2) The extrapolated OBD ratings (i.e.,
not fully met. Such compliances requirements of this section on one the child ratings) as defined in
without meeting specific requirements, engine rating within one engine family paragraph (o)(2) of this section shall not
or deficiencies, will be granted only if of the manufacturer’s product line. This be evaluated against emissions levels for
compliance is infeasible or ‘‘full OBD’’ rating will be known as the purposes of OBD compliance in-use.
unreasonable considering such factors ‘‘OBD parent’’ rating. The OBD parent (3) Only the test cycle and standard
as, but not limited to: technical rating must be chosen as the rating determined and identified by the
feasibility of the given monitor and lead having the highest weighted projected manufacturer at the time of certification
time and production cycles including U.S. sales within the engine family in accordance with paragraph (f) of this
phase-in or phase-out of engines or having the highest weighted projected section as the most stringent shall be
used for the purpose of determining (b)(2) [Reserved]. For guidance see following levels: the applicable PM
OBD system noncompliance in-use. § 86.098–30. FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
(4) An OBD system shall not be (b)(3)–(b)(4)(i) [Reserved]. For whichever is higher; or, the applicable
considered noncompliant solely due to guidance see § 86.094–30. NOX FEL+0.3 g/bhp-hr; or, 2.5 times the
a failure or deterioration mode of a (b)(4)(ii) introductory text [Reserved]. applicable NMHC standard.
monitored component or system that For guidance see § 86.098–30. (ii) Oxygen sensors and air-fuel ratio
could not have been reasonably foreseen (b)(4)(ii)(A) [Reserved]. For guidance sensors upstream of aftertreatment
to occur by the manufacturer. see § 86.094–30. devices.
8. Section 86.010–30 is added to (b)(4)(ii)(B)–(b)(4)(iv) [Reserved]. For (f)(3)(ii)(A) [Reserved]. For guidance
Subpart A to read as follows: guidance see § 86.098–30. see § 86.007–30.
(b)(5)–(e) [Reserved]. For guidance see (f)(3)(ii)(B) Diesel. If so equipped, any
§ 86.010–30 Certification. § 86.094–30. oxygen sensor or air-fuel ratio sensor
Section 86.010–30 includes text that (f) For engine families required to located upstream of aftertreatment
specifies requirements that differ from have an OBD system and meant for devices is replaced with a deteriorated
§§ 86.094–30, 86.095–30, 86.096–30, applications less than or equal to 14,000 or defective sensor, or an electronic
86.098–30, 86.001–30, 86.004–30 or pounds GVWR, certification will not be simulation of such, resulting in exhaust
86.007–30. Where a paragraph in granted if, for any test vehicle approved emissions exceeding any of the
§ 86.094–30, § 86.095–30, § 86.096–30, by the Administrator in consultation following levels: the applicable PM
§ 86.098–30, § 86.001–30, § 86.004–30 or with the manufacturer, the malfunction FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM,
§ 86.007–30 is identical and applicable indicator light does not activate under whichever is higher; or, the applicable
to § 86.010–30, this may be indicated by any of the following circumstances, NOX FEL+0.3 g/bhp-hr; or, 2.5 times the
specifying the corresponding paragraph unless the manufacturer can applicable NMHC standard; or, 2.5
and the statement ‘‘[Reserved]. For demonstrate that any identified OBD times the applicable CO standard.
guidance see § 86.094–30.’’ or problems discovered during the (iii) NOX sensors.
‘‘[Reserved]. For guidance see § 86.095– Administrator’s evaluation will be (f)(3)(iii)(A) [Reserved]. For guidance
30.’’ or ‘‘[Reserved]. For guidance see corrected on production vehicles. see § 86.007–30.
§ 86.096–30.’’ or ‘‘[Reserved]. For (f)(1)(i) Otto-cycle. [Reserved]. For (f)(3)(iii)(B) Diesel. If so equipped, any
guidance see § 86.098–30.’’ or guidance see § 86.004–30. NOX sensor is replaced with a
‘‘[Reserved]. For guidance see § 86.001– (f)(1)(ii) Diesel. deteriorated or defective sensor, or an
30.’’ or ‘‘[Reserved]. For guidance see (A) If monitored for emissions electronic simulation of such, resulting
§ 86.004–30.’’ or ‘‘[Reserved]. For performance—a reduction catalyst is in exhaust emissions exceeding any of
guidance see § 86.007–30.’’ replaced with a deteriorated or defective the following levels: the applicable PM
(a)(1) and (a)(2) [Reserved]. For catalyst, or an electronic simulation of FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
guidance see § 86.094–30. such, resulting in exhaust NOX whichever is higher; or, the applicable
(a)(3)(i) through (a)(4)(ii) [Reserved]. emissions exceeding the applicable NOX NOX FEL+0.3 g/bhp-hr.
For guidance see § 86.004–30. FEL+0.3 g/bhp-hr. Also if monitored for (f)(4) [Reserved]. For guidance see
(a)(4)(iii) introductory text through emissions performance—an oxidation § 86.004–30.
(a)(4)(iii)(C) [Reserved]. For guidance catalyst is replaced with a deteriorated (f)(5)(i) [Reserved]. For guidance see
see § 86.094–30. or defective catalyst, or an electronic § 86.007–30.
(a)(4)(iv) introductory text [Reserved]. simulation of such, resulting in exhaust (f)(5)(ii) Diesel. A malfunction
For guidance see § 86.095–30. NMHC emissions exceeding 2.5 times condition is induced in any emission-
(a)(4)(iv)(A)–(a)(9) [Reserved]. For the applicable NMHC standard. related engine system or component,
guidance see § 86.094–30. (B) If monitored for performance—a including but not necessarily limited to,
(a)(10) and (a)(11) [Reserved]. For particulate trap is replaced with a the exhaust gas recirculation (EGR)
guidance see § 86.004–30. deteriorated or defective trap, or an
(a)(12) [Reserved]. For guidance see system, if equipped, and the fuel control
electronic simulation of such, resulting system, singularly resulting in exhaust
§ 86.094–30. in either exhaust PM emissions
(a)(13) [Reserved]. For guidance see emissions exceeding any of the
exceeding the applicable FEL+0.04 g/ following levels: the applicable PM
§ 86.095–30.
(a)(14) [Reserved]. For guidance see bhp-hr or 0.05 g/bhp-hr PM, whichever FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM,
§ 86.094–30. is higher; or, exhaust NMHC emissions whichever is higher; or, the applicable
(a)(15)–(18) [Reserved]. For guidance exceeding 2.5 times the applicable NOX FEL+0.3 g/bhp-hr; or, 2.5 times the
see § 86.096–30. NMHC standard. Also, if monitored for applicable NMHC standard; or, 2.5
(a)(19) [Reserved]. For guidance see performance—a particulate trap is times the applicable CO standard.
§ 86.098–30. replaced with a catastrophically failed (f)(6) [Reserved]. For guidance see
(a)(20) [Reserved]. For guidance see trap or a simulation of such. § 86.004–30.
§ 86.001–30. (f)(2) [Reserved]. For guidance see 9. Section 86.010–38 is added to
(a)(21) [Reserved]. For guidance see § 86.004–30. subpart A to read as follows:
§ 86.004–30. (f)(3)(i) Oxygen sensors and air-fuel
ratio sensors downstream of § 86.010–38 Maintenance instructions.
(b)(1) introductory text through
(b)(1)(ii)(A) [Reserved]. For guidance see aftertreatment devices. This Section 86.010–38 includes text
§ 86.094–30. (f)(3)(i)(A) [Reserved]. For guidance that specifies requirements that differ
(b)(1)(ii)(B) [Reserved]. For guidance see § 86.007–30. from those specified in § 86.007–38.
see § 86.004–30. (f)(3)(i)(B) Diesel. If so equipped, any Where a paragraph in § 86.096–38, or
(b)(1)(ii)(C) [Reserved]. For guidance oxygen sensor or air-fuel ratio sensor § 86.004–38, or § 86.007–38 is identical
see § 86.094–30. located downstream of aftertreatment and applicable to § 86.010–38, this may
(b)(1)(ii)(D) [Reserved]. For guidance devices is replaced with a deteriorated be indicated by specifying the
see § 86.004–30. or defective sensor, or an electronic corresponding paragraph and the
(b)(1)(iii) and (b)(1)(iv) [Reserved]. For simulation of such, resulting in exhaust statement ‘‘[Reserved]. For guidance see
guidance see § 86.094–30. emissions exceeding any of the § 86.096–38,’’ ‘‘[Reserved]. For guidance
see or § 86.004–38, ’’ or ‘‘[Reserved]. For temporarily overrides the module’s software company either public or
guidance see § 86.007–38.’’ control over a sensor or actuator and private that is engaged in, or plans to
(a)–(f) [Reserved]. For guidance see gives control to the diagnostic tool engage in, the manufacture of scan tool
§ 86.004–38. operator. Bi-directional controls do not reprogramming equipment or software.
(g) [Reserved]. For guidance see create permanent changes to engine or (H) Generic service and repair
§ 86.096–38. For incorporation by component calibrations. information means information which is
reference see §§ 86.1 and 86.096–38. (C) Data stream information means not specific for an original equipment
(h) [Reserved]. For guidance see information (i.e., messages and manufacturer’s brand of tools and
§ 86.004–38. parameters) originated within the equipment.
(i) [Reserved]. For guidance see engine by a module or intelligent (I) Indirect information means any
§ 86.007–38. sensors (i.e., a sensor that contains and information that is not specifically
(j) Emission control diagnostic service is ontrolled by its own module) and contained in the service literature, but is
information for heavy-duty engines used transmitted between a network of contained in items such as tools or
in vehicles over 14,000 pounds gross modules and/or intelligent sensors equipment provided to franchised
vehicle weight (GVW) connected in parallel with either one or dealers (or others). This includes
(1) Manufacturers of heavy-duty more communication wires. The computer or anti-theft system
engines used in applications weighing information is broadcast over the initialization information necessary for
more than 14,000 pounds gross vehicle communication wires for use by the the completion of any emissions-related
weight (GVW) that are subject to the OBD system to gather information on repair on engines that employ integral
applicable OBD requirements of this emissions-related components or security systems.
subpart A are subject to the provisions systems and from other engine modules (J) Intermediary means any individual
of this paragraph (j) beginning in the that may impact emissions. For the or entity, other than an original
2010 model year. The provisions of this purposes of this section, data stream equipment manufacturer, which
paragraph (j) apply only to those heavy- information does not include engine provides service or equipment to
duty engines subject to the applicable calibration related information, or any aftermarket service providers.
OBD requirements. data stream information from systems or (K) Manufacturer franchised
(2) Upon Administrator approval, modules that do not impact emissions. dealership means any service provider
manufacturers may alternatively comply (D) Emissions-related information with which a manufacturer has a direct
with all service information and tool means any information related to the business relationship.
provisions found in § 86.096–38 that are diagnosis, service, and repair of (L) Third party information provider
applicable to 1996 and subsequent emissions-related components. means any individual or entity, other
vehicles weighing less than 14,000 Emissions-related information includes, than an original equipment
pounds gross vehicle weight (GVW). but is not limited to, information manufacturer, who consolidates
(3) General Requirements regarding any system, component or manufacturer service information and
(i) Manufacturers shall furnish or part of an engine that controls emissions makes this information available to
cause to be furnished to any person and any system, component and/or part aftermarket service providers.
engaged in the repairing or servicing of associated with the engine, including, (M) Third party training provider
heavy-duty engines, or the but not limited to: the engine, the fuel means any individual or entity, other
Administrator upon request, any and all system and ignition system; information than an original equipment
information needed to make use of the for any system, component or part that manufacturer who develops and/or
on-board diagnostic system and such is likely to impact emissions, and any delivers instructional and educational
other information, including other information specified by the material for training courses.
instructions for making emission-related Administrator to be relevant to the (4) Information dissemination. By July
diagnosis and repairs, including but not diagnosis and repair of an emissions- 1, 2010 each manufacturer shall provide
limited to service manuals, technical related problem; any other information or cause to be provided to the persons
service bulletins, recall service specified by the Administrator to be specified in paragraph (j)(3)(i) of this
information, bi-directional control relevant for the diagnosis and repair of section and to any other interested
information, and training information, an emissions-related failure found parties a manufacturer-specific World
unless such information is protected by through an evaluation of vehicles in-use Wide Web site containing the
section 208(c) as a trade secret. No such and after such finding has been information specified in paragraph
information may be withheld under communicated to the affected (j)(3)(i) of this section for 2010 and later
section 208(c) of the Act if that manufacturer(s). model year engines which have been
information is provided (directly or (E) Emissions-related training certified to the OBD requirements
indirectly) by the manufacturer to information means any information specified in § 86.010–18 and are offered
franchised dealers or other persons related training or instruction for the for sale; this requirement does not apply
engaged in the repair, diagnosing, or purpose of the diagnosis, service, and to indirect information, including the
servicing of heavy-duty engines. repair of emissions-related components. information specified in paragraphs
(ii) Definitions. The following (F) Enhanced service and repair (j)(13) through (j)(17) of this section.
definitions apply for this paragraph (j): information means information which is Upon request and approval of the
(A) Aftermarket service provider specific for an original equipment Administrator, manufacturers who can
means any individual or business manufacturer’s brand of tools and demonstrate significant hardship in
engaged in the diagnosis, service, and equipment. This includes computer or complying with this provision within
repair of a heavy-duty engine, who is anti-theft system initialization four months after the effective date may
not directly affiliated with a information necessary for the request an additional six months lead
manufacturer or manufacturer completion of any emissions-related time to meet this requirement. Each
franchised dealership. repair on engines that employ integral manufacturer Web site shall:
(B) Bi-directional control means the security systems. (i) Provide access in full-text to all of
capability of a diagnostic tool to send (G) Equipment and Tool Company the information specified in paragraph
messages on the data bus that means a registered equipment or (j)(5) of this section.
(ii) Be updated at the same time as engine in order to access a different (B) A listing of all typical OBD
manufacturer franchised dealership portion of the site. diagnostic trouble codes associated with
World Wide Web sites. (xi) Allow users to print out any and each monitor;
(iii) Provide users with a description all of the materials required to be made (C) A description of the typical
of the minimum computer hardware available on the manufacturers Web site, enabling conditions (either generic or
and software needed by the user to including the ability to print it at the monitor-specific) for each monitor (if
access that manufacturer’s information user’s location. equipped) to execute during engine
(e.g., computer processor speed and (5) Small volume provisions for operation, including, but not limited to,
operating system software). This information dissemination. minimum and maximum intake air and
description shall appear when users (i) Manufacturers with total annual engine coolant temperature, speed
first log-on to the home page of the sales of less than 5,000 engines shall range, and time after engine startup. In
manufacturer’s Web site. have until July 1, 2011 to launch their addition, manufacturers shall list all
(iv) Provide Short-Term (24 to 72 individual Web sites as required by monitor-specific OBD drive cycle
hours), Mid-Term (30 day period), and paragraph (j)(4) of this section. information for all major OBD monitors
Long-Term (365 day period) Web site (ii) Manufacturers with total annual as equipped including, but not limited
subscription options to any person sales of less than 1,000 engines may, in to, catalyst, catalyst heater, oxygen
specified in paragraph (j)(2)(i) of this lieu of meeting the requirement of sensor, oxygen sensor heater,
section whereby the user will be able to paragraph (j)(4) of this section, request evaporative system, exhaust gas re-
access the site, search for the the Administrator to approve an circulation (EGR), secondary air, and air
information, and purchase, view and alternative method by which the conditioning system. Additionally, for
print the information at a fair and required emissions-related information diesel engines which also perform
reasonable cost as specified in can be obtained by the persons specified misfire, fuel system and comprehensive
paragraph (j)(7) of this section for each in paragraph (j)(3)(i) of this section. component monitoring under specific
of the options. In addition, for each of (6) Required information. All driving conditions (i.e., non-continuous
the tiers, manufacturers are required to information relevant to the diagnosis monitoring; as opposed to spark ignition
make their entire site accessible for the and completion of emissions-related engines that monitor these systems
respective period of time and price. In repairs shall be posted on manufacturer under all conditions or continuous
other words, a manufacturer may not Web sites. This excludes indirect monitoring), the manufacturer shall
limit any or all of the tiers to just one information specified in paragraphs make available monitor-specific drive
make or one model. (j)(7) and (j)(13) through (j)(17) of this cycles for these monitors. Any
(v) Allow the user to search the section. To the extent that this manufacturer who develops generic
manufacturer Web site by various topics information does not already exist in drive cycles, either in addition to, or
including but not limited to model, some form for their manufacturer instead of, monitor-specific drive cycles
model year, key words or phrases, etc., franchised dealerships, manufacturers shall also make these available in full-
while allowing ready identification of are required to develop and make text on manufacturer Web sites;
the latest calibration. Manufacturers available the information required by (D) A listing of each monitor
who do not use model year to classify this section to both their manufacturer sequence, execution frequency and
their engines in their service franchised dealerships and the typical duration;
information may use an alternate aftermarket. The required information (E) A listing of typical malfunction
delineation such as body series. Any includes, but is not limited to: thresholds for each monitor;
manufacturer utilizing this flexibility (i) Manuals, including subsystem and (F) For OBD parameters for specific
shall create a cross-reference to the component manuals developed by a engines that deviate from the typical
corresponding model year and provide manufacturer’s third party supplier that parameters, the OBD description shall
this cross-reference on the manufacturer are made available to manufacturer indicate the deviation and provide a
Web site home page. franchised dealerships, technical service separate listing of the typical values for
(vi) Provide accessibility using bulletins (TSBs), recall service those engines;
common, readily available software and information, diagrams, charts, and (G) Identification and scaling
shall not require the use of software, training materials. Manuals and other information necessary to interpret and
hardware, viewers, or browsers that are such service information from third understand data available through
not readily available to the general party suppliers are not required to be Diagnostic Message 8 pursuant to SAE
public. Manufacturers shall also provide made available in full-text on Recommended Practice J1939–73,
hyperlinks to any plug-ins, viewers or manufacturer Web sites as described in Application Layer—Diagnostics, revised
browsers (e.g. Adobe Acrobat or paragraph (j)(3) of this section. Rather, June 2001 or through Service/Mode $06
Netscape) needed to access the manufacturers must make available on pursuant to SAE Recommended Practice
manufacturer Web site. the manufacturer Web site as required J1979, E/E Diagnostic Test Modes—
(vii) Allow simple hyper-linking to by paragraph (j)(3) of this section an Equivalent to ISO/DIS 15031–5: April
the manufacturer Web site from index of the relevant information and 30, 2002. These documents are
Government Web sites and automotive- instructions on how to order such Incorporated by Reference in § 86.1.
related Web sites. information. In the alternate, a (H) Algorithms, look-up tables, or any
(viii) Posses sufficient server capacity manufacturer can create a link from its values associated with look-up tables
to allow ready access by all users and Web site to the Web site(s) of the third are not required to be made available.
has sufficient capacity to assure that all party supplier. (iii) Any information regarding any
users may obtain needed information (ii) OBD system information which system, component, or part of a engine
without undue delay. includes, but is not limited to, the monitored by the OBD system that
(ix) Correct or delete broken Web following: could in a failure mode cause the OBD
links on a weekly basis. (A) A general description of the system to illuminate the malfunction
(x) Allow for Web site navigation that operation of each monitor, including a indicator light (MIL);
does not require a user to return to the description of the parameter that is (iv) Manufacturer-specific emissions-
manufacturer home page or a search being monitored; related diagnostic trouble codes (DTCs)
and any related service bulletins, (E) Any alternative must be available manufacturers shall notify EPA upon
trouble shooting guides, and/or repair to aftermarket technicians within the increase in price of any one or all
procedures associated with these twenty-four hours of the initial request. of the subscription options of 20 percent
manufacturer-specific DTCs; and (F) Any alternative must not require or more above the previously approved
(v) Information regarding how to the purchase of a special tool or tools, price, taking inflation into account.
obtain the information needed to including manufacturer-specific tools, (A) The manufacturer shall submit a
perform reinitialization of any computer to complete this repair. Alternatives request to EPA that sets forth a detailed
or anti-theft system following an may include lease of such tools, but description of the pricing structure and
emissions-related repair. only for appropriately minimal cost. amounts, and support for the position
(7) Anti-theft System Initialization (G) In lieu of leasing their that the pricing structure and amounts
Information. Computer or anti-theft manufacturer-specific tool to meet this are fair and reasonable by addressing, at
system initialization information and/or requirement, a manufacturer may also a minimum, each of the factors specified
related tools necessary for the proper choose to release the necessary in paragraph (j)(8)(i) of this section.
information to equipment and tool (B) EPA will act upon on the request
installation of on-board computers or
manufacturers for incorporation into within180 days following receipt of a
necessary for the completion of any
aftermarket scan tools. Any complete request or following receipt of
emissions-related repair on engines that
manufacturer choosing this option must any additional information requested by
employ integral security systems or the
release the information to equipment EPA.
repair or replacement of any other
and tool manufacturers within 60 days (C) EPA may decide not to approve,
emission-related part shall be made
of Administrator approval. or to withdraw approval for a
available at a fair and reasonable cost to
(8) Cost of required information. manufacturer’s pricing structure and
the persons specified in paragraph (i) All information required to be amounts based on a conclusion that this
(j)(3)(i) of this section. made available by this section, shall be pricing structure and/or amounts are
(i) Except as provided under made available at a fair and reasonable not, or are no longer, fair and
paragraph (j)(7)(ii) of this section, price. In determining whether a price is reasonable, by sending written notice to
manufacturers must make this fair and reasonable, consideration may the manufacturer explaining the basis
information available to persons be given to relevant factors, including, for this decision.
specified in paragraph (j)(3)(i) of this but not limited to, the following: (D) In the case of a decision by EPA
section, such that such persons will not (A) The net cost to the manufacturer not to approve or to withdraw approval,
need any special tools or manufacturer- franchised dealerships for similar the manufacturer shall within three
specific scan tools to perform the information obtained from months following notice of this
initialization. Manufacturers may make manufacturers, less any discounts, decision, obtain EPA approval for a
such information available through, for rebates, or other incentive programs; revised pricing structure and amounts
example, generic aftermarket tools, a (B) The cost to the manufacturer for by following the approval process
pass-through device, or inexpensive preparing and distributing the described in this paragraph.
manufacturer specific cables. information, excluding any research and (9) Unavailable information. Any
(ii) A manufacturer may request development costs incurred in information which is not provided at a
Administrator approval for an designing and implementing, upgrading fair and reasonable price shall be
alternative means to re-initialize engines or altering the onboard computer and its considered unavailable, in violation of
for some or all model years through the software or any other engine part or these regulations and section 202(m)(5)
2013 model year by 90 days following component. Amortized capital costs for of the Clean Air Act.
the effective date of the final rule. The the preparation and distribution of the (10) Third party information
Administrator shall approve the request information may be included; providers. By January 1, 2011
only after the following conditions have (C) The price charged by other manufacturers shall, for model year
been met: manufacturers for similar information; 2010 and later engines, make available
(A) The manufacturer must (D) The price charged by to third-party information providers as
demonstrate that the availability of such manufacturers for similar information defined in paragraph (j)(3)(ii) of this
information to aftermarket service prior to the launch of manufacturer Web section with whom they engage in
providers would significantly increase sites; licensing or business arrangements;
the risk of theft. (E) The ability of the average (i) The required emissions-related
aftermarket technician or shop to afford information as specified in paragraph
(B) The manufacturer must make
the information; (j)(6) of this section either:
available a reasonable alternative means
(F) The means by which the (A) Directly in electronic format such
to install or repair computers, or to
information is distributed; as diskette or CD–ROM using non-
otherwise repair or replace an emission- (G) The extent to which the proprietary software, in English; or
related part. information is used, which includes the (B) Indirectly via a Web site other
(C) Any alternative means proposed number of users, and frequency, than that required by paragraph (j)(4) of
by a manufacturer cannot require duration, and volume of use; and this section;
aftermarket technicians to use a (H) Inflation. (ii) For any manufacturer who utilizes
manufacturer franchised dealership to (ii) Manufacturers must submit to an automated process in their
obtain information or special tools to re- EPA a request for approval of their manufacturer-specific scan tool for
initialize the anti-theft system. All pricing structure for their Web sites and diagnostic fault trees, the data schema,
information must come directly from amounts to be charged for the detail specifications, including category
the manufacturer or a single information required to be made types/codes and engine codes, and data
manufacturer-specified designee. available under paragraphs (j)(4) and format/content structure of the
(D) Any alternative means proposed (j)(6) of this section at least 180 days in diagnostic trouble trees.
by a manufacturer must be available to advance of the launch of the web site. (iii) Manufacturers can satisfy the
aftermarket technicians at a fair and Subsequent to the approval of the requirement of paragraph (j)(10)(ii) of
reasonable price. manufacturer Web site pricing structure, this section by making available
diagnostic trouble trees on their required to provide this information to related recalibration or reprogramming
manufacturer Web sites in full-text. parties that do not agree to such steps. events (including driveability
(iv) Manufacturers are not responsible (12) Timeliness and maintenance of reprogramming events that may affect
for the accuracy of the information information dissemination. emissions) in the format of their choice
distributed by third parties. However, (i) Subsequent to the initial launch of at the same time they are made available
where manufacturers charge the manufacturer’s Web site, to manufacturer franchised dealerships.
information intermediaries for manufacturers must make the This requirement takes effect on July 1,
information, whether through licensing information required under paragraph 2010.
agreements or other arrangements, (j)(6) of this section available on their (ii) Manufacturers shall provide
manufacturers are responsible for Web site within six months of model persons specified in paragraph (j)(3)(i)
inaccuracies contained in the introduction, or at the same time it is of this section with an efficient and
information they provide to third party made available to manufacturer cost-effective method for identifying
information providers. franchised dealerships. After this six whether the calibrations on engines are
(11) Required emissions-related month period, the information must be the latest to be issued. This requirement
training information. By January 1, available and updated on the takes effect on July 1, 2010.
2011, for emissions-related training manufacturer Web site at the same time (iii) For all 2010 and later OBD
information, manufacturers shall: that the updated information is made engines equipped with reprogramming
(i) Video tape or otherwise duplicate available to manufacturer franchised capability, manufacturers shall comply
and make available for sale on dealerships, except as otherwise with either SAE J2534, ‘‘Recommended
manufacturer Web sites within 30 days specified in this section. Practice for Pass-Thru Vehicle
after transmission any emissions-related (ii) Archived information. Programming’’ , December 2004, or the
training courses provided to Manufacturers must maintain the Technology and Maintenance Council’s
manufacturer franchised dealerships via required information on their Web sites (TMC) Recommended Practice
the Internet or satellite transmission; in full-text as defined in paragraph (j)(6) RP1210A. ‘‘WindowsTM Communication
(ii) Provide on the manufacturer Web of this section for a minimum of 15 API’’ , July 1999. These documents are
site an index of all emissions-related years after model introduction. Incorporated by Reference in § 86.1.
training information available for Subsequent to this fifteen year period, (iv) For model years 2010 and later,
purchase by aftermarket service manufacturers may archive the manufacturers shall make available to
providers for 2010 and newer engines. information in the manufacturer’s aftermarket service providers the
The required information must be made format of choice and provide an index necessary manufacturer-specific
available for purchase within 3 months of the archived information on the software applications and calibrations
of model introduction and then must be manufacturer Web site and how it can needed to initiate pass-through
made available at the same time it is be obtained by interested parties. reprogramming. This software shall be
made available to manufacturer Manufacturers shall index their able to run on a standard personal
franchised dealerships, whichever is available information with a title that computer that utilizes standard
earlier. The index shall describe the title adequately describes the contents of the operating systems as specified in either
of the course or instructional session, document to which it refers. J2534 or RP1210A.
the cost of the video tape or duplicate, Manufacturers may allow for the (v) Manufacturers may take any
and information on how to order the ordering of information directly from reasonable business precautions
item(s) from the manufacturer Web site. their Web site, or from a Web site necessary to protect proprietary
All of the items available must be hyperlinked to the manufacturer Web business information and are not
shipped within 24 hours of the order site. In the alternate, manufacturers required to provide this information to
being placed and are to made available shall list a phone number and address any party that does not agree to these
at a fair and reasonable price as where aftermarket service providers can reasonable business precautions. The
described in paragraph (j)(8) of this call or write to obtain the desired requirements to make hardware
section. Manufacturers unable to meet information. Manufacturers must also available and to release the information
the 24 hour shipping requirement under provide the price of each item listed, as to equipment and tool companies takes
circumstances where orders exceed well as the price of items ordered on a effect on July 1, 2010, and within 3
supply and additional time is needed by subscription basis. To the extent that months of model introduction for all
the distributor to reproduce the item any additional information is added or new model years.
being ordered, may exceed the 24 hour changed for these model years, (14) Generic and enhanced
shipping requirement, but in no manufacturers shall update the index as information for scan tools. By July 1,
instance can take longer than 14 days to appropriate. Manufacturers will be 2010, manufacturers shall make
ship the item. responsible for ensuring that their available to equipment and tool
(iii) Provide access to third party information distributors do so within companies all generic and enhanced
training providers as defined in one regular business day of receiving service information including bi-
paragraph (j)(3)(ii) of this section all the order. Items that are less than 20 directional control and data stream
emission-related training courses pages (e.g. technical service bulletins) information as defined in paragraph
transmitted via satellite or Internet shall be faxed to the requestor and (j)(4)(ii) of this section. This
offered to their manufacturer franchised distributors are required to deliver the requirement applies for 2010 and later
dealerships. Manufacturers may not information overnight if requested and model year engines.
charge unreasonable up-front fees to paid for by the ordering party. Archived (i) The information required by this
third party training providers for this information must be made available on paragraph (j)(14) shall be provided
access, but may require a royalty, demand and at a fair and reasonable electronically using common document
percentage, or other arranged fee based price. formats to equipment and tool
on per-use enrollment/subscription (13) Recalibration Information. companies with whom they have
basis. Manufacturers may take (i) Manufacturers shall make available appropriate licensing, contractual, and/
reasonable steps to protect any to the persons specified in paragraph or confidentiality arrangements. To the
copyrighted information and are not (j)(3)(i) of this section all emissions- extent that a central repository for this
information (e.g. the TEK–NET library affected parties, the Administrator shall or in part for emission-related diagnosis
developed by the Equipment and Tool either grant or refuse the petition based and repair shall also insure that all
Institute) is used to warehouse this on the evidence submitted during the emission-related diagnosis and repair
information, the Administrator shall consultation process: information is available for sale to the
have free unrestricted access. In (A) If the evidence demonstrates that aftermarket at a fair and reasonable cost.
addition, information required by this the engine manufacturer has a Factors for determining fair and
paragraph (j)(14) shall be made available reasonably based belief that the reasonable cost include, but are not
to equipment and tool companies who requesting equipment and tool company limited to:
are not otherwise members of any could not produce safe and functionally (i) The net cost to the manufacturer’s
central repository and shall have access accurate tools that would not cause franchised dealerships for similar tools
if the non-members have arranged for damage to the engine, the petition for obtained from manufacturers, less any
the appropriate licensing, contractual non-disclosure will be granted. Engine discounts, rebates, or other incentive
and/or confidentiality arrangements manufacturers are not required to programs;
with the manufacturer and/or a central provide data stream and bi-directional (ii) The cost to the manufacturer for
repository. control information that would permit preparing and distributing the tools,
(ii) In addition to the generic and an equipment and tool company’s excluding any research and
enhanced information defined in products to modify an EPA-certified development costs;
paragraph (j)(3)(ii) of this section, engine or transmission configuration. (iii) The price charged by other
manufacturers shall also make available (B) If the evidence does not manufacturers of similar sizes for
the following information necessary for demonstrate that the engine similar tools;
developing generic diagnostic scan manufacturer has a reasonably-based (iv) The capabilities and functionality
tools: belief that the requesting equipment and of the manufacturer tool;
(A) The physical hardware tool company could not produce safe (v) The means by which the tools are
requirements for data communication and functionally accurate tools that distributed;
(e.g. system voltage requirements, cable would not cause damage to the engine, (vi) Inflation;
terminals/pins, connections such as the petition for non-disclosure will be (vii) The ability of aftermarket
RS232 or USB, wires, etc.) denied and the engine manufacturer, as technicians and shops to afford the
(B) Electronic Control Unit (ECU) data applicable, shall make the requested tools. Manufacturers shall provide
communication (e.g. serial data information available to the requesting technical support to aftermarket service
protocols, transmission speed or baud equipment and tool company within 2 providers for the tools described in this
rate, bit timing requirements, etc), days of the denial. section, either themselves or through a
(C) Information on the application (vi) If the manufacturer submits a third-party of their choice.
physical interface (API) or layers. (i.e., request for Administrator approval for (16) Changing content of
processing algorithms or software additional time, and satisfactorily manufacturer-specific scan tools.
design descriptions for procedures such demonstrates to the Administrator that Manufacturers who opt to remove non-
as connection, initialization, and the engine manufacturer is able to emissions related content from their
termination), comply but requires additional time manufacturer-specific scan tools and
(D) Engine application information or within which to do so, the sell them to the persons specified in
any other related service information Administrator shall grant the request paragraph (j)(3)(i) of this section shall
such as special pins and voltages or and provide additional time to fully and adjust the cost of the tool accordingly
additional connectors that require expeditiously comply. lower to reflect the decreased value of
enablement and specifications for the (vii) Manufacturers may require that the scan tool. All emissions-related
enablement. tools using information covered under content that remains in the
(iii) Any manufacturer who utilizes an paragraph (j)(14) of this section comply manufacturer-specific tool shall be
automated process in their with the Component Identifier message identical to the information that is
manufacturer-specific scan tool for specified in SAE J1939–71 as Parameter contained in the complete version of the
diagnostic fault trees shall make Group Number (PGN) 65249 (including manufacturer specific tool. Any
available to equipment and tool the message parameter’s make, model, manufacturer who wishes to implement
companies the data schema, detail and serial number) and the SAE J1939– this option must request approval from
specifications, including category types/ 81 Address Claim PGN. the Administrator prior to the
codes and codes, and data format/ (15) Availability of manufacturer- introduction of the tool into commerce.
content structure of the diagnostic specific scan tools. Manufacturers shall (17) Reference Materials.
trouble trees. make available for sale to the persons Manufacturers shall conform with the
(iv) Manufacturers can satisfy the specified in paragraph (j)(3)(i) of this following Society of Automotive
requirement of paragraph (j)(14)(iii) of section their own manufacturer-specific Engineers (SAE) standards. These
this section by making available diagnostic tools at a fair and reasonable documents are incorporated by
diagnostic trouble trees on their cost. These tools shall also be made reference in § 86.1.
manufacturer Web sites in full-text. available in a timely fashion either (i) For Web-based delivery of service
(v) Manufacturers shall make all through the manufacturer Web site or information, manufacturers shall
required information available to the through a manufacturer-designated comply with SAE Recommended
requesting equipment and tool company intermediary. Manufacturers shall ship Practice J2403, Medium/Heavy-Duty
within 14 days after the request to purchased tools in a timely manner after E/E Systems Diagnosis Nomenclature;
purchase has been made unless the a request and training, if any, has been August 2004. This recommended
manufacturer requests Administrator completed. Any required training practice standardizes various terms,
approval to refuse to disclose such materials and classes must be made abbreviations, and acronyms associated
information to the requesting company available at a fair and reasonable price. with on-board diagnostics.
or requests Administrator approval for Manufacturers who develop different Manufacturers shall comply with SAE
additional time to comply. After receipt versions of one or more of their J2403 beginning with the Model Year
of a request and consultation with the diagnostic tools that are used in whole 2013.
(ii) For identification and scaling failure to comply with any provision of deterioration or malfunction before it
information necessary to interpret and this subsection. results in exhaust NMHC emissions
understand data available through (ii) Any person who fails or causes the exceeding 2 times the applicable NMHC
Diagnostic Message 8, manufacturers failure to comply with any provision of standard. These catalyst monitoring
shall comply with SAE Recommended this paragraph (j) is liable for a violation requirements need not be done if the
Practice J1939–73, Application Layer— of that provision. A corporation is manufacturer can demonstrate that
Diagnostics, revised June 2001. In the presumed liable for any violations of deterioration or malfunction of the
alternate, manufacturers may comply this subpart that are committed by any system will not result in exceedance of
with Service/Mode $06 pursuant to SAE of its subsidiaries, affiliates or parents the threshold.
Recommended Practice J1979, E/E that are substantially owned by it or (B) If equipped, diesel particulate trap
Diagnostic Test Modes—Equivalent to substantially under its control. deterioration or malfunction before it
ISO/DIS 15031–5: April 30, 2002. These (iii) Any person who violates a results in exhaust emissions exceeding
recommended practices describe the provision of this paragraph (j) shall be any of the following levels: the
implementation of diagnostic test modes subject to a civil penalty of not more applicable PM FEL+0.04 g/bhp-hr or
for emissions related test data. than $31,500 per day for each violation. 0.05 g/bhp-hr PM, whichever is higher;
Manufacturers shall comply with either This maximum penalty is shown for or, exhaust NMHC emissions exceeding
SAE J1939–73 or SAE J1979 beginning calendar year 2002. Maximum penalty 2 times the applicable NMHC standard.
with Model Year 2013. These limits for later years may be set higher Catastrophic failure of the particulate
recommended practices describe the based on the Consumer Price Index, as trap must also be detected. In addition,
implementation of diagnostic test modes specified in 40 CFR part 19. In addition, the absence of the particulate trap or the
for emissions related test data. such person shall be liable for all other trapping substrate must be detected.
(iii) For pass-thru reprogramming remedies set forth in Title II of the Clean (b)(2) [Reserved]. For guidance see
capabilities, manufacturers shall comply Air Act, remedies pertaining to § 86.005–17.
with Technology and Maintenance provisions of Title II of the Clean Air (b)(3)(i) Oxygen sensors and air-fuel
Council’s (TMC) Recommended Practice Act, or other applicable provisions of ratio sensors downstream of
RP1210A, ‘‘WindowsTM Communication law. aftertreatment devices.
API’’ , July 1999. In the alternate, 10. Section 86.013–2 is added to (A) Otto-cycle. If equipped, sensor
manufacturers may comply with SAE Subpart A to read as follows: deterioration or malfunction resulting in
J2534, Recommended Practice for Pass- exhaust emissions exceeding 1.5 times
Thru Vehicle Programming, December § 86.013–2 Definitions. the applicable standard or FEL for
2004. These recommended practices The definitions of § 86.004–2 NMHC, NOX or CO.
provide technical specifications and continue to apply to 2004 and later (B) Diesel. If equipped, sensor
information that manufacturers must model year vehicles, and the definitions deterioration or malfunction resulting in
supply to equipment and tool of § 86.010–2 continue to apply to 2010 exhaust emissions exceeding any of the
companies to develop aftermarket pass- and later model year vehicles. The following levels: the applicable PM
thru reprogramming tools. definitions listed in this section apply FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
Manufacturers shall comply with either beginning with the 2013 model year. whichever is higher; or, the applicable
RP1210A or SAE J2534 beginning with Onboard Diagnostics (OBD) group NOX FEL+0.3 g/bhp-hr; or, 2 times the
Model Year 2013. means a combination of engines, engine applicable NMHC standard.
(18) Reporting Requirements. families, or engine ratings that use the (ii) Oxygen sensors and air-fuel ratio
Performance reports that adequately same OBD strategies and similar sensors upstream of aftertreatment
demonstrate that each manufacturer’s calibrations. devices.
Web site meets the information 11. Section 86.013–17 is added to (A) Otto-cycle. If equipped, sensor
requirements outlined in paragraphs Subpart A to read as follows: deterioration or malfunction resulting in
(j)(6)(i) through (j)(6)(vi) of this section exhaust emissions exceeding 1.5 times
shall be submitted to the Administrator § 86.013–17 On-board Diagnostics for the applicable standard or FEL for
annually or upon request by the engines used in applications less than or NMHC, NOX or CO.
Administrator. These reports shall equal to 14,000 pounds GVWR. (B) Diesel. If equipped, sensor
indicate the performance and Section 86.013–17 includes text that deterioration or malfunction resulting in
effectiveness of the Web sites by using specifies requirements that differ from exhaust emissions exceeding any of the
commonly used Internet statistics (e.g., § 86.005–17, § 86.007–17, and § 86.010– following levels: the applicable PM
successful requests, frequency of use, 17. Where a paragraph in § 86.005–17 or FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM,
number of subscriptions purchased, § 86.007–17 or § 86.010–17 is identical whichever is higher; or, the applicable
etc.) Manufacturers shall provide to the and applicable to § 86.013–17, this may NOX FEL+0.3 g/bhp-hr; or, 2 times the
Administrator reports on an annual be indicated by specifying the applicable NMHC standard; or, 2 times
basis within 30 days of the end of the corresponding paragraph and the the applicable CO standard.
calendar year. These annual reports statement ‘‘[Reserved]. For guidance see (iii) NOX sensors.
shall be submitted to the Administrator § 86.005–17.’’ or ‘‘[Reserved]. For (A) Otto-cycle. If equipped, sensor
electronically utilizing non-proprietary guidance see § 86.007–17.’’ or deterioration or malfunction resulting in
software in the format as agreed to by ‘‘[Reserved]. For guidance see § 86.010– exhaust emissions exceeding 1.5 times
the Administrator and the 17.’’ the applicable standard or FEL for
manufacturers. (a) through (b)(1)(i) [Reserved]. For NMHC, NOX or CO.
(19) Prohibited Acts, Liability and guidance see § 86.010–17. (B) Diesel. If equipped, sensor
Remedies. (b)(1)(ii) Diesel. deterioration or malfunction resulting in

(i) It is a prohibited act for any person (A) If equipped, reduction catalyst exhaust emissions exceeding any of the
to fail to promptly provide or cause a deterioration or malfunction before it following levels: the applicable PM
failure to promptly provide information results in exhaust NOX emissions FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
as required by this paragraph (j), or to exceeding the applicable NOX FEL+0.3 whichever is higher; or, the applicable
otherwise fail to comply or cause a g/bhp-hr. If equipped, oxidation catalyst NOX FEL+0.3 g/bhp-hr.
(b)(4) [Reserved]. For guidance see 12. Section 86.013–18 is added to controls, indicators and tell-tales,’’ ISO
§ 86.005–17. Subpart A to read as follows: 2575:2004.
(b)(5) Other emission control systems (b)(1)(ii) through (b)(1)(iv) [Reserved].
and components. § 86.013–18 On-board Diagnostics for For guidance see § 86.010–18.
(i) Otto-cycle. Any deterioration or engines used in applications greater than (b)(1)(v) The MIL required by this
14,000 pounds GVWR.
malfunction occurring in an engine paragraph (b) must not be used in any
system or component directly intended Section 86.013–18 includes text that other way than is specified in this
to control emissions, including but not specifies requirements that differ from section.
necessarily limited to, the exhaust gas § 86.010–18. Where a paragraph in (b)(2) [Reserved]. For guidance see
recirculation (EGR) system, if equipped, § 86.010–18 is identical and applicable § 86.010–18.
the secondary air system, if equipped, to § 86.013–18, this may be indicated by (b)(3) MIL deactivation and DTC
and the fuel control system, singularly specifying the corresponding paragraph erasure protocol.
resulting in exhaust emissions and the statement ‘‘[Reserved]. For (i) Deactivating the MIL. Except as
exceeding 1.5 times the applicable guidance see § 86.010–18.’’ However, otherwise provided for in paragraph
emission standard or FEL for NMHC, where a paragraph in § 86.010–18 is (g)(2)(iv)(E) of this section and § 86.010–
NOX or CO. For engines equipped with identical and applicable to § 86.013–18, 18(g)(6)(iv)(B) for diesel misfire
a secondary air system, a functional and there appears the statement malfunctions and empty reductant
check, as described in §86.005–17(b)(6), ‘‘[Reserved]. For guidance see § 86.010– tanks, and paragraphs (h)(1)(iv)(F),
may satisfy the requirements of this 18,’’ it shall be understood that any (h)(2)(viii), and (h)(7)(iv)(B) of § 86.010–
paragraph (b)(5) provided the referenced tables within § 86.010–18 18 for gasoline fuel system, misfire, and
manufacturer can demonstrate that shall actually refer to the applicable evaporative system malfunctions, once
deterioration of the flow distribution table shown in § 86.013–18. the MIL has been activated, it may be
system is unlikely. This demonstration (a) General. All heavy-duty engines deactivated after three subsequent
is subject to Administrator approval intended for use in a heavy-duty vehicle sequential drive cycles during which
and, if the demonstration and associated weighing more than 14,000 pounds the monitoring system responsible for
functional check are approved, the GVWR must be equipped with an on- activating the MIL functions and the
diagnostic system must indicate a board diagnostic (OBD) system capable previously detected malfunction is no
malfunction when some degree of of monitoring all emission-related longer present and provided no other
secondary airflow is not detectable in engine systems or components during malfunction has been detected that
the exhaust system during the check. the life of the engine. The OBD system would independently activate the MIL
For engines equipped with positive is required to detect all malfunctions according to the requirements outlined
crankcase ventilation (PCV), monitoring specified in paragraphs (g), and (i) of in § 86.010–18(b)(2).
of the PCV system is not necessary this section and paragraph (h) of (b)(3)(ii) through (b)(4) [Reserved.] For
provided the manufacturer can § 86.010–18 although the OBD system is guidance see § 86.010–18.
demonstrate to the Administrator’s not required to use a unique monitor to (c) Monitoring conditions. The OBD
satisfaction that the PCV system is detect each of those malfunctions. system must monitor and detect the
unlikely to fail. (a)(1) [Reserved]. For guidance see malfunctions specified in paragraphs (g)
(ii) Diesel. Any deterioration or § 86.010–18. and (i) of this section and § 86.010–
malfunction occurring in an engine (a)(2) The OBD system must be 18(h) under the following general
system or component directly intended equipped with a standardized data link monitoring conditions. The more
to control emissions, including but not connector to provide access to the specific monitoring conditions of
necessarily limited to, the exhaust gas stored DTCs as specified in paragraph paragraph (d) of this section are
recirculation (EGR) system, if equipped, (k)(2) of this section. sometimes required according to the
and the fuel control system, singularly (a)(3) and (a)(4) [Reserved]. For provisions of paragraphs (g) and (i) of
resulting in exhaust emissions guidance see § 86.010–18. this section and §86.010–18(h).
exceeding any of the following levels: (b) Malfunction indicator light (MIL) (1) As specifically provided for in
the applicable PM FEL+0.02 g/bhp-hr or and Diagnostic Trouble Codes (DTC). paragraphs (g) and (i) of this section and
0.03 g/bhp-hr PM, whichever is higher; The OBD system must incorporate a § 86.010–18(h), the monitoring
or, the applicable NOX FEL+0.3 g/bhp- malfunction indicator light (MIL) or conditions for detecting malfunctions
hr; or, 2 times the applicable NMHC equivalent and must store specific types must be technically necessary to ensure
standard; or, 2 times the applicable CO of diagnostic trouble codes (DTC). robust detection of malfunctions (e.g.
standard. A functional check, as (1) MIL specifications. avoid false passes and false indications
described in §86.005–17(b)(6), may (i) The MIL must be located on the of malfunctions); designed to ensure
satisfy the requirements of this driver’s side instrument panel and be of monitoring will occur under conditions
paragraph (b)(5) provided the sufficient illumination and location to that may reasonably be expected to be
manufacturer can demonstrate that a be readily visible under all lighting encountered in normal vehicle
malfunction would not cause emissions conditions. The MIL must be amber operation and normal vehicle use; and,
to exceed the applicable levels. This (yellow) in color; the use of red for the designed to ensure monitoring will
demonstration is subject to OBD-related MIL is prohibited. More occur during the FTP transient test cycle
Administrator approval. For engines than one general purpose malfunction contained in Appendix I paragraph (f),
equipped with crankcase ventilation indicator light for emission-related of this part, or similar drive cycle as
(CV), monitoring of the CV system is not problems shall not be used; separate approved by the Administrator.
necessary provided the manufacturer specific purpose warning lights (e.g., (c)(2) [Reserved]. For guidance see
can demonstrate to the Administrator’s brake system, fasten seat belt, oil § 86.010–18.
satisfaction that the CV system is pressure, etc.) are permitted. When (c)(3) Manufacturers may request
unlikely to fail. activated, the MIL must display the approval to define monitoring
(b)(6) through (j) [Reserved]. For engine symbol designated as F01 by the conditions that are not encountered
guidance see § 86.010–17. International Standards Organization during the FTP cycle as required in
(k) [Reserved.] (ISO) in ‘‘Road vehicles—Symbols for paragraph (c)(1) of this section. In
evaluating the manufacturer’s request, to meeting the criteria in paragraph requiring a numerator, are required to
the Administrator will consider the (c)(1) of this section and § 86.010–18(d) increment the numerator(s)
degree to which the requirement to run through (d)(1)(i), ensure that the appropriately. The manufacturer may be
during the FTP transient cycle restricts monitor yields an in-use performance required to provide supporting data
monitoring during in-use operation, the ratio (as defined in § 86.010–18(d)(2) and/or engineering analyses
technical necessity for defining that meets or exceeds the minimum demonstrating both the equivalence of
monitoring conditions that are not acceptable in-use monitor performance their incrementing approach to the
encountered during the FTP cycle, data ratio of 0.100 for all monitors incrementing specified in this paragraph
and/or an engineering evaluation specifically required in paragraphs (g) (d)(3) for monitors using the standard
submitted by the manufacturer that and (i) of this section and § 86.010– MIL activation protocol, and the overall
demonstrate that the component/system 18(h) to meet the monitoring condition equivalence of the incrementing
does not normally function during the requirements in § 86.010–(18)(d)(1)(i). approach in determining that the
FTP, whether monitoring is otherwise (iii) If the most reliable monitoring minimum acceptable in-use
not feasible during the FTP cycle, and/ method developed requires a lower ratio performance ratio of paragraph (d)(1)(ii)
or the ability of the manufacturer to for a specific monitor than that specified of this section has been satisfied.
demonstrate that the monitoring in paragraph (d)(1)(ii) of this section, the
(d)(4) through (f) [Reserved]. For
conditions satisfy the minimum Administrator may lower the minimum
guidance see § 86.010–18.
acceptable in-use monitor performance acceptable in-use monitoring
ratio requirement as defined in performance ratio. (g) OBD monitoring requirements for
paragraph (d)(1)(ii) of this section. (d)(2) through (d)(3)(iv) [Reserved]. diesel-fueled/compression-ignition
For guidance see § 86.010–18. engines. The following table shows the
(d) through (d)(1)(i) [Reserved]. For (d)(3)(v) Manufacturers that use thresholds at which point certain
guidance see § 86.010–18. alternative statistical MIL activation components or systems, as specified in
(d)(1)(ii) Manufacturers must define protocols as allowed in § 86.010– this paragraph (g), are considered
monitoring conditions that, in addition 18(b)(2)(iii) for any of the monitors malfunctioning.
TABLE 1.—OBD EMISSIONS THRESHOLDS FOR DIESEL-FUELED/COMPRESSION IGNITION ENGINES MEANT FOR ENGINES
PLACED IN APPLICATIONS GREATER THAN 14,000 POUNDS GVWR (G/BHP-HR)
§ 86.010–
Component 18 ref- NMHC CO NOX PM
erence
NMHC catalyst system .................................................................................... (g)(5) ........ 2x ............. .................. .................. ....................
NOX aftertreatment system .............................................................................. (g)(6) ........ .................. .................. +0.3 ......... ....................
(g)(7)
Diesel particulate filter (DPF) system .............................................................. (g)(8) ........ 2x ............. .................. .................. 0.05/+0.04
Air-fuel ratio sensors upstream of aftertreatment devices .............................. (g)(9) ........ 2x ............. 2x ............. +0.3 ......... 0.03/+0.02
Air-fuel ratio sensors downstream of aftertreatment devices .......................... (g)(9) ........ 2x ............. .................. +0.3 ......... 0.05/+0.04
NOX sensors .................................................................................................... (g)(9) ........ .................. .................. +0.3 ......... 0.05/+0.04
‘‘Other monitors’’ with emissions thresholds ................................................... (g)(1) ........ 2x ............. 2x ............. +0.3 ......... 0.03/+0.02
(g)(2) ........
(g)(3)
(g)(4)
(g)(10)
Notes: FEL=Family Emissions Limit; 2x std means a multiple of 2 times the applicable emissions standard; +0.3 means the standard or FEL
plus 0.3; 0.05/+0.04 means an absolute level of 0.05 or an additive level of the standard or FEL plus 0.04, whichever level is higher; these emis-
sions thresholds apply to the monitoring requirements of paragraph (g) of this § 86.013–18.
(1) Fuel system monitoring. (A) The OBD system must be capable misfire malfunction causing emissions
(g)(1)(i) through (g)(1)(iii)(A) of detecting misfire occurring in one or to exceed the applicable thresholds for
[Reserved]. For guidance see § 86.010– more cylinders. To the extent possible ‘‘other monitors’’ shown in Table 1 of
18. without adding hardware for this this paragraph (g). To determine what
(g)(1)(iii)(B) The manufacturer must specific purpose, the OBD system must level of misfire would cause emissions
define the monitoring conditions for also identify the specific misfiring to exceed the applicable emissions
malfunctions identified in § 86.010– cylinder. If more than one cylinder is thresholds, the manufacturer must
18(g)(1)(ii)(B) and (g)(1)(ii)(C) and Table continuously misfiring, a separate DTC determine the percentage of misfire
1 of paragraph (g) of this section in must be stored indicating that multiple evaluated in 1,000 revolution
accordance with paragraphs (c) and (d) cylinders are misfiring. When increments that would cause emissions
of this section. identifying multiple cylinder misfire, from an emission durability
(iv) Fuel system MIL activation and the OBD system is not required to demonstration engine to exceed the
DTC storage. The MIL must activate and identify individually through separate emissions thresholds if the percentage
DTCs must be stored according to the DTCs each of the continuously misfiring of misfire were present from the
provisions of paragraph (b) of this cylinders. beginning of the test. To establish this
section. (B) On engines equipped with sensors percentage of misfire, the manufacturer
(2) Engine misfire monitoring. that can detect combustion or must use misfire events occurring at
(g)(2)(i) [Reserved]. For guidance see combustion quality (e.g., for use in equally spaced, complete engine cycle
§ 86.010–18. engines with homogeneous charge intervals, across randomly selected
(g)(2)(ii) Engine misfire malfunction compression ignition (HCCI) control cylinders throughout each 1,000-
criteria. systems), the OBD system must detect a revolution increment. If this percentage
of misfire is determined to be lower (g)(2)(ii) of this section during a single (g)(3)(i) and (g)(3)(ii) [Reserved]. For
than one percent, the manufacturer may drive cycle; if a pending fault code has guidance see § 86.010–18.
set the malfunction criteria at one been stored, the OBD system must (g)(3)(iii) EGR system monitoring
percent. Any misfire malfunction must activate the MIL and store a MIL-on conditions.
be detected if the percentage of misfire DTC within 10 seconds if the percentage (g)(3)(iii)(A) [Reserved]. For guidance
established via this testing is exceeded of misfire specified in paragraph see § 86.010–18.
regardless of the pattern of misfire (g)(2)(ii) of this section is again (g)(3)(iii)(B) The manufacturer must
events (e.g., random, equally spaced, exceeded four times during the drive define the monitoring conditions for
continuous). The manufacturer may cycle immediately following storage of malfunctions identified in § 86.010–
employ other revolution increments the pending DTC, regardless of the 18(g)(3)(ii)(C) and Table 1 of paragragh
besides the 1,000 revolution increment. conditions encountered during the drive (g) of this section in accordance with
To do so, the manufacturer must cycle, or on the next drive cycle in paragraphs (c) and (d) of this section,
demonstrate that the strategy is equally which similar conditions are with the exception that monitoring must
effective and timely in detecting misfire. encountered to those that were occur every time the monitoring
(iii) Engine misfire monitoring occurring when the pending DTC was conditions are met during the drive
conditions. stored. Similar conditions means an cycle rather than once per drive cycle as
(g)(2)(iii)(A) and (g)(2)(iii)(B) engine speed within 375 rpm, engine required in § 86.010–18(c)(2). For
[Reserved]. For guidance see § 86.010– load within 20 percent, and the same purposes of tracking and reporting as
18. warm up status (i.e., cold or hot). The required in § 86.010–18(d) through
(g)(2)(iii)(C) For engines equipped Administrator may approve other (d)(1)(i), all monitors used to detect
with sensors that can detect combustion definitions of similar conditions based malfunctions identified in § 86.010–
or combustion quality the OBD system on comparable timeliness and reliability 18(g)(3)(ii)(C) and Table 1 of paragraph
must monitor continuously for engine in detecting similar engine operation. (g) of this section must be tracked
misfire under all positive torque engine The pending DTC may be erased at the separately but reported as a single set of
speed and load conditions. If a end of the next drive cycle in which values as specified in § 86.010–
monitoring system cannot detect all similar conditions are encountered to 18(e)(1)(iii).
misfire patterns under all required those that were occurring when the (C) The manufacturer must define the
engine speed and load conditions, the pending DTC was stored provided the monitoring conditions for malfunctions
manufacturer may request that the specified percentage of misfire was not identified in § 86.010–18(g)(3)(ii)(E) and
Administrator approve the monitoring again exceeded. The pending DTC may Table 1 of paragraph (g) of this section
system nonetheless. In evaluating the also be erased if similar conditions are in accordance with paragraphs (c) and
manufacturer’s request, the not encountered during the 80 drive (d) of this section. For purposes of
Administrator will consider the cycles immediately following initial tracking and reporting as required in
following factors: the magnitude of the detection of the malfunction. § 86.010–18(d) through (d)(1)(i), all
region(s) in which misfire detection is (C) For engines equipped with sensors monitors used to detect malfunctions
limited; the degree to which misfire that can detect combustion or identified in § 86.010–18(g)(3)(ii)(E) and
detection is limited in the region(s) (i.e., combustion quality, the OBD system Table 1 of paragraph (g) of this section
the probability of detection of misfire must store and erase freeze frame must be tracked separately but reported
events); the frequency with which said conditions either in conjunction with as a single set of values as specified in
region(s) are expected to be encountered storing and erasing a pending DTC or in § 86.010–18(e)(1)(iii).
in-use; the type of misfire patterns for conjunction with storing and erasing a (g)(3)(iii)(D) [Reserved]. For guidance
which misfire detection is troublesome; MIL-on DTC. If freeze frame conditions see § 86.010–18.
and demonstration that the monitoring are stored for a malfunction other than (g)(3)(iv) EGR system MIL activation
technology employed is not inherently a misfire malfunction when a DTC is and DTC storage. The MIL must activate
incapable of detecting misfire under stored as specified in paragraph and DTCs must be stored according to
required conditions (i.e., compliance (g)(2)(iv)(B) of this section, the stored the provisions of paragraph (b) of this
can be achieved on other engines). The freeze frame information must be section.
evaluation will be based on the replaced with the freeze frame (4) Turbo boost control system
following misfire patterns: equally information regarding the misfire monitoring.
spaced misfire occurring on randomly malfunction. (g)(4)(i) and (g)(4)(ii) [Reserved]. For
selected cylinders; single cylinder (D) For engines equipped with sensors guidance see § 86.010–18.
continuous misfire; and, paired cylinder that can detect combustion or (g)(4)(iii) Turbo boost control system
(cylinders firing at the same crank combustion quality, upon detection of monitoring conditions.
angle) continuous misfire. misfire according to paragraph (g)(4)(iii)(A) [Reserved]. For guidance
(iv) Engine misfire MIL activation and (g)(2)(iv)(B) of this section, the OBD see § 86.010–18.
DTC storage. system must also store the following (g)(iii)(3)(B) The manufacturer must
(A) General requirements for MIL engine conditions: engine speed, load, define the monitoring conditions for
activation and DTC storage are set forth and warm up status of the first misfire malfunctions identified in § 86.010–
in paragraph (b) of this section. event that resulted in the storage of the 18(g)(4)(ii)(C) and Table 1 of paragraph
(B) For engines equipped with sensors pending DTC. (g) of this section in accordance with
that can detect combustion or (E) For engines equipped with sensors paragraphs (c) and (d) of this section,
combustion quality, upon detection of that can detect combustion or with the exception that monitoring must
the percentage of misfire specified in combustion quality, the MIL may be occur every time the monitoring
paragraph (g)(2)(ii)(B) of this section, the deactivated after three sequential drive conditions are met during the drive
following criteria shall apply for MIL cycles in which similar conditions have cycle rather than once per drive cycle as
activation and DTC storage: A pending been encountered without an required in § 86.010–18(c)(2). For
DTC must be stored no later than after exceedance of the specified percentage purposes of tracking and reporting as
the fourth exceedance of the percentage of misfire. required in § 86.010–18(d) through
of misfire specified in paragraph (3) EGR system monitoring. (d)(1)(i), all monitors used to detect
malfunctions identified in § 86.010– (g) of this section in accordance with detect malfunctions identified in
18(g)(4)(ii)(C) and Table 1 of paragraph paragraphs (c) and (d) of this section. § 86.010–18(g)(8)(ii) and Table 1 of
(g) of this section must be tracked For purposes of tracking and reporting paragraph (g) of this section must be
separately but reported as a single set of as required in § 86.010–18(d) through tracked separately but reported as a
values as specified in § 86.010– (d)(1)(i), all monitors used to detect single set of values as specified in
18(e)(1)(iii). malfunctions identified in § 86.010– § 86.010–18(e)(1)(iii).
(C) The manufacturer must define the 18(g)(6)(ii)(A) and Table 1 of paragraph (iv) DPF system MIL activation and
monitoring conditions for malfunctions (g) of this section must be tracked DTC storage. The MIL must activate and
identified in § 86.010–18(g)(4)(ii)(E) and separately but reported as a single set of DTCs must be stored according to the
Table 1 of paragraph (g) of this section values as specified in § 86.010– provisions of paragraph (b) of this
in accordance with paragraphs (c) and 18(e)(1)(iii). section.
(d) of this section. For purposes of (g)(6)(iii)(B) [Reserved]. For guidance (9) Exhaust gas sensor and sensor
tracking and reporting as required in see § 86.010–18. heater monitoring.
§ 86.010–18(d) through (d)(1)(i), all (g)(6)(iv) SCR and lean NOX catalyst (g)(9)(i) through (g)(9)(vi) [Reserved].
monitors used to detect malfunctions MIL activation and DTC storage. For guidance see § 86.010–18.
identified in § 86.010–18(g)(4)(ii)(E) and (A) For malfunctions identified in (g)(9)(vii) Monitoring conditions for
Table 1 of paragraph (g) of this section § 86.010–18(g)(6)(ii)(A) and Table 1 of exhaust gas sensors.
must be tracked separately but reported paragraph (g) of this section, the MIL (A) The manufacturer must define the
as a single set of values as specified in must activate and DTCs must be stored monitoring conditions for malfunctions
§ 86.010–18(e)(1)(iii). according to the provisions of paragraph identified in § 86.010–18(g)(9)(ii)(A),
(iv) Turbo boost system MIL activation (b) of this section. (g)(9)(iii)(A), and (g)(9)(iv)(A) (i.e.,
and DTC storage. The MIL must activate (g)(6)(iv)(B) and (g)(6)(iv)(C) sensor performance) and Table 1 of
and DTCs must be stored according to [Reserved]. For guidance see § 86.010– paragraph (g) of this section in
the provisions of paragraph (b) of this 18. accordance with paragraphs (c) and (d)
section. (g)(7) NOX adsorber system of this section. For purposes of tracking
(5) NMHC converting catalyst monitoring. and reporting as required in § 86.010–
monitoring. (g)(7)(i) and (g)(7)(ii) [Reserved]. For 18(d) through (d)(1)(i), all monitors used
(g)(5)(i) and (g)(5)(ii) [Reserved]. For guidance see § 86.010–18. to detect malfunctions identified in
guidance see § 86.010–18. (g)(7)(iii) NOX adsorber system § 86.010–18(g)(9)(ii)(A), (g)(9)(iii)(A),
(g)(5)(iii) NMHC converting catalyst monitoring conditions. and(g)(9)(iv)(A) and Table 1 of
monitoring conditions. The (A) The manufacturer must define the paragraph (g) of this section must be
manufacturer must define the monitoring conditions for malfunctions tracked separately but reported as a
monitoring conditions for malfunctions identified in § 86.010–18(g)(7)(ii)(A) and single set of values as specified in
identified in § 86.010–18(g)(5)(ii)(A) and Table 1 of paragraph (g) of this section § 86.010–18(e)(1)(iii).
(g)(5)(ii)(B) and Table 1 of paragraph (g) in accordance with paragraphs (c) and (B) The manufacturer must define the
of this section in accordance with (d) of this section. For purposes of monitoring conditions for malfunctions
paragraphs (c) and (d) of this section. tracking and reporting as required in identified in § 86.010–18(g)(9)(ii)(D),
For purposes of tracking and reporting § 86.010–18(d) through (d)(1)(i), all (g)(9)(iii)(D), and (g)(9)(iv)(D) (i.e.,
as required in § 86.010–18(d) through monitors used to detect malfunctions monitoring function) and Table 1 of
(d)(1)(i), all monitors used to detect identified in § 86.010–18(g)(7)(ii)(A) and paragraph (g) of this section in
malfunctions identified in § 86.010– Table 1 of paragraph (g) of this section accordance with paragraphs (c) and (d)
18(g)(5)(ii)(A) and (g)(5)(ii)(B) and Table must be tracked separately but reported of this section with the exception that
1 of paragraph (g) of this section must as a single set of values as specified in monitoring must occur every time the
be tracked separately but reported as a of § 86.010–18(e)(1)(iii). monitoring conditions are met during
single set of values as specified in (g)(7)(iii)(B) [Reserved]. For guidance the drive cycle rather than once per
§ 86.010–18(e)(1)(iii). see § 86.010–18. drive cycle as required in § 86.010–
(iv) NMHC converting catalyst MIL (g)(7)(iv) NOX adsorber system MIL 18(c)(2).
activation and DTC storage. The MIL activation and DTC storage. The MIL (g)(9)(vii)(C) and (g)(9)(vii)(D)
must activate and DTCs must be stored must activate and DTCs must be stored [Reserved]. For guidance see § 86.010–
according to the provisions of paragraph according to the provisions of paragraph 18.
(b) of this section. The monitoring (b) of this section. (g)(9)(viii) Monitoring conditions for
method for the NMHC converting (8) Diesel particulate filter (DPF) exhaust gas sensor heaters.
catalyst(s) must be capable of detecting system monitoring. (A) The manufacturer must define
all instances, except diagnostic self- (g)(8)(i) and (g)(8)(ii) [Reserved]. For monitoring conditions for malfunctions
clearing, when a catalyst DTC has been guidance see § 86.010–18. identified in § 86.010–18(g)(9)(A) (i.e.,
erased but the catalyst has not been (g)(8)(iii) DPF monitoring conditions. sensor heater performance) and Table 1
replaced (e.g., catalyst over-temperature The manufacturer must define the of paragraph (g) of this section in
histogram approaches are not monitoring conditions for malfunctions accordance with paragraphs (c) and (d)
acceptable). identified in § 86.010–18(g)(8)(ii) and of this section.
(6) Selective catalytic reduction (SCR) Table 1 of paragraph (g) of this section (g)(9)(viii)(B) [Reserved]. For guidance
and lean NOX catalyst monitoring. in accordance with paragraphs (c) and see § 86.010–18.
(g)(6)(i) and (g)(6)(ii) [Reserved]. For (d) of this section, with the exception (g)(9)(ix) Exhaust gas sensor and
guidance see § 86.010–18 that monitoring must occur every time sensor heater MIL activation and DTC
(g)(6)(iii) SCR and lean NOX catalyst the monitoring conditions are met storage. The MIL must activate and
monitoring conditions. during the drive cycle rather than once DTCs must be stored according to the
(A) The manufacturers must define per drive cycle as required in § 86.010– provisions of paragraph (b) of this
the monitoring conditions for 18(c)(2). For purposes of tracking and section.
malfunctions identified in § 86.010– reporting as required in § 86.010–18(d) (10) Variable valve timing (VVT)
18(g)(6)(ii)(A) and Table 1 of paragraph through (d)(1)(i), all monitors used to system monitoring.
(g)(10)(i) and (g)(10)(vii) [Reserved]. § 86.010–18(i)(1)(v)(D), monitoring for temperature sensor, exhaust pressure
For guidance see § 86.010–18. malfunctions identified in § 86.010– sensor, fuel pressure sensor, fuel
(g)(10)(iii) VVT system monitoring 18(i)(1)(iii)(B) and Table 1 of paragraph composition sensor of a flexible fuel
conditions. Manufacturers must define (g) of this section must be conducted vehicle, etc.) or receives commands
the monitoring conditions for VVT once per drive cycle on every drive from (such components or systems may
system malfunctions identified in cycle in which the ECT sensor indicates include the idle speed control system,
§ 86.010–18(g)(10)(ii) and Table 1 of a temperature lower than the closed- glow plug system, variable length intake
paragraph (g) of this section in loop enable temperature at engine start manifold runner systems, supercharger
accordance with paragraphs (c) and (d) (i.e., all engine start temperatures or turbocharger electronic components,
of this section, with the exception that greater than the ECT sensor out-of-range heated fuel preparation systems, the
monitoring must occur every time the low temperature and less than the wait-to-start lamp on diesel
monitoring conditions are met during closed-loop enable temperature). applications, the MIL, etc.) the onboard
the drive cycle rather than once per (C) The manufacturer must define the computer(s) and meets either of the
drive cycle as required in § 86.010– monitoring conditions for malfunctions criteria described in § 86.010–
18(c)(2). For purposes of tracking and identified in § 86.010–18(i)(1)(iii)(C) and 18(i)(3)(i)(A) and/or (i)(3)(i)(B). Note
reporting as required in § 86.010–18(d) (i)(1)(iii)(D) and Table 1 of paragraph (g) that, for the purposes of this paragraph
through (d)(1)(i), all monitors used to of this section in accordance with (i)(3), ‘‘electronic engine component or
detect malfunctions identified in paragraphs (c) and (d) of this section. system’’ does not include components
§ 86.010–18(g)(10)(ii) and Table 1 of (i)(1)(v)(D) and (i)(1)(v)(E) [Reserved]. that are driven by the engine and are not
paragraph (g) of this section must be For guidance see § 86.010–18. related to the control of the fueling, air
tracked separately but reported as a (i)(1)(vi) Engine cooling system MIL handling, or emissions of the engine
single set of values as specified in activation and DTC storage. The MIL (e.g., PTO components, air conditioning
§ 86.010–18(d)(1)(iii). must activate and DTCs must be stored system components, and power steering
(iv) VVT MIL activation and DTC according to the provisions of paragraph components).
storage. The MIL must activate and (b) of this section. (i)(3)(i)(A) through (i)(3)(iii)
DTCs must be stored according to the (2) Crankcase ventilation (CV) system [Reserved]. For guidance see § 86.010–
provisions of paragraph (b) of this monitoring. 18.
section. (i)(2)(i) and (i)(2)(ii) [Reserved]. For (i)(3)(iv) Monitoring conditions for
(h) [Reserved]. For guidance see guidance see § 86.010–18. input components.
§ 86.010–18. (i)(2)(iii) Crankcase ventilation system (i)(3)(iv)(A) [Reserved]. For guidance
(i) OBD monitoring requirements for monitoring conditions. The see § 86.010–18.
all engines. manufacturer must define the (i)(3)(iv)(B) For input component
(1) Engine cooling system monitoring. monitoring conditions for malfunctions rationality checks (where applicable),
(i)(1)(i) through (i)(1)(iii) [Reserved]. identified in § 86.010–18(i)(2)(ii) and the manufacturer must define the
For guidance see § 86.010–18. Table 1 of paragraph (g) of this section monitoring conditions for detecting
(i)(1)(iv) Monitoring conditions for the in accordance with paragraphs (c) and malfunctions in accordance with
thermostat. (d) of this section. paragraphs (c) and (d) of this section,
(A) The manufacturer must define the (iv) Crankcase ventilation system MIL with the exception that rationality
monitoring conditions for malfunctions activation and DTC storage. The MIL checks must occur every time the
identified in paragraph § 86.010– must activate and DTCs must be stored monitoring conditions are met during
18(i)(1)(ii)(A) and Table 1 of paragraph according to the provisions of paragraph the drive cycle rather than once per
(g) of this section in accordance with (b) of this section. The stored DTC need drive cycle as required in § 86.010–
paragraph (c) of this section. not identify specifically the CV system 18(c)(2).
Additionally, except as provided for in (e.g., a DTC for idle speed control or fuel (v) Monitoring conditions for output
§ 86.010–18(i)(1)(iv)(B) and (i)(1)(iv)(C), system monitoring can be stored) if the components/systems.
monitoring for malfunctions identified manufacturer can demonstrate that (i)(3)(v)(A) [Reserved]. For guidance
in § 86.010–18(i)(1)(ii)(A) and Table 1 of additional monitoring hardware would see § 86.010–18.
paragraph (g) of this section must be be necessary to make such an (i)(3)(v)(B) For output component/
conducted once per drive cycle on every identification and provided the system functional checks, the
drive cycle in which the ECT sensor manufacturer’s diagnostic and repair manufacturer must define the
indicates, at engine start, a temperature procedures for the detected malfunction monitoring conditions for detecting
lower than the temperature established include directions to check the integrity malfunctions in accordance with
as the malfunction criteria in § 86.010– of the CV system. paragraphs (c) and (d) of this section.
18(i)(1)(ii)(A) and Table 1 of paragraph (3) Comprehensive component Specifically for the idle control system,
(g) of this section. monitoring. the manufacturer must define the
(i)(1)(iv)(B) and (i)(1)(iv)(C) (i) General. Except as provided for in monitoring conditions for detecting
[Reserved]. For guidance see § 86.010– paragraph (i)(4) of this section, the OBD malfunctions in accordance with
18. system must detect a malfunction of any paragraphs (c) and (d) of this section,
(i)(1)(v) Monitoring conditions for the electronic engine component or system with the exception that functional
ECT sensor. not otherwise described in paragraphs checks must occur every time the
(i)(1)(v)(A) [Reserved]. For guidance (g), (i)(1), and (i)(2) of this section and monitoring conditions are met during
see § 86.010–18. § 86.010–18(h) that either provides the drive cycle rather than once per
(i)(1)(v)(B) The manufacturer must input to (directly or indirectly, such drive cycle as required in § 86.010–
define the monitoring conditions for components may include the crank 18(c)(2).
malfunctions identified in § 86.010– angle sensor, knock sensor, throttle (vi) Comprehensive component MIL
18(i)(1)(iii)(B) and Table 1 of paragraph position sensor, cam position sensor, activation and DTC storage.
(g) of this section in accordance with intake air temperature sensor, boost (A) Except as provided for in
paragraph (c) of this section. pressure sensor, manifold pressure § 86.010–18(i)(3)(vi)(B) and (i)(3)(vi)(C),
Additionally, except as provided for in sensor, mass air flow sensor, exhaust the MIL must activate and DTCs must be
stored according to the provisions of one representative vehicle per group. To emission-related on-board computers
paragraph (b) of this section. do so, the software and hardware and any SAE J1978/J1939 scan tool in
(i)(3)(vi)(B) and (i)(3)(vi)(C) designed to comply with the accordance with the requirements of
[Reserved]. For guidance see § 86.010– standardization requirements of paragraph (k) of this section and the
18. paragraph (k) of this section (e.g., applicable ISO and SAE specifications
(i)(4) Other emission control system communication protocol message including specifications for physical
monitoring. timing, number of supported data layer, network layer, message structure,
(i) General. For other emission control stream parameters, engine and vehicle and message content. The testing must
systems that are either not addressed in communication network architecture) in also verify that the onboard computer(s)
§ 86.010–18(h) and paragraphs (g) and the representative vehicle must be can properly respond to any SAE J1978/
(i)(1) through (i)(3) of this section (e.g., identical to all others in the group and J1939 scan tool request to clear
hydrocarbon traps, homogeneous charge any differences in the production emissions-related DTCs and reset the
compression ignition control systems), vehicles cannot be relevant with respect ready status in accordance with
or addressed in paragraph (i)(3) of this to meeting the criteria of paragraph paragraph (k)(4)(ix) of this section. The
section but not corrected or (j)(1)(iv) of this section. testing must further verify that the
compensated for by an adaptive control (B) For 2016 and subsequent model following information can be properly
system (e.g., swirl control valves), the years, the required number of vehicles communicated to any SAE J1978/J1939
manufacturer must submit a plan for to be tested shall be reduced to five per scan tool:
Administrator approval of the engine family provided zero vehicles (A) The current ready status from all
monitoring strategy, malfunction fail the testing required by paragraph onboard computers required to support
criteria, and monitoring conditions prior (j)(1) of this section for two consecutive ready status in accordance with SAE
to introduction on a production engine. years. J1978/J1939–73 and paragraph (k)(4)(i)
The plan must demonstrate the (C) For 2019 and subsequent model of this section in the key-on, engine-off
effectiveness of the monitoring strategy, years, the required number of vehicles position and while the engine is
the malfunction criteria used, the to be tested shall be reduced to three per running.
monitoring conditions required by the engine family provided zero vehicles (B) The MIL command status while a
monitor, and, if applicable, the fail the testing required by paragraph
deactivated MIL is commanded and
determination that the requirements of (j)(1) of this section for three
while an activated MIL is commanded
§ 86.010–18(i)(4)(ii) are satisfied. consecutive years.
(D) The requirement for submittal of in accordance with SAE J1979/J1939
(i)(4)(ii) through (i)(5)(v) [Reserved]. and paragraph (k)(4)(ii) of this section in
For guidance see § 86.010–18. data from one or more of the production
vehicles shall be waived if data have the key-on, engine-off position and
(i)(6) Feedback control system while the engine is running, and in
monitoring. If the engine is equipped been submitted previously for all of the
production vehicles. The manufacturer accordance with SAE J1979/J1939 and
with feedback control of any of the § 86.010–18(b)(1)(ii) during the MIL
systems covered in paragraphs (g) and may request approval to carry over data
collected in previous model years. To functional check and, if applicable,
(i) of this section and § 86.010–18(h), (k)(4)(i)(C) of this section during the
then the OBD system must detect as do so, the software and hardware
designed to comply with the MIL ready status check while the engine
malfunctions the conditions specified in is off.
this paragraph (i)(6) for each of the standardization requirements of
paragraph (k) of this section must be (C) All data stream parameters
individual feedback controls.
identical to the previous model year and required in paragraph (k)(4)(ii) of this
(i)(6)(i) through (i)(6)(iv) [Reserved].
there must not have been other section in accordance with SAE J1979/
For guidance see § 86.010–18.
(j) Production evaluation testing. hardware or software changes that affect J1939 including, if applicable, the
(1) Verification of standardization compliance with the standardization proper identification of each data stream
requirements. requirements. parameter as supported in SAE J1979
(i) The manufacturer must perform (iii) Test equipment. For the testing (e.g., Mode/Service $01, PID $00).
testing to verify that production vehicles required by paragraph (j)(1) of this (D) The CAL ID, CVN, and VIN as
meet the requirements of paragraphs section, the manufacturer shall use an required by paragraphs (k)(4)(vi),
(k)(3) and (k)(4) of this section relevant off-board device to conduct the testing. (k)(4)(vii), and (k)(4)(viii) of this section
to the proper communication of The manufacturer must be able to show and in accordance with SAE J1979/
required emissions-related messages to a that the off-board device is able to verify J1939.
SAE J1978/J1939 scan tool. that the vehicles tested using the device (E) An emissions-related DTC
(ii) Selection of test vehicles. are able to perform all of the required (permanent, pending, MIL-on, previous-
(A) The manufacturer must perform functions in paragraph (j)(1)(iv) of this MIL-on) in accordance with SAE J1979/
this testing every model year on ten section with any other off-board device J1939–73 (including the correct
unique production vehicles (i.e., engine designed and built in accordance with indication of the number of stored DTCs
rating and chassis application the SAE J1978/J1939 generic scan tool (e.g., Mode/Service $01, PID $01, Data A
combination) per engine family. If there specifications. for SAE J1979)) and paragraph (k)(4)(iv)
are less than ten unique production (iv) Required testing. The testing must of this section.
vehicles for a certain engine family, the verify that communication can be (v) Reporting of results. The
manufacturer must test each unique established properly between all manufacturer must submit to the
production vehicle in that engine emission-related on-board computers Administrator the following, based on
family. The manufacturer must perform and any SAE J1978/J1939 scan tool the results of the testing required by
this testing within either three months designed to adhere strictly to the paragraph (j)(1)(iv) of this section:
of the start of engine production or one communication protocols allowed in (A) If a variant meets all the
month of the start of vehicle production, paragraph (k)(3) of this section. The requirements of paragraph (j)(1)(iv) of
whichever is later. The manufacturer testing must also verify that all this section, a statement specifying that
may request approval to group multiple emission-related information is the variant passed all the tests. Upon
production vehicles together and test communicated properly between all request from the Administrator, the
detailed results of any such testing may (k)(1) through (k)(1)(i)(B) [Reserved]. power must be properly fused to protect
have to be submitted. For guidance see § 86.010–18. the integrity and usefulness of the
(B) If any variant does not meet the (k)(1)(i)(C) SAE J1962 ‘‘Diagnostic connector for diagnostic purposes and
requirements of paragraph (j)(1)(iv) of Connector—;Equivalent to ISO/DIS shall not exceed 20.0 Volts DC
this section, a written report detailing 15031–3: December 14, 2001,’’ April regardless of the nominal vehicle system
the problem(s) identified and the 2002. or battery voltage (e.g., 12V, 24V, 42V).
manufacturer’s proposed corrective (k)(1)(i)(D) through (k)(1)(ii)(A) (iv) If the SAE J1939 protocol is used
action (if any) to remedy the problem(s). [Reserved]. For guidance see § 86.010– for the required OBD standardized
This report must be submitted within 18. functions, the connector must meet the
one month of testing the specific (k)(2) Diagnostic connector. A specifications of SAE J1939–13. Any
variant. The Administrator will consider standard data link connector pins in the connector that provide
the proposed remedy and, if in conforming to SAE J1962 or SAE J1939– electrical power must be properly fused
disagreement, will work with the 13 specifications (except as provided for to protect the integrity and usefulness of
manufacturer to propose an alternative in paragraph (k)(2)(iii) of this section) the connector for diagnostic purposes.
remedy. Factors to be considered by the must be included in each vehicle. (v) The manufacturer may equip
(i) The connector must be located in engines/vehicles with additional
Administrator in considering the
the driver’s side foot-well region of the diagnostic connectors for manufacturer-
proposed remedy will include the
vehicle interior in the area bound by the specific purposes (i.e., purposes other
severity of the problem(s), the ability of
driver’s side of the vehicle and the than the required OBD functions).
service technicians to access the
driver’s side edge of the center console However, if the additional connector
required diagnostic information, the
(or the vehicle centerline if the vehicle conforms to the ‘‘Type A’’ specifications
impact on equipment and tool
does not have a center console) and at of SAE J1962 or the specifications of
manufacturers, and the amount of time
a location no higher than the bottom of SAE J1939–13 and is located in the
prior to implementation of the proposed
the steering wheel when in the lowest vehicle interior near the required
corrective action.
adjustable position. The connector shall connector as described in this paragraph
(vi) Alternative testing protocols. not be located on or in the center
Manufacturers may request approval to (k)(2) of this section, the connector(s)
console (i.e., neither on the horizontal must be labeled clearly to identify
use other testing protocols. To do so, the faces near the floor-mounted gear
manufacturer must demonstrate that the which connector is used to access the
selector, parking brake lever, or cup- standardized OBD information required
alternative testing methods and holders nor on the vertical faces near
equipment will provide an equivalent by paragraph (k) of this section.
the car stereo, climate system, or (3) Communications to a scan tool.
level of verification of compliance with navigation system controls). The All OBD control modules (e.g., engine,
the standardization requirements as is location of the connector shall be auxiliary emission control module) on a
required by paragraph (j)(1) of this capable of being easily identified and single vehicle must use the same
section. accessed (e.g., to connect an off-board protocol for communication of required
(2) Verification of monitoring tool). For vehicles equipped with a emission-related messages from on-
requirements. driver’s side door, the connector must board to off-board network
(j)(2)(i) through (j)(2)(ii)(C) [Reserved]. be identified and accessed easily by communications to a scan tool meeting
For guidance see § 86.010–18. someone standing (or ‘‘crouched’’) on SAE J1978 specifications or designed to
(j)(2)(iii) Evaluation requirements. the ground outside the driver’s side of communicate with an SAE J1939
(A) The evaluation must demonstrate the vehicle with the driver’s side door network. Engine manufacturers shall not
the ability of the OBD system on the open. The Administrator may approve alter normal operation of the engine
selected test vehicle to detect a an alternative location upon request emission control system due to the
malfunction, activate the MIL, and, from the manufacturer. In all cases, the presence of off-board test equipment
where applicable, store an appropriate installation position of the connector accessing information required by this
DTC readable by a SAE J1978/J1939 must be both identified and accessed paragraph (k). The OBD system must
scan tool when a malfunction is present easily by someone standing outside the use one of the following standardized
and the monitoring conditions have vehicle and protected from accidental protocols:
been satisfied for each individual damage during normal vehicle use. (i) ISO 15765–4. All required
monitor required by this section. (ii) If the connector is covered, the emission-related messages using this
(j)(2)(iii)(B) through (j)(2)(iv) cover must be removable by hand protocol must use a 500 kbps baud rate.
[Reserved]. For guidance see § 86.010– without the use of any tools and be (ii) SAE J1939. This protocol may
18. labeled ‘‘OBD’’ to aid technicians in only be used on vehicles with diesel
(j)(3) Verification of in-use monitoring identifying the location of the engines.
performance ratios. connector. Access to the diagnostic (4) Required emission related
(j)(3)(i) through (j)(3)(iii) [Reserved]. connector shall not require opening or functions. The following standardized
For guidance see § 86.010–18. the removal of any storage accessory functions must be implemented in
(j)(3)(iv) For each monitoring (e.g., ashtray, coinbox). The label must accordance with the specifications in
performance group, the data must clearly identify that the connector is SAE J1979 or SAE J1939 to allow for
include all of the in-use performance located behind the cover and is access to the required information by a
tracking data reported through SAE consistent with language and/or scan tool meeting SAE J1978
J1979/J1939 (i.e., all numerators, symbols commonly used in the specifications or designed to
denominators, the general denominator, automobile and/or heavy truck industry. communicate with an SAE J1939
and the ignition cycle counter), the date (iii) If the ISO 15765–4 network:
the data were collected, the odometer communication protocol is used for the (i) Ready status. In accordance with
reading, the VIN, and the calibration ID. required OBD standardized functions, SAE J1979/J1939–73 specifications, the
(j)(3)(v) and (j)(3)(vi) [Reserved]. For the connector must meet the ‘‘Type A’’ OBD system must indicate ‘‘complete’’
guidance see § 86.010–18. specifications of SAE J1962. Any pins in or ‘‘not complete’’ for each of the
(k) Standardization requirements. the connector that provide electrical installed monitored components and
systems identified in paragraphs (g), and (k)(4)(ii)(A) through (k)(4)(ii)(C) distinguishes permanent DTCs from
(i)(3) of this section, and paragraph (h) [Reserved]. For guidance see § 86.010– pending DTCs, MIL-on DTCs, and
with the exception of § 86.010–18(h)(4). 18. previous-MIL-on DTCs. A MIL-on DTC
All components or systems identified in (k)(4)(iii) Freeze frame. must be stored as a permanent DTC no
§ 86.010–18(h)(1) or (h)(2), or (i)(3) of (A) ‘‘Freeze frame’’ information later than the end of the ignition cycle
this section that are monitored required to be stored pursuant to and subsequently at all times that the
continuously must always indicate § 86.010–18(b)(2)(iv), (h)(1)(iv)(D), and MIL-on DTC is commanding the MIL on.
‘‘complete.’’ Components or systems (h)(2)(vi) must be made available on Permanent DTCs must be stored in non-
that are not subject to being monitored demand through the standardized data volatile random access memory
continuously must immediately indicate link connector in accordance with SAE (NVRAM) and shall not be erasable by
‘‘complete’’ upon the respective J1979/J1939–73 specifications. any scan tool command or by
monitor(s) being executed fully and (k)(4)(iii)(B) [Reserved]. For guidance disconnecting power to the on-board
determining that the component or see § 86.010–18. computer. Permanent DTCs must be
system is not malfunctioning. A (k)(4)(iii)(C) Only one frame of data is erasable if the engine control module is
component or system must also indicate required to be recorded. The reprogrammed and the ready status
‘‘complete’’ if, after the requisite manufacturer may choose to store described in paragraph (k)(4)(i) of this
number of decisions necessary for additional frames provided that at least section for all monitored components
determining MIL status has been the required frame can be read by a scan and systems are set to ‘‘not complete.’’
executed fully, the monitor indicates a tool meeting SAE J1978 specifications or The OBD system must have the ability
malfunction of the component or designed to communicate with an SAE to store a minimum of four current MIL-
system. The status for each of the J1939 network. on DTCs as permanent DTCs in
monitored components or systems must (iv) Diagnostic trouble codes. NVRAM. If the number of MIL-on DTCs
indicate ‘‘not complete’’ whenever (A) For all monitored components and currently commanding activation of the
diagnostic memory has been cleared or systems, any stored pending, MIL-on, MIL exceeds the maximum number of
erased by a means other than that and previous-MIL-on DTCs must be permanent DTCs that can be stored, the
allowed in paragraph (b) of this section. made available through the diagnostic OBD system must store the earliest
Normal vehicle shut down (i.e., key-off/ connector in a standardized format in detected MIL-on DTC as permanent
engine-off) shall not cause the status to accordance with SAE J1939 or ISO DTC. If additional MIL-on DTCs are
indicate ‘‘not complete.’’ 15765–4 specifications. Standardized stored when the maximum number of
(k)(4)(i)(A) [Reserved]. For guidance DTCs conforming to the applicable permanent DTCs is already stored in
see § 86.010–18. standardized specifications must be NVRAM, the OBD system shall not
(k)(4)(i)(B) For the evaporative system employed. replace any existing permanent DTC
monitor, the ready status must be set in (k)(4)(iv)(B) and (k)(4)(iv)(C) with the additional MIL-on DTCs.
accordance with this paragraph (k)(4)(i) [Reserved]. For guidance see § 86.010– (v) Test results.
when both the functional check of the 18. (A) Except as provided for in
purge valve and, if applicable, the leak (k)(4)(iv)(D) A pending or MIL-on § 86.010–18(k)(4)(v)(G), for all
detection monitor of the hole size DTC (as required in paragraphs (g) and monitored components and systems
specified in § 86.010–18(h)(7)(ii)(B) (i) of this section and § 86.010–18(h)) identified in paragraph (g) of this
indicate that they are complete. must be stored and available to an SAE section and § 86.010–18(h), results of
(C) If the manufacturer elects to J1978 or SAE J1939 scan tool within 10 the most recent monitoring of the
indicate ready status through the MIL in seconds after a monitor has determined components and systems and the test
the key-on/engine-off position as that a malfunction or potential limits established for monitoring the
provided for in § 86.010–18(b)(1)(iii), malfunction has occurred. A permanent respective components and systems
the ready status must be indicated in the DTC must be stored and available to an must be stored and available through
following manner: If the ready status for SAE J1978 or SAE J1939 scan tool no the data link in accordance with the
all monitored components or systems is later than the end of an ignition cycle standardized format specified in SAE
‘‘complete,’’ the MIL shall remain in which the corresponding MIL-on J1979 (for engines using the ISO 15765–
continuously activated in the key-on/ DTC that caused MIL activation has 4 protocol) or SAE J1939.
engine-off position for at least 10–20 been stored. (k)(4)(v)(B) [Reserved]. For guidance
seconds. If the ready status for one or (E) Pending DTCs for all components see § 86.010–18.
more of the monitored components or and systems (including those monitored (k)(4)(v)(C) The test results must be
systems is ‘‘not complete,’’ after at least continuously and non-continuously) standardized such that the name of the
5 seconds of operation in the key-on/ must be made available through the monitored component (e.g., catalyst
engine-off position with the MIL diagnostic connector in accordance with bank 1) can be identified by a generic
activated continuously, the MIL shall the applicable standard’s specifications. scan tool and the test results and limits
blink once per second for 5–10 seconds. A manufacturer using alternative can be scaled and reported by a generic
The data stream value for MIL status as statistical protocols for MIL activation scan tool with the appropriate
required in paragraph (k)(4)(ii) of this as allowed in § 86.010–18(b)(2)(iii) must engineering units.
section must indicate ‘‘commanded off’’ submit the details of their protocol for (k)(4)(v)(D) through (k)(4)(v)(G)
during this sequence unless the MIL has setting pending DTCs. The protocol [Reserved]. For guidance see § 86.010–
also been ‘‘commanded on’’ for a must be, overall, equivalent to the 18.
detected malfunction. requirements of this paragraph (k)(4)(vi) Software calibration
(ii) Data stream. The following signals (k)(4)(iv)(E) and provide service identification (CAL ID). On all engines,
must be made available on demand technicians with a quick and accurate a single software calibration
through the standardized data link indication of a potential malfunction. identification number (CAL ID) for each
connector in accordance with SAE (F) Permanent DTC for all monitor or emission critical control
J1979/J1939 specifications. The actual components and systems must be made unit(s) must be made available through
signal value must always be used available through the diagnostic the standardized data link connector in
instead of a limp home value. connector in a standardized format that accordance with the SAE J1979/J1939
specifications. A unique CAL ID must a standardized format through the (D) To avoid overflow problems, if the
be used for every emission-related standardized data link connector in ignition cycle counter reaches the
calibration and/or software set having at accordance with SAE J1979/J1939 maximum value of 65,535 ±2, the
least one bit of different data from any specifications. Only one electronic ignition cycle counter shall rollover and
other emission-related calibration and/ control unit per vehicle may report the increment to zero on the next ignition
or software set. Control units coded VIN to an SAE J1978/J1939 scan tool. cycle.
with multiple emission or diagnostic (k)(4)(viii)(B) [Reserved]. For guidance (E) To avoid overflow problems, if the
calibrations and/or software sets must see § 86.010–18. general denominator reaches the
indicate a unique CAL ID for each (k)(4)(ix) Erasure of diagnostic maximum value of 65,535 ±2, the
variant in a manner that enables an off- information. general denominator shall rollover and
board device to determine which variant (A) For purposes of this paragraph increment to zero on the next drive
is being used by the vehicle. Control (k)(4)(ix), ‘‘emission-related diagnostic cycle that meets the general
units that use a strategy that will result information’’ includes all of the denominator definition.
in MIL activation if the incorrect variant following: ready status as required by (F) If a vehicle is not equipped with
is used (e.g., control units that contain paragraph (k)(4)(i) of this section; data a component (e.g., oxygen sensor bank
variants for manual and automatic stream information as required by 2, secondary air system), the
transmissions but will activate the MIL paragraph (k)(4)(ii) of this section corresponding numerator and
if the selected variant does not match including the number of stored MIL-on denominator for that specific
the type of transmission mated to the DTCs, distance traveled while MIL component shall always be reported as
engine) are not required to use unique activated, number of warm-up cycles zero.
CAL IDs. since DTC memory last erased, and (iii) For the ratio required by
(vii) Software calibration verification distance traveled since DTC memory § 86.010–18(e), the following numerical
number (CVN). last erased; freeze frame information as value specifications apply:
(A) All engines must use an algorithm required by paragraph (k)(4)(iii) of this (A) The ratio shall have a minimum
to calculate a single calibration section; pending, MIL-on, and previous- value of zero and a maximum value of
verification number (CVN) that verifies MIL-on DTCs as required by paragraph 7.99527 with a resolution of 0.000122.
the on-board computer software
(k)(4)(iv) of this section; and, test results (B) The ratio for a specific component
integrity for each monitor or emission
as required by paragraph (k)(4)(v) of this shall be considered to be zero whenever
critical control unit that is electronically
section. the corresponding numerator is equal to
reprogrammable. The CVN must be
(k)(4)(ix)(B) [Reserved]. For guidance zero and the corresponding
made available through the
see § 86.010–18. denominator is not zero.
standardized data link connector in
(k)(5) In-use performance ratio (C) The ratio for a specific component
accordance with the SAE J1979/J1939
tracking requirements. shall be considered to be the maximum
specifications. The CVN must indicate
(i) For each monitor required in value of 7.99527 if the corresponding
whether the emission-related software
paragraphs (g) and (i) of this section and denominator is zero or if the actual
and/or calibration data are valid and
§ 86.010–18(h) to separately report an value of the numerator divided by the
applicable for the given vehicle and
in-use performance ratio, manufacturers denominator exceeds the maximum
CAL ID.
(k)(4)(vii)(B) [Reserved]. For guidance must implement software algorithms to value of 7.99527.
see § 86.010–18. report a numerator and denominator in (6) Engine run time tracking
(k)(4)(vii)(C) The CVN must be the standardized format specified in this requirements.
calculated at least once per drive cycle paragraph (k)(5) in accordance with the (i) For all gasoline and diesel engines,
and stored until the CVN is SAE J1979/J1939 specifications. the manufacturer must implement
subsequently updated. Except for (ii) For the numerator, denominator, software algorithms to track and report
immediately after a reprogramming general denominator, and ignition cycle individually in a standardized format
event or a non-volatile memory clear or counters required by § 86.010–18(e), the the amount of time the engine has been
for the first 30 seconds of engine following numerical value operated in the following conditions:
operation after a volatile memory clear specifications apply: (A) Total engine run time.
or battery disconnect, the stored value (A) Each number shall have a (B) Total idle run time (with ‘‘idle’’
must be made available through the data minimum value of zero and a maximum defined as accelerator pedal released by
link connector to a generic scan tool in value of 65,535 with a resolution of one. the driver, vehicle speed less than or
accordance with SAE J1979/J1939 (B) Each number shall be reset to zero equal to one mile per hour, engine
specifications. The stored CVN value only when a non-volatile random access speed greater than or equal to 50 to 150
shall not be erased when DTC memory memory (NVRAM) reset occurs (e.g., rpm below the normal, warmed-up idle
is erased by a generic scan tool in reprogramming event) or, if the numbers speed (as determined in the drive
accordance with SAE J1979/J1939 are stored in keep-alive memory (KAM), position for vehicles equipped with an
specifications or during normal vehicle when KAM is lost due to an automatic transmission), and power
shut down (i.e., key-off/engine-off). interruption in electrical power to the take-off not active).
(D) The CVN and CAL ID combination control unit (e.g., battery disconnect). (C) Total run time with power take off
information must be available for all Numbers shall not be reset to zero under active.
engines/vehicles in a standardized any other circumstances including (ii) For each counter specified in
electronic format that allows for off- when a scan tool command to clear paragraph (k)(6)(i) of this section, the
board verification that the CVN is valid DTCs or reset KAM is received. following numerical value
and appropriate for a specific vehicle (C) To avoid overflow problems, if specifications apply:
and CAL ID. either the numerator or denominator for (A) Each number shall be a four-byte
(viii) Vehicle identification number a specific component reaches the value with a minimum value of zero, a
(VIN). maximum value of 65,535 ±2, both resolution of one second per bit, and an
(A) All vehicles must have the vehicle numbers shall be divided by two before accuracy of ± ten seconds per drive
identification number (VIN) available in either is incremented again. cycle.
(B) Each number shall be reset to zero deterioration of the exhaust (l)(4)(iv) [Reserved]. For guidance see
only when a non-volatile memory reset aftertreatment emission controls is § 86.010–18.
occurs (e.g., reprogramming event). stabilized sufficiently such that it (l)(5) Evaluation protocol.
Numbers shall not be reset to zero under represents emission control (l)(5)(i) [Reserved]. For guidance see
any other circumstances including performance at the end of the useful life. § 86.010–18.
when a scan tool (generic or enhanced) (3) Required testing. Except as (l)(5)(ii) If the MIL activates prior to
command to clear fault codes or reset otherwise described in this paragraph emissions exceeding the applicable
KAM is received. (l)(3) of this section, the manufacturer malfunction criteria limits specified in
(C) To avoid overflow problems, if must perform single malfunction testing paragraphs (g) and (i) of this section and
any of the individual counters reach the based on the applicable test with the § 86.010–18(h), no further
maximum value, all counters shall be components/systems set at their demonstration is required. With respect
divided by two before any are malfunction criteria limits as to the misfire monitor demonstration
incremented again. determined by the manufacturer for test, if the manufacturer has elected to
(D) The counters shall be made meeting the emissions thresholds use the minimum misfire malfunction
available to a generic scan tool in required in paragraphs (g) and (i) of this criteria of one percent as allowed in
accordance with the SAE J1979/J1939 section and § 86.010–18(h). paragraphs (g)(2)(ii)(B) of this section
specifications and may be rescaled (i) Required testing for diesel-fueled/ and § 86.010–18(h)(2)(ii)(B), no further
when transmitted, if required by the compression ignition engines. demonstration is required provided the
SAE specifications, from a resolution of (l)(3)(i)(A) [Reserved]. For guidance MIL activates with engine misfire
one second per bit to no more than three see § 86.010–18. occurring at the malfunction criteria
minutes per bit. (l)(3)(i)(B) Engine misfire. The limit.
(l) Monitoring system demonstration manufacturer must perform a test at the (l)(5)(iii) through (l)(5)(iv) [Reserved].
requirements for certification. malfunction limit established by the For guidance see § 86.010–18.
(1) General. manufacturer for the monitoring (l)(6) Confirmatory testing.
(l)(1)(i) through (l)(1)(iii) [Reserved]. required by paragraph (g)(2)(ii)(B) of this (i) The Administrator may perform
For guidance see § 86.010–18. section. confirmatory testing to verify the
(l)(2) Selection of test engines. (l)(3)(i)(C) through (l)(3)(i)(K) emission test data submitted by the
(l)(2)(i) [Reserved]. For guidance see [Reserved]. For guidance see § 86.010– manufacturer as required by paragraph
§ 86.010–18. 18. (l) of this section comply with its
(l)(2)(ii) A manufacturer certifying one (l)(3)(ii) Required testing for gasoline- requirements and the malfunction
to five engine families in a given model fueled/spark-ignition engines. criteria set forth in paragraphs (g) and (i)
year must provide emissions test data (l)(3)(ii)(A) through (l)(3)(ii)(I) of this section and § 86.010–18(h). Such
for a single test engine from one engine [Reserved]. For guidance see § 86.010– confirmatory testing is limited to the
rating. A manufacturer certifying six to 18. test engine(s) required by paragraph
ten engine families in a given model (l)(3)(iii) Required testing for all (l)(2) of this section.
year must provide emissions test data engines. (l)(6)(ii) through (l)(7) [Reserved]. For
for a single test engine from two (l)(3)(iii)(A) and (l)(3)(iii)(B) guidance see § 86.010–18.
different engine ratings. A manufacturer [Reserved]. For guidance see § 86.010– (m) Certification documentation
certifying eleven or more engine 18. requirements.
families in a given model year must (l)(3)(iv) [Reserved]. For guidance see (m)(1) through (m)(2)(iv) [Reserved].
provide emissions test data for a single § 86.010–18. For guidance see § 86.010–18.
test engine from three different engine (l)(4) Testing protocol. (m)(2)(v) Emissions test data, a
ratings. A manufacturer may forego (l)(4)(i) [Reserved]. For guidance see description of the testing sequence (e.g.,
submittal of test data for one or more of § 86.010–18. the number and types of
these test engines if data have been (l)(4)(ii) Test sequence. preconditioning cycles), approximate
submitted previously for all of the (l)(4)(ii)(A) through (l)(4)(ii)(C) time (in seconds) of MIL activation
engine ratings and/or if all requirements [Reserved]. For guidance see § 86.010– during the test, diagnostic trouble
for certification carry-over from one 18. code(s) and freeze frame information
model year to the next are satisfied. (l)(4)(iii) A manufacturer required to stored at the time of detection,
(iii) For a given model year, a test more than one test engine according corresponding test results (e.g. SAE
manufacturer may elect to provide to paragraph (l)(2)(ii) of this section may J1979 Mode/Service $06, SAE J1939
emissions data for test engines from use internal calibration sign-off test Diagnostic Message 8 (DM8)) stored
more engine ratings than required by procedures (e.g., forced cool downs, less during the test, and a description of the
paragraph (l)(2)(ii) of this section. For frequently calibrated emission modified or deteriorated components
each additional engine rating tested in analyzers) instead of official test used for malfunction simulation with
that given model year, the number of procedures to obtain the emission test respect to the demonstration tests
engine ratings required for testing in one data required by this paragraph (l) of specified in paragraph (l) of this section.
future model year will be reduced by this section for all but one of the The freeze frame data are not required
one. required test engines. The manufacturer for engines subject to paragraph (o)(3) of
(iv) For the test engine, the may elect this option if the data from this section.
manufacturer must use an engine aged the alternative test procedure are (m)(2)(vi) through (m)(2)(x)
for a minimum of 125 hours fitted with representative of official emissions test [Reserved]. For guidance see § 86.010–
exhaust aftertreatment emission controls results. A manufacturer using this 18.
aged to be representative of useful life option is still responsible for meeting (m)(2)(xi) A written identification of
aging. The manufacturer is required to the malfunction criteria specified in the communication protocol utilized by
submit a description of the accelerated paragraphs (g) and (i) of this section and each engine for communication with a
aging process and/or supporting data. § 86.010–18(h) if and when emissions SAE J1978/J1939 scan tool.
The process and/or data must tests are performed in accordance with (xii) A pictorial representation or
demonstrate assurance that official test procedures. written description of the diagnostic
connector location including any covers must submit a plan for Administrator monitored component or system that
or labels. review and approval that details the could not have been reasonably foreseen
(m)(2)(xiii) [Reserved]. For guidance engineering evaluation the manufacturer to occur by the manufacturer.
see § 86.010–18. will use to establish the malfunction 13. Section 86.013–30 is added to
(m)(2)(xiv) Build specifications criteria for the OBD child ratings. The Subpart A to read as follows:
provided to engine purchasers or plan must demonstrate both the use of
chassis manufacturers detailing all § 86.013–30 Certification.
good engineering judgment in
specifications or limitations imposed on establishing the malfunction criteria, Section 86.013–30 includes text that
the engine purchaser relevant to OBD and robust detection of malfunctions, specifies requirements that differ from
requirements or emissions compliance including consideration of differences of § 86.010–30. Where a paragraph in
(e.g., allowable MIL locations, connector base engine, calibration, emission § 86.010–30 is identical and applicable
location specifications, cooling system control components, and emission to § 86.013–30, this may be indicated by
heat rejection rates). A description of control strategies. specifying the corresponding paragraph
the method or copies of agreements (4) Engines certified as alternative and the statement ‘‘[Reserved]. For
used to ensure engine purchasers or fueled engines shall meet the following guidance see § 86.010–30.’’
chassis manufacturers will comply with requirements: (a) introductory text through (f)(1)(i)
the OBD and emissions relevant build (i) To the extent feasible, those [Reserved]. For guidance see § 86.010–
specifications (e.g., signed agreements, specified in paragraph (i)(3) of this 30.
required audit/evaluation procedures). section. (f)(1)(ii) Diesel.
(m)(2)(xv) [Reserved]. For guidance (ii) Monitor the NOX aftertreatment (A) If monitored for emissions
see § 86.010–18. system on engines so equipped. A performance—a reduction catalyst is
(n) [Reserved]. For guidance see malfunction must be detected if: replaced with a deteriorated or defective
§ 86.010–18. (A) The NOX aftertreatment system catalyst, or an electronic simulation of
(o) Implementation schedule. Except has no detectable amount of NOX such, resulting in exhaust NOX
as provided for in paragraph (o)(4) of aftertreatment capability (i.e., NOX emissions exceeding the applicable NOX
this section, the requirements of this catalyst conversion or NOX adsorption). FEL+0.3 g/bhp-hr. Also if monitored for
section must be met according to the (B) The NOX aftertreatment substrate emissions performance—an oxidation
following provisions: is completely destroyed, removed, or catalyst is replaced with a deteriorated
(1) OBD groups. The manufacturer missing. or defective catalyst, or an electronic
shall define one or more OBD groups to (C) The NOX aftertreatment assembly simulation of such, resulting in exhaust
cover all engine ratings in all engine is replaced with a straight pipe. NMHC emissions exceeding 2 times the
families. The manufacturer must submit (p) In-use compliance standards. For applicable NMHC standard.
a grouping plan for Administrator monitors required to indicate a (B) If monitored for performance—a
review and approval detailing the OBD malfunction before emissions exceed a particulate trap is replaced with a
groups and the engine families and certain emission threshold (e.g., 2 times deteriorated or defective trap, or an
engine ratings within each group for a any of the applicable standards): electronic simulation of such, resulting
given model year. (1) On the full OBD ratings as defined in either exhaust PM emissions
(2) Full OBD. in paragraph (o)(2) of this section, exceeding the applicable FEL+0.04 g/
(i) For all engine ratings subject to separate in-use emissions thresholds bhp-hr or 0.05 g/bhp-hr PM, whichever
§ 86.010–18, the manufacturer must shall apply. These thresholds are is higher; or, exhaust NMHC emissions
implement an OBD system meeting the determined by doubling the applicable exceeding 2 times the applicable NMHC
requirements of this section. thresholds as shown in Table 1 of standard. Also, if monitored for
(ii) On one engine rating within each paragraph (g) of this section and Table performance—a particulate trap is
of the manufacturer’s OBD groups, the 2 of § 86.010–18(h). The resultant replaced with a catastrophically failed
manufacturer must implement an OBD thresholds apply only in-use and do not trap or a simulation of such.
system meeting the requirements of this apply for certification or selective (f)(2) [Reserved]. For guidance see
section. These ‘‘full OBD’’ ratings will enforcement auditing. § 86.004–30.
be known as the ‘‘OBD parent’’ ratings. (2) The extrapolated OBD ratings as (f)(3)(i) Oxygen sensors and air-fuel
The OBD parent rating for each OBD defined in paragraph (o)(3) of this ratio sensors downstream of
group must be chosen as the rating section shall not be evaluated against aftertreatment devices.
having the highest weighted projected emissions levels for purposes of OBD (f)(3)(i)(A) [Reserved]. For guidance
U.S. sales within the OBD group, with compliance in-use. see § 86.007–30.
U.S. sales being weighted by the useful (3) Only the test cycle and standard (f)(3)(i)(B) Diesel. If so equipped, any
life of the engine rating. determined and identified by the oxygen sensor or air-fuel ratio sensor
(3) Extrapolated OBD. For all other manufacturer at the time of certification located downstream of aftertreatment
engine ratings within each OBD group, in accordance with § 86.010–18(f) as the devices is replaced with a deteriorated
the manufacturer must implement an most stringent shall be used for the or defective sensor, or an electronic
OBD system meeting the requirements purpose of determining OBD system simulation of such, resulting in exhaust
of this section except that the OBD noncompliance in-use. emissions exceeding any of the
system is not required to detect a (4) For monitors subject to meeting following levels: The applicable PM
malfunction prior to exceeding the the minimum in-use monitor FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM,
emission thresholds shown in Table 1 of performance ratio of 0.100 in paragraph whichever is higher; or, the applicable
paragraph (g) of this section and Table (d)(1)(ii) of this section, the OBD system NOX FEL+0.3 g/bhp-hr; or, 2 times the
2 of § 86.010–18(h). These extrapolated shall not be considered noncompliant applicable NMHC standard.
OBD engines will be known as the unless a representative sample indicates (ii) Oxygen sensors and air-fuel ratio
‘‘OBD child’’ ratings. On these OBD the in-use ratio is below 0.050. sensors upstream of aftertreatment
child ratings, rather than detecting a (5) An OBD system shall not be devices.
malfunction prior to exceeding the considered noncompliant solely due to (f)(3)(ii)(A) [Reserved]. For guidance
emission thresholds, the manufacturer a failure or deterioration mode of a see § 86.007–30.
(f)(3)(ii)(B) Diesel. If so equipped, any families. The manufacturer must submit (k)(7) For 2019 and subsequent model
oxygen sensor or air-fuel ratio sensor a grouping plan for Administrator year alternative-fueled engines derived
located upstream of aftertreatment review and approval detailing the OBD from a diesel-cycle engine, a
devices is replaced with a deteriorated groups and the engine families and manufacturer may meet the
or defective sensor, or an electronic engine ratings within each group for a standardization requirements of
simulation of such, resulting in exhaust given model year. § 86.013–18(k) that are applicable to
emissions exceeding any of the (2) Full OBD. The manufacturer must diesel engines rather than the
following levels: The applicable PM implement an OBD system meeting the requirements applicable to gasoline
FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, requirements of this section on all engines.
whichever is higher; or, the applicable engine ratings in all engine families. (l) through (n) [Reserved]. For
NOX FEL+0.3 g/bhp-hr; or, 2 times the (3) Engines certified as alternative guidance see § 86.013–18.
applicable NMHC standard; or, 2 times fueled engines shall meet the following (o) Implementation schedule. The
the applicable CO standard. requirements: manufacturer must implement an OBD
(iii) NOX sensors. (i) To the extent feasible, those system meeting the requirements of this
(f)(3)(iii)(A) [Reserved]. For guidance specified in § 86.013–18(i)(3). section on all engines.
see § 86.007–30. (ii) Monitor the NOX aftertreatment (p) In-use compliance. An OBD
(f)(3)(iii)(B) Diesel. If so equipped, any system on engines so equipped. A system shall not be considered
NOX sensor is replaced with a malfunction must be detected if: noncompliant solely due to a failure or
deteriorated or defective sensor, or an (A) The NOX aftertreatment system deterioration mode of a monitored
electronic simulation of such, resulting has no detectable amount of NOX component or system that could not
in exhaust emissions exceeding any of aftertreatment capability (i.e., NOX have been reasonably foreseen to occur
the following levels: The applicable PM catalyst conversion or NOX adsorption). by the manufacturer.
FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, (B) The NOX aftertreatment substrate 16. Section 86.1806–07 is added to
whichever is higher; or, the applicable is completely destroyed, removed, or Subpart S to read as follows:
NOX FEL+0.3 g/bhp-hr. missing.
(C) The NOX aftertreatment assembly § 86.1806–07 On-board diagnostics for
(f)(4) [Reserved]. For guidance see
vehicles less than or equal to 14,000
§ 86.010–30. is replaced with a straight pipe. pounds GVWR.
(f)(5)(i) [Reserved]. For guidance see (p) In-use compliance standards. For
monitors required to indicate a Section 86.1806–07 includes text that
§ 86.007–30.
(f)(5)(ii) Diesel. A malfunction malfunction before emissions exceed a specifies requirements that differ from
condition is induced in any emission- certain emission threshold (e.g., 2 times § 86.1806–05. Where a paragraph in
related engine system or component, any of the applicable standards): § 86.1806–05 is identical and applicable
including but not necessarily limited to, (1) On the engine ratings tested to § 86.1806–07, this may be indicated
the exhaust gas recirculation (EGR) according to § 86.013–18(l)(2)(ii), the by specifying the corresponding
system, if equipped, and the fuel control certification emissions thresholds shall paragraph and the statement
system, singularly resulting in exhaust apply in-use. ‘‘[Reserved]. For guidance see
emissions exceeding any of the (2) On the manufacturer’s remaining § 86.1806–05.’’
engine ratings, separate in-use (a) through (a)(2) [Reserved]. For
following levels: The applicable PM
emissions thresholds shall apply. These guidance see § 86.1806–05.
FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM,
thresholds are determined by doubling (a)(3) An OBD system demonstrated to
whichever is higher; or, the applicable
the applicable thresholds as shown in fully meet the requirements in § 86.007–
NOX FEL+0.3 g/bhp-hr; or, 2 times the
Table 1 of § 86.013–18(g) and Table 2 of 17 may be used to meet the
applicable NMHC standard; or, 2 times
§ 86.010–18(h). The resultant thresholds requirements of this section, provided
the applicable CO standard.
apply only in-use and do not apply for that such an OBD system also
(f)(6) [Reserved]. For guidance see
certification or selective enforcement incorporates appropriate transmission
§ 86.010–30.
14. Section 86.016–18 is added to auditing. diagnostics as may be required under
Subpart A to read as follows: (3) An OBD system shall not be this section, and provided that the
considered noncompliant solely due to Administrator finds that a
§ 86.016–18 On-board Diagnostics for a failure or deterioration mode of a manufacturer’s decision to use the
engines used in applications greater than
monitored component or system that flexibility in this paragraph (a)(3) is
14,000 pounds GVWR. based on good engineering judgement.
could not have been reasonably foreseen
Section 86.016–18 includes text that to occur by the manufacturer. (b) through (h) [Reserved]. For
specifies requirements that differ from 15. Section 86.019–18 is added to guidance see § 86.1806–05.
§ 86.013–18. Where a paragraph in subpart A to read as follows: (i) Deficiencies and alternative fueled
§ 86.013–18 is identical and applicable vehicles. Upon application by the
to § 86.016–18, this may be indicated by § 86.019–18 On-board diagnostics for manufacturer, the Administrator may
specifying the corresponding paragraph engines used in applications greater than accept an OBD system as compliant
and the statement ‘‘[Reserved]. For 14,000 pounds GVWR. even though specific requirements are
guidance see § 86.013–18.’’ Section 86.019–18 includes text that not fully met. Such compliances
(a) through (n) [Reserved]. For specifies requirements that differ from without meeting specific requirements,
guidance see § 86.013–18. §§ 86.013–18 and 86.016–18. Where a or deficiencies, will be granted only if
(o) Implementation schedule. Except paragraph in § 86.013–18 is identical compliance would be infeasible or
as provided for in paragraph (o)(3) of and applicable to § 86.019–18, this may unreasonable considering such factors
this section, the requirements of this be indicated by specifying the as, but not limited to: technical
section must be met according to the corresponding paragraph and the feasibility of the given monitor and lead
following provisions: statement ‘‘[Reserved]. For guidance see time and production cycles including
(1) OBD groups. The manufacturer § 86.013–18.’’ phase-in or phase-out of vehicle designs
shall define one or more OBD groups to (a) through (k)(6) [Reserved]. For and programmed upgrades of
cover all engine ratings in all engine guidance see § 86.013–18. computers. Unmet requirements should
not be carried over from the previous related powertrain systems or necessarily limited to, the exhaust gas
model year except where unreasonable components according to the following recirculation (EGR) system, if equipped,
hardware or software modifications malfunction definitions as measured and the fuel control system, singularly
would be necessary to correct the and calculated in accordance with test resulting in exhaust emissions
deficiency, and the manufacturer has procedures set forth in subpart B of this exceeding any of the following levels: 4
demonstrated an acceptable level of part (chassis-based test procedures), times the applicable PM standard; or, 3
effort toward compliance as determined excluding those test procedures defined times the applicable NOX standard; or,
by the Administrator. Furthermore, EPA as ‘‘Supplemental’’ test procedures in 2.5 times the applicable NMHC
will not accept any deficiency requests § 86.004–2 and codified in §§ 86.158, standard; or, 2.5 times the applicable
that include the complete lack of a 86.159, and 86.160. CO standard. A functional check, as
major diagnostic monitor (‘‘major’’ (1) Catalysts and particulate traps. described in paragraph (n)(6) of this
diagnostic monitors being those for (i) If equipped, catalyst deterioration section, may satisfy the requirements of
exhaust aftertreatment devices, oxygen or malfunction before it results in this paragraph (n)(5) provided the
sensor, air-fuel ratio sensor, NOX sensor, exhaust emissions exceeding 3 times the manufacturer can demonstrate that a
engine misfire, evaporative leaks, and applicable NOX standard. This malfunction would not cause emissions
diesel EGR, if equipped), with the requirement applies only to reduction to exceed the applicable levels. This
possible exception of the special catalysts; monitoring of oxidation demonstration is subject to
provisions for alternative fueled catalysts is not required. This Administrator approval. For engines
engines. For alternative fueled vehicles monitoring need not be done if the equipped with crankcase ventilation
(e.g., natural gas, liquefied petroleum manufacturer can demonstrate that (CV), monitoring of the CV system is not
gas, methanol, ethanol), manufacturers deterioration or malfunction of the necessary provided the manufacturer
may request the Administrator to waive system will not result in exceedance of can demonstrate to the Administrator’s
specific monitoring requirements of this the threshold. satisfaction that the CV system is
section for which monitoring may not (ii) If equipped with a particulate trap, unlikely to fail.
be reliable with respect to the use of the catastrophic failure of the device must (6) Other emission-related powertrain
alternative fuel. At a minimum, be detected. Any particulate trap whose components. Any other deterioration or
alternative fuel engines must be complete failure results in exhaust malfunction occurring in an electronic
equipped with an OBD system meeting emissions exceeding 1.5 times the emission-related powertrain system or
OBD requirements to the extent feasible applicable standard or FEL for NOX or component not otherwise described in
as approved by the Administrator. PM must be monitored for such paragraphs (n)(1) through (n)(5) of this
(j) California OBDII compliance catastrophic failure. This monitoring section that either provides input to or
option. For light-duty vehicles, light- need not be done if the manufacturer receives commands from the on-board
duty trucks, and heavy-duty vehicles can demonstrate that a catastrophic computer and has a measurable impact
weighing 14,000 pounds GVWR or less, failure of the system will not result in on emissions; monitoring of
demonstration of compliance with exceedance of the threshold. components required by this paragraph
California OBD II requirements (Title 13 (2) Engine misfire. Lack of cylinder (n)(6) must be satisfied by employing
California Code of Regulations § 1968.2 combustion must be detected. electrical circuit continuity checks and
(13 CCR 1968.2)), as modified and (3)(i) Oxygen sensors and air-fuel rationality checks for computer input
released on August 11, 2006, shall ratio sensors downstream of components (input values within
satisfy the requirements of this section, aftertreatment devices. If equipped, manufacturer specified ranges based on
except that compliance with 13 CCR sensor deterioration or malfunction other available operating parameters),
1968.2(e)(4.2.2)(C), pertaining to 0.02- resulting in exhaust emissions and functionality checks for computer
inch evaporative leak detection, and 13 exceeding any of the following levels: 4 output components (proper functional
CCR 1968.2(d)(1.4), pertaining to times the applicable PM standard; or, 3 response to computer commands)
tampering protection, are not required times the applicable NOX standard; or, except that the Administrator may
to satisfy the requirements of this 2.5 times the applicable NMHC waive such a rationality or functionality
section. Also, the deficiency provisions standard. check where the manufacturer has
of 13 CCR 1968.2(k) do not apply. The (ii) Oxygen sensors and air-fuel ratio demonstrated infeasibility.
deficiency provisions of paragraph (i) of sensors upstream of aftertreatment Malfunctions are defined as a failure of
this section and the evaporative leak devices. If equipped, sensor the system or component to meet the
detection requirement of § 86.1806– deterioration or malfunction resulting in electrical circuit continuity checks or
05(b)(4) apply to manufacturers exhaust emissions exceeding any of the the rationality or functionality checks.
selecting this paragraph for following levels: 4 times the applicable (7) Performance of OBD functions.
demonstrating compliance. In addition, PM standard; or, 3 times the applicable Any sensor or other component
demonstration of compliance with 13 NOX standard; or, 2.5 times the deterioration or malfunction which
CCR 1968.2(e)(15.2.1)(C), to the extent it applicable NMHC standard; or, 2.5 renders that sensor or component
applies to the verification of proper times the applicable CO standard. incapable of performing its function as
alignment between the camshaft and (iii) NOX sensors. If equipped, sensor part of the OBD system must be detected
crankshaft, applies only to vehicles deterioration or malfunction resulting in and identified on engines so equipped.
equipped with variable valve timing. exhaust emissions exceeding any of the (o) For diesel complete heavy-duty
(k) through (m) [Reserved]. For following levels: 5 times the applicable vehicles, in lieu of the certification
guidance see § 86.1806–05. PM standard; or, 4 times the applicable provisions of § 86.1806–05(k), the
(n) For diesel complete heavy-duty NOX standard. certificate provisions of this paragraph
vehicles, in lieu of the malfunction (4) [Reserved.] (o) shall apply. For test groups required
descriptions of § 86.1806–05(b), the (5) Other emission control systems to have an OBD system, certification
malfunction descriptions of this and components. Any deterioration or will not be granted if, for any test
paragraph (n) shall apply. The OBD malfunction occurring in an engine vehicle approved by the Administrator
system must detect and identify system or component directly intended in consultation with the manufacturer,
malfunctions in all monitored emission- to control emissions, including but not the malfunction indicator light does not
illuminate under any of the following to or receives commands from the on- § 86.004–2 and codified in §§ 86.158,
circumstances, unless the manufacturer board computer resulting in a 86.159, and 86.160.
can demonstrate that any identified measurable impact on emissions. (1) Catalysts and particulate traps.
OBD problems discovered during the 17. Section 86.1806–10 is added to (i) If equipped, reduction catalyst
Administrator’s evaluation will be Subpart S to read as follows: deterioration or malfunction before it
corrected on production vehicles. results in exhaust NOX emissions
(1)(i) If monitored for emissions § 86.1806–10 On-board diagnostics for exceeding the applicable NOX
performance—a catalyst is replaced vehicles less than or equal to 14,000 standard+0.3 g/mi. If equipped,
with a deteriorated or defective catalyst, pounds GVWR. oxidation catalyst deterioration or
or an electronic simulation of such, Section 86.1806–10 includes text that malfunction before it results in exhaust
resulting in exhaust emissions specifies requirements that differ from NMHC emissions exceeding 2.5 times
exceeding 3 times the applicable NOX § 86.1806–05 and § 86.1806–07. Where a the applicable NMHC standard. These
standard. This requirement applies only paragraph in § 86.1806–05 or § 86.1806– catalyst monitoring requirements need
to reduction catalysts. 07 is identical and applicable to not be done if the manufacturer can
(ii) If monitored for performance—a § 86.1806–10, this may be indicated by demonstrate that deterioration or
particulate trap is replaced with a trap specifying the corresponding paragraph malfunction of the system will not
that has catastrophically failed, or an and the statement ‘‘[Reserved]. For result in exceedance of the threshold.
electronic simulation of such. guidance see § 86.1806–05.’’ or (ii) If equipped, diesel particulate trap
(2) An engine misfire condition is ‘‘[Reserved]. For guidance see deterioration or malfunction before it
induced and is not detected. § 86.1806–07.’’ results in exhaust emissions exceeding
(3)(i) If so equipped, any oxygen (a) General. any of the following levels: 4 times the
sensor or air-fuel ratio sensor located (1) All light-duty vehicles, light-duty applicable PM standard; or, exhaust
downstream of aftertreatment devices is trucks and complete heavy-duty NMHC emissions exceeding 2.5 times
replaced with a deteriorated or defective vehicles weighing 14,000 pounds the applicable NMHC standard.
sensor, or an electronic simulation of GVWR or less (including MDPVs) must Catastrophic failure of the particulate
such, resulting in exhaust emissions be equipped with an onboard diagnostic trap must also be detected. In addition,
exceeding any of the following levels: 4 (OBD) system capable of monitoring all the absence of the particulate trap or the
times the applicable PM standard; or, 3 emission-related powertrain systems or trapping substrate must be detected.
times the applicable NOX standard; or, components during the applicable (2) Engine misfire. Lack of cylinder
2.5 times the applicable NMHC useful life of the vehicle. All systems combustion must be detected.
standard. and components required to be (3)(i) Oxygen sensors and air-fuel
(ii) If so equipped, any oxygen sensor monitored by these regulations must be ratio sensors downstream of
or air-fuel ratio sensor located upstream evaluated periodically, but no less aftertreatment devices. If equipped,
of aftertreatment devices is replaced frequently than once per applicable sensor deterioration or malfunction
with a deteriorated or defective sensor, certification test cycle as defined in resulting in exhaust emissions
or an electronic simulation of such, paragraphs (a) and (d) of Appendix I of exceeding any of the following levels: 4
resulting in exhaust emissions this part, or similar trip as approved by times the applicable PM standard; or,
exceeding any of the following levels: 4 the Administrator. the applicable NOX standard+0.3 g/mi;
times the applicable PM standard; or, 3 or, 2.5 times the applicable NMHC
(2) [Reserved.]
times the applicable NOX standard; or, standard.
(3) An OBD system demonstrated to (ii) Oxygen sensors and air-fuel ratio
2.5 times the applicable NMHC
fully meet the requirements in § 86.010– sensors upstream of aftertreatment
standard; or, 2.5 times the applicable
17 may be used to meet the devices. If equipped, sensor
CO standard.
(iii) If so equipped, any NOX sensor is requirements of this section, provided deterioration or malfunction resulting in
replaced with a deteriorated or defective that such an OBD system also exhaust emissions exceeding any of the
sensor, or an electronic simulation of incorporates appropriate transmission following levels: The applicable PM
such, resulting in exhaust emissions diagnostics as may be required under standard+0.02 g/mi; or, the applicable
exceeding any of the following levels: 5 this section, and provided that the NOX standard+0.3 g/mi; or, 2.5 times
times the applicable PM standard; or, 4 Administrator finds that a the applicable NMHC standard; or, 2.5
times the applicable NOX standard. manufacturer’s decision to use the times the applicable CO standard.
(4) [Reserved.] flexibility in this paragraph (a)(3) is (iii) NOX sensors. If equipped, sensor
(5) A malfunction condition is based on good engineering judgement. deterioration or malfunction resulting in
induced in any emission-related engine (b) through (m) [Reserved]. For exhaust emissions exceeding any of the
system or component, including but not guidance see § 86.1806–07. following levels: 4 times the applicable
necessarily limited to, the exhaust gas (n) For diesel complete heavy-duty PM standard; or, the applicable NOX
recirculation (EGR) system, if equipped, vehicles, in lieu of the malfunction standard+0.3 g/mi.
and the fuel control system, singularly descriptions of § 86.1806–05(b), the (4) [Reserved.]
resulting in exhaust emissions malfunction descriptions of this (5) Other emission control systems
exceeding any of the following levels: 4 paragraph (n) shall apply. The OBD and components. Any deterioration or
times the applicable PM standard; or, 3 system must detect and identify malfunction occurring in an engine
times the applicable NOX standard; or, malfunctions in all monitored emission- system or component directly intended
2.5 times the applicable NMHC related powertrain systems or to control emissions, including but not
standard; or, 2.5 times the applicable components according to the following necessarily limited to, the exhaust gas
CO standard. malfunction definitions as measured recirculation (EGR) system, if equipped,

(6) A malfunction condition is and calculated in accordance with test and the fuel control system, singularly
induced in an electronic emission- procedures set forth in subpart B of this resulting in exhaust emissions
related powertrain system or component part (chassis-based test procedures), exceeding any of the following levels: 4
not otherwise described in this excluding those test procedures defined times the applicable PM standard; or,
paragraph (o) that either provides input as ‘‘Supplemental’’ test procedures in the applicable NOX standard+0.3 g/mi;
or, 2.5 times the applicable NMHC (1)(i) If monitored for emissions standard; or, 2.5 times the applicable
standard; or, 2.5 times the applicable performance—a reduction catalyst is CO standard.
CO standard. A functional check, as replaced with a deteriorated or defective (6) A malfunction condition is
described in paragraph (n)(6) of this catalyst, or an electronic simulation of induced in an electronic emission-
section, may satisfy the requirements of such, resulting in exhaust NOX related powertrain system or component
this paragraph (n)(5) provided the emissions exceeding the applicable NOX not otherwise described in this
manufacturer can demonstrate that a standard+0.3 g/mi. Also if monitored for paragraph (o) that either provides input
malfunction would not cause emissions emissions performance—an oxidation to or receives commands from the on-
to exceed the applicable levels. This catalyst is replaced with a deteriorated board computer resulting in a
demonstration is subject to or defective catalyst, or an electronic measurable impact on emissions.
Administrator approval. For engines simulation of such, resulting in exhaust 18. Section 86.1806–13 is added to
equipped with crankcase ventilation NMHC emissions exceeding 2.5 times Subpart S to read as follows:
(CV), monitoring of the CV system is not the applicable NMHC standard.
necessary provided the manufacturer (ii) If monitored for performance—a § 86.1806–13 On-board diagnostics for
particulate trap is replaced with a vehicles less than or equal to 14,000
can demonstrate to the Administrator’s
pounds GVWR.
satisfaction that the CV system is deteriorated or defective trap, or an
unlikely to fail. electronic simulation of such, resulting Section 86.1806–13 includes text that
(6) Other emission-related powertrain in exhaust PM emissions exceeding 4 specifies requirements that differ from
components. Any other deterioration or times the applicable PM standard or § 86.1806–05, § 86.1806–07 and
malfunction occurring in an electronic exhaust NMHC emissions exceeding 2.5 § 86.1806–10. Where a paragraph in
emission-related powertrain system or times the applicable NMHC standard. § 86.1806–05 or § 86.1806–07 or
component not otherwise described in Also, if monitored for performance—a § 86.1806–10 is identical and applicable
paragraphs (n)(1) through (n)(5) of this particulate trap is replaced with a to § 86.1806–13 this may be indicated
section that either provides input to or catastrophically failed trap or a by specifying the corresponding
receives commands from the on-board simulation of such. paragraph and the statement
computer and has a measurable impact (2) An engine misfire condition is ‘‘[Reserved]. For guidance see
on emissions; monitoring of induced and is not detected. § 86.1806–05.’’ or ‘‘[Reserved]. For
components required by this paragraph (3)(i) If so equipped, any oxygen guidance see § 86.1806–07.’’ or
(n)(6) must be satisfied by employing sensor or air-fuel ratio sensor located ‘‘[Reserved]. For guidance see
electrical circuit continuity checks and downstream of aftertreatment devices is § 86.1806–10.’’
rationality checks for computer input replaced with a deteriorated or defective (a)(1) [Reserved]. For guidance see
components (input values within sensor, or an electronic simulation of § 86.1806–10.
manufacturer specified ranges based on such, resulting in exhaust emissions (a)(2) [Reserved.]
other available operating parameters), exceeding any of the following levels: 4 (3) An OBD system demonstrated to
and functionality checks for computer times the applicable PM standard; or, fully meet the requirements in § 86.013–
output components (proper functional the applicable NOX standard+0.3 g/mi; 17 may be used to meet the
response to computer commands) or, 2.5 times the applicable NMHC requirements of this section, provided
except that the Administrator may standard. that such an OBD system also
waive such a rationality or functionality (ii) If so equipped, any oxygen sensor incorporates appropriate transmission
check where the manufacturer has or air-fuel ratio sensor located upstream diagnostics as may be required under
demonstrated infeasibility. of aftertreatment devices is replaced this section, and provided that the
Malfunctions are defined as a failure of with a deteriorated or defective sensor, Administrator finds that a
the system or component to meet the or an electronic simulation of such, manufacturer’s decision to use the
electrical circuit continuity checks or resulting in exhaust emissions flexibility in this paragraph (a)(3) is
the rationality or functionality checks. exceeding any of the following levels: based on good engineering judgement.
(7) Performance of OBD functions. The applicable PM standard+0.02 g/mi; (b) through (m) [Reserved]. For
Any sensor or other component or, the applicable NOX standard+0.3 g/ guidance see § 86.1806–07.
deterioration or malfunction which mi; or, 2.5 times the applicable NMHC (n) For diesel complete heavy-duty
renders that sensor or component standard; or, 2.5 times the applicable vehicles, in lieu of the malfunction
incapable of performing its function as CO standard. descriptions of § 86.1806–05(b), the
part of the OBD system must be detected (iii) If so equipped, any NOX sensor is malfunction descriptions of this
and identified on engines so equipped. replaced with a deteriorated or defective paragraph (n) shall apply. The OBD
(o) For diesel complete heavy-duty sensor, or an electronic simulation of system must detect and identify
vehicles, in lieu of the certification such, resulting in exhaust emissions malfunctions in all monitored emission-
provisions of § 86.1806–5(k), the exceeding any of the following levels: 4 related powertrain systems or
certification provisions of this times the applicable PM standard; or, components according to the following
paragraph (o) shall apply. For test the applicable NOX standard+0.3 g/mi. malfunction definitions as measured
groups required to have an OBD system, (4) [Reserved.] and calculated in accordance with test
certification will not be granted if, for (5) A malfunction condition is procedures set forth in subpart B of this
any test vehicle approved by the induced in any emission-related engine part (chassis-based test procedures),
Administrator in consultation with the system or component, including but not excluding those test procedures defined
manufacturer, the malfunction indicator necessarily limited to, the exhaust gas as ‘‘Supplemental’’ test procedures in
light does not illuminate under any of recirculation (EGR) system, if equipped, § 86.004–2 and codified in §§ 86.158,
the following circumstances, unless the and the fuel control system, singularly 86.159, and 86.160.
manufacturer can demonstrate that any resulting in exhaust emissions (1) Catalysts and particulate traps.
identified OBD problems discovered exceeding any of the following levels: 4 (i) If equipped, reduction catalyst
during the Administrator’s evaluation times the applicable PM standard; or, deterioration or malfunction before it
will be corrected on production the applicable NOX standard+0.3 g/mi; results in exhaust NOX emissions
vehicles. or, 2.5 times the applicable NMHC exceeding the applicable NOX
standard+0.3 g/mi. If equipped, malfunction would not cause emissions emissions performance—an oxidation
oxidation catalyst deterioration or to exceed the applicable levels. This catalyst is replaced with a deteriorated
malfunction before it results in exhaust demonstration is subject to or defective catalyst, or an electronic
NMHC emissions exceeding 2 times the Administrator approval. For engines simulation of such, resulting in exhaust
applicable NMHC standard. These equipped with crankcase ventilation NMHC emissions exceeding 2 times the
catalyst monitoring requirements need (CV), monitoring of the CV system is not applicable NMHC standard.
not be done if the manufacturer can necessary provided the manufacturer (ii) If monitored for performance—a
demonstrate that deterioration or can demonstrate to the Administrator’s particulate trap is replaced with a
malfunction of the system will not satisfaction that the CV system is deteriorated or defective trap, or an
result in exceedance of the threshold. unlikely to fail. electronic simulation of such, resulting
(ii) If equipped, diesel particulate trap (6) Other emission-related powertrain in exhaust PM emissions exceeding the
deterioration or malfunction before it components. Any other deterioration or applicable standard+0.04 g/mi or
results in exhaust emissions exceeding malfunction occurring in an electronic exhaust NMHC emissions exceeding 2
any of the following levels: the emission-related powertrain system or times the applicable NMHC standard.
applicable PM standard+0.04 g/mi; or, component not otherwise described in Also, if monitored for performance—a
exhaust NMHC emissions exceeding 2 paragraphs (n)(1) through (n)(5) of this particulate trap is replaced with a
times the applicable NMHC standard. section that either provides input to or catastrophically failed trap or a
Catastrophic failure of the particulate receives commands from the on-board simulation of such.
trap must also be detected. In addition, computer and has a measurable impact (2) An engine misfire condition is
the absence of the particulate trap or the on emissions; monitoring of induced and is not detected.
trapping substrate must be detected. components required by this paragraph (3)(i) If so equipped, any oxygen
(2) Engine misfire. Lack of cylinder (n)(6) must be satisfied by employing sensor or air-fuel ratio sensor located
combustion must be detected. electrical circuit continuity checks and downstream of aftertreatment devices is
(3)(i) Oxygen sensors and air-fuel rationality checks for computer input replaced with a deteriorated or defective
ratio sensors downstream of components (input values within sensor, or an electronic simulation of
aftertreatment devices. If equipped, manufacturer specified ranges based on such, resulting in exhaust emissions
sensor deterioration or malfunction other available operating parameters), exceeding any of the following levels:
resulting in exhaust emissions and functionality checks for computer the applicable PM standard+0.04 g/mi;
exceeding any of the following levels: output components (proper functional or, the applicable NOX standard+0.3 g/
the applicable PM standard+0.04 g/mi; response to computer commands) mi; or, 2 times the applicable NMHC
or, the applicable NOX standard+0.3 g/ except that the Administrator may standard.
mi; or, 2 times the applicable NMHC waive such a rationality or functionality (ii) If so equipped, any oxygen sensor
standard. check where the manufacturer has or air-fuel ratio sensor located upstream
(ii) Oxygen sensors and air-fuel ratio demonstrated infeasibility. of aftertreatment devices is replaced
sensors upstream of aftertreatment Malfunctions are defined as a failure of with a deteriorated or defective sensor,
devices. If equipped, sensor the system or component to meet the or an electronic simulation of such,
deterioration or malfunction resulting in electrical circuit continuity checks or resulting in exhaust emissions
exhaust emissions exceeding any of the the rationality or functionality checks. exceeding any of the following levels:
following levels: the applicable PM (7) Performance of OBD functions. the applicable PM standard+0.02 g/mi;
standard+0.02 g/mi; or, the applicable Any sensor or other component or, the applicable NOX standard+0.3 g/
NOX standard+0.3 g/mi; or, 2 times the deterioration or malfunction which mi; or, 2 times the applicable NMHC
applicable NMHC standard; or, 2 times renders that sensor or component standard; or, 2 times the applicable CO
the applicable CO standard. incapable of performing its function as standard.
(iii) NOX sensors. If equipped, sensor part of the OBD system must be detected (iii) If so equipped, any NOX sensor is
deterioration or malfunction resulting in and identified on engines so equipped. replaced with a deteriorated or defective
exhaust emissions exceeding any of the (o) For diesel complete heavy-duty sensor, or an electronic simulation of
following levels: the applicable PM vehicles, in lieu of the certification such, resulting in exhaust emissions
standard+0.04 g/mi; or, the applicable provisions of paragraph (k) of this exceeding any of the following levels:
NOX standard+0.3 g/mi. section, the certification provisions of the applicable PM standard+0.04 g/mi;
(4) [Reserved.] this paragraph (o) shall apply. For test or, the applicable NOX standard+0.3 g/
(5) Other emission control systems groups required to have an OBD system, mi.
and components. Any deterioration or certification will not be granted if, for (4) [Reserved.]
malfunction occurring in an engine any test vehicle approved by the (5) A malfunction condition is
system or component directly intended Administrator in consultation with the induced in any emission-related engine
to control emissions, including but not manufacturer, the malfunction indicator system or component, including but not
necessarily limited to, the exhaust gas light does not illuminate under any of necessarily limited to, the exhaust gas
recirculation (EGR) system, if equipped, the following circumstances, unless the recirculation (EGR) system, if equipped,
and the fuel control system, singularly manufacturer can demonstrate that any and the fuel control system, singularly
resulting in exhaust emissions identified OBD problems discovered resulting in exhaust emissions
exceeding any of the following levels: during the Administrator’s evaluation exceeding any of the following levels:
the applicable PM standard+0.02 g/mi; will be corrected on production the applicable PM standard+0.02 g/mi;
or, the applicable NOX standard+0.3 g/ vehicles. or, the applicable NOX standard+0.3 g/
mi; or, 2 times the applicable NMHC (1)(i) If monitored for emissions mi; or, 2 times the applicable NMHC
standard; or, 2 times the applicable CO performance—a reduction catalyst is standard; or, 2 times the applicable CO
standard. A functional check, as replaced with a deteriorated or defective standard.
described in paragraph (n)(6) of this catalyst, or an electronic simulation of (6) A malfunction condition is
section, may satisfy the requirements of such, resulting in exhaust NOX induced in an electronic emission-
this paragraph (n)(5) provided the emissions exceeding the applicable NOX related powertrain system or component
manufacturer can demonstrate that a standard+0.3 g/mi. Also if monitored for not otherwise described in this
paragraph (o) that either provides input board computer resulting in a

to or receives commands from the on- measurable impact on emissions.
[FR Doc. 07–110 Filed 1–23–07; 8:45 am]
BILLING CODE 6560–50–P

Proposed Rule: Air Pollution Control New Motor Vehicles and Engines: Heavy-Duty Vehicle and Engine Standards Onboard Diagnostics Requirements

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

Proposed Rule: Air Pollution Control New Motor Vehicles and Engines: Heavy-Duty Vehicle and Engine Standards Onboard Diagnostics Requirements

Caricato da

Copyright:

Formati disponibili

Wednesday,

January 24, 2007

ENVIRONMENTAL PROTECTION comments on the information collection www.regulations.gov index. Although

Examples of potentially regulated

B. Monitoring Requirements and Timelines Liability, and In-Use Enforcement

4. What Requirements Are Being Proposed and Safety Risks

systems on heavy-duty diesel engines Society of Automotive Engineers International, 400

believe that the GTR would fully replace what we

cannot be maintained. Therefore, the term

17 See proposed § 86.010–18(f).

NMHC catalyst system .................................................................................................. 2010–2012 2.5x ............ ............ ....................

with misfire and fuel system monitoring, means

track numerators and denominators for each of the

catalyst. So, we want to be sure that, in addition OAR–2005–0047–0008.

track numerators and denominators for each of the

track numerators and denominators for each of the

SAE Paper 2000–01–0473 which may be obtained

track numerators and denominators for each of the

with misfire and fuel system monitoring, means

detected. DTC was stored. The pending DTC shall

37 For specific components or systems that have approved malfunction criteria.

‘‘normal operation’’ is defined as the condition

track numerators and denominators for each of the

43 When referring to ‘‘comprehensive

Number of Monitoring Events (Num

44 These monitors, as presented in section II.A.3,

45 These monitors, as presented in section II.A.3,

TABLE II.F—1. REFERENCE DOCUMENTS FOR OVER 14,000 POUND OBD

connector(s) must be clearly labeled to

to do so in a standardized manner. On procedures may be different. regarding certain emissions critical

accurate values that are calculated within the

I .............................................. A 1 10,000 285,000 2.85 14.25

tios. J1979/1939 specifications)

NMHC catalyst system .................................................................................. 2010–2012 2.5x.

NMHC catalyst system ............................................................ 2010–2012 All ............. 2.5x.

1.5x the emissions standards. We no sufficient lead time for manufacturers to

Docket ID# EPA–HQ–OAR–2005–0047–0005.

HQ–OAR–2005–0047–0002. provided the engine ratings meet the proposed § 86.010–18(h)(6)(ii).

document contained in the docket.58

61 Schaer, C.M., Onder, C.H., Geering, H.P., and

initiated by computer software. 62 Ibid. 65 Ibid.

Monitoring downstream of the aftertreatment device concentrations could also be evaluated

in major overhaul from 1992. Trucks

71 Draft Technical Support Document, HDOBD

NPRM, EPA420–D–06–006, Docket ID# EPA–HQ–

Diesel Gasoline Total

Cost per engine (2010–2012) .................................................................................................................. $40 $50 n/a

Annual OBD Fixed Costs in given

30 year NPV at the given discount rate

2007 HD Highway Final Rule

3 percent .......................................................................... $23,721 $1,514 $45,191 $70,427 $963 $71,389

30 year NPV 30 year NPV

3 percent ................................ NOX+NMHC ............................................................................ 54.6 30.6 1,780

30 year NPV 30 year NPV

3 percent ................................ NOX+NMHC ............................................................................ 55.1 30.6 1,800

process. of each component, the monitoring emissions tests per demonstration

section II.D.5). Some of these may require more

that are unable to store a DTC and

EPA–HQ–OAR–2005–0047–0005. emissions testing. Instead, for those 2005–0047–0006.

the U.S., particularly developing

the heavy-duty fleet is warranted, and is also proposing that manufacturers

Document No. and name 40 CFR part 86 reference

Document No. and name 40 CFR part 86 reference