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Proposed OBD regulations for 8,500-14,000 pound highway diesel
applications & >14,000 pound highway diesel and gasoline applications

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Tutorial on the OBD regulations in 40 CFR Part 86

Engine certification versus Chassis certification

40 CFR part 86, subpart A contains requirements for engine certified
systems.

40 CFR part 86, subpart S contains requirements for chassis certified
systems.

- light-duty & heavy-duty chassis certs (i.e., “heavy as light”,
“HD complete vehicle”).

- That is, if it’s chassis certified, you need to refer to subpart S
first, NOT subpart A

Section (§) numbering

Subpart A (engine cert) and Subpart S (chassis cert) use different
Section numbering conventions, as discussed below.

Subpart A (engine cert) section numbering convention

OBD requirements for <14K pounds are contained in sections numbered as
follows:  §86.0XX-17 and §86.0XX-30, where XX represents the Model
Year of applicability.

Example:

§86.007-17 contains OBD requirements for 2007 and later model years;
§86.007-30 contains OBD certification requirements for 2007 and later
model years.  These requirements apply to subsequent model years unless
superceded (e.g., §86.010-17, for the 2010 and later model years,
supercedes §86.007-17).

Subpart S (chassis cert) section numbering convention

OBD requirements for any chassis certified system, regardless of weight,
are contained in sections numbered as follows:  §86.1806-XX where XX
represents the Model Year of applicability.

Example:

§86.1806-07 contains OBD requirements for 2007 and later model years.
These requirements apply to subsequent model years unless superceded
(e.g., §86.1806-10, for the 2010 and later model years, supercedes
§86.1806-07).

Newly added section for >14K OBD

OBD requirements for >14K pounds are contained in a newly added section
within subpart A, §86.0XX-18.  For >14K OBD, all OBD requirements are
in subpart A since all >14K pound OBD will be engine certified.

Example:

§86.010-18 contains requirements for 2010+ MYs

§86.013-18 contains requirements for 2013+ MYs

§86.016-18 contains requirements for 2016+ MYs

§86.019-18 contains requirements for 2019+ MYs

All of these sections have been added because of proposed changes to the
requirements in 2013, 2016, and 2019.  

Superceding sections and all the “[Reserved]” text

The text that appears in superceding sections represents the text that
is being changed.  Text that has NOT changed relative to earlier
sections is denoted by “[Reserved.] For guidance see…”  This
convention is meant to make it easier to see what is being changed.  

PART 86 CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND
ENGINES

§ 86.1 Reference materials.

*	*	*	*	*

(b)	*	*	*

(2)	 *	*	*

Document No. and name	40 CFR part 86 reference



*            *              *            *

SAE J1930, Electrical/Electronic Systems Diagnostic Terms, Definitions,
Abbreviations, and Acronyms_Equivalent to ISO/TR 15031-2: April 2002.	

*       *      *

86.010-18



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 15031-3: April
2002	86.013-18

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) *	*	*

Document No. and name	40 CFR part 86 reference



*            *            *            *

ISO 15765-4:2001, Road Vehicles-Diagnostics on Controller Area Network
(CAN) - Part 4: Requirements for emission-related systems: December
2001.	

*      *      *

86.010-18



*	*	*	*	*



Proposed OBD Regulations in Subpart A

§ 86.007-17 On-board Diagnostics for engines used in applications less
than or equal to 14,000 pounds GVWR.

Section 86.007–17 includes text that specifies requirements that
differ from §86.005–17. Where a paragraph in §86.005–17 is
identical and applicable to §86.007–17, this may be indicated by
specifying the corresponding paragraph and the statement “[Reserved].
For guidance see §86.005–17.” 

(a) General

(a)(1) [Reserved]. For guidance see §86.005–17. 

(a)(2) An OBD system demonstrated to fully meet the requirements in
§86.1806–07 may be used to meet the requirements of this section,
provided that the Administrator finds that a manufacturer’s decision
to use the flexibility in this paragraph (a)(2) is based on good
engineering judgment.

(b) Malfunction descriptions

(b) introductory text and (b)(1)(i) [Reserved]. For guidance see
§86.005–17. 

(b)(1)(ii)  Diesel. 

(b)(1)(ii)(A) If equipped, catalyst deterioration or malfunction before
it results in exhaust NOx emissions exceeding either:  1.75 times the
applicable NOx standard for engines certified to a NOx FEL greater than
0.50 g/bhp-hr; or, the applicable NOx FEL+0.5 g/bhp-hr for engines
certified to a NOx FEL less than or equal to 0.50 g/bhp-hr.  This
requirement applies only to reduction catalysts; monitoring of oxidation
catalysts is not required. This monitoring need not be done if the
manufacturer can demonstrate that deterioration or malfunction of the
system will not result in exceedance of the threshold. 

(b)(1)(ii)(B) and (b)(2) [Reserved]. For guidance see §86.005–17.

(b)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices.

(b)(3)(i)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(i)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr; or, 2.5 times the applicable NMHC standard.

(b)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices.

(b)(3)(ii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO. 

(b)(3)(ii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr; or, 2.5 times the applicable NMHC standard; or, 2.5 times the
applicable CO standard.

(b)(3)(iii) NOx sensors. 

(b)(3)(iii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(iii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr.

(b)(4) [Reserved]. For guidance see §86.005–17.

(b)(5) Other emission control systems and components. 

(b)(5)(i) Otto-cycle. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, the secondary air system, if equipped, and
the fuel control system, singularly resulting in exhaust emissions
exceeding 1.5 times the applicable emission standard or FEL for NMHC,
NOx or CO. For engines equipped with a secondary air system, a
functional check, as described in §86.005-17(b)(6), may satisfy the
requirements of this paragraph (b)(5) provided the manufacturer can
demonstrate that deterioration of the flow distribution system is
unlikely. This demonstration is subject to Administrator approval and,
if the demonstration and associated functional check are approved, the
diagnostic system must indicate a malfunction when some degree of
secondary airflow is not detectable in the exhaust system during the
check. For engines equipped with positive crankcase ventilation (PCV),
monitoring of the PCV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the PCV
system is unlikely to fail.

(b)(5)(ii) Diesel. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, and the fuel control system, singularly
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr; or, 2.5 times the applicable NMHC standard; or, 2.5 times the
applicable CO standard. A functional check, as described in
§86.005-17(b)(6), may satisfy the requirements of this paragraph (b)(5)
provided the manufacturer can demonstrate that a malfunction would not
cause emissions to exceed the applicable levels. This demonstration is
subject to Administrator approval. For engines equipped with crankcase
ventilation (CV), monitoring of the CV system is not necessary provided
the manufacturer can demonstrate to the Administrator’s satisfaction
that the CV system is unlikely to fail.

(b)(6) [Reserved]. For guidance see §86.005–17.

(b)(7) Performance of OBD functions. Any sensor or other component
deterioration or malfunction which renders that sensor or component
incapable of performing its function as part of the OBD system must be
detected and identified on engines so equipped.

(c) through (h)

(c), (d), (e), (f), (g), and (h)(1)(i) through (h)(1)(iv) [Reserved].
For guidance see §86.005–17.

(h)(1)(v) All acronyms, definitions and abbreviations shall be formatted
according to SAE J1930 “Electrical/Electronic Systems Diagnostic
Terms, Definitions, Abbreviations, and Acronyms” Equivalent to ISO/TR
15031–2: April 30, 2002”, (Revised, April 2002), or SAE J2403,
“Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature: August 2004.”

(h)(1)(vi) through (h)(3) [Reserved]. For guidance see §86.005–17.

(i) Deficiencies

(i) Deficiencies and alternative fueled engines. Upon application by the
manufacturer, the Administrator may accept an OBD system as compliant
even though specific requirements are not fully met. Such compliances
without meeting specific requirements, or deficiencies, will be granted
only if compliance would be infeasible or unreasonable considering such
factors as, but not limited to: technical feasibility of the given
monitor and lead time and production cycles including phase-in or
phase-out of engines or vehicle designs and programmed upgrades of
computers. Unmet requirements should not be carried over from the
previous model year except where unreasonable hardware or software
modifications would be necessary to correct the deficiency, and the
manufacturer has demonstrated an acceptable level of effort toward
compliance as determined by the Administrator. Furthermore, EPA will not
accept any deficiency requests that include the complete lack of a major
diagnostic monitor (“major” diagnostic monitors being those for
exhaust aftertreatment devices, oxygen sensor, air-fuel ratio sensor,
NOx sensor, engine misfire, evaporative leaks, and diesel EGR, if
equipped), with the possible exception of the special provisions for
alternative fueled engines. For alternative fueled heavy-duty engines
(e.g. natural gas, liquefied petroleum gas, methanol, ethanol),
manufacturers may request the Administrator to waive specific monitoring
requirements of this section for which monitoring may not be reliable
with respect to the use of the alternative fuel. At a minimum,
alternative fuel engines must be equipped with an OBD system meeting OBD
requirements to the extent feasible as approved by the Administrator.

(j) CARB OBDII compliance option

(j) California OBDII compliance option. For heavy-duty engines used in
applications weighing 14,000 pounds GVWR or less, demonstration of
compliance with California OBD II requirements (Title 13 California Code
of Regulations section 1968.2 (13 CCR 1968.2)), as modified and released
on August 11, 2006, shall satisfy the requirements of this section,
except that compliance with 13 CCR 1968.2(e)(4.2.2)(C), pertaining to
0.02 inch evaporative leak detection, and 13 CCR 1968.2(d)(1.4),
pertaining to tampering protection, are not required to satisfy the
requirements of this section. Also, the deficiency provisions of 13 CCR
1968.2(k) do not apply. The deficiency provisions of paragraph (i) of
this section and the evaporative leak detection requirement of
§86.005-17(b)(4) apply to manufacturers selecting this paragraph for
demonstrating compliance. In addition, demonstration of compliance with
13 CCR 1968.2(e)(15.2.1)(C), to the extent it applies to the
verification of proper alignment between the camshaft and crankshaft,
applies only to vehicles equipped with variable valve timing.

(k) [Reserved]. For guidance see §86.005–17.

§ 86.007-30	Certification.

Section 86.007–30 includes text that specifies requirements that
differ from §§86.094–30, 86.095–30, 86.096–30, 86.098–30,
86.001–30 or 86.004–30. Where a paragraph in §86.094–30,
§86.095–30, §86.096–30, §86.098–30, §86.001–30 or
§86.004–30 is identical and applicable to §86.007–30, this may be
indicated by specifying the corresponding paragraph and the statement
“[Reserved]. For guidance see §86.094–30.” or “[Reserved]. For
guidance see §86.095–30.” or “[Reserved]. For guidance see
§86.096–30.” or “[Reserved]. For guidance see §86.098–30.”
or “[Reserved]. For guidance see §86.001–30.” or “[Reserved].
For guidance see 86.004–30.”

(a) thru (e)

(a)(1) and (a)(2) [Reserved]. For guidance see §86.094–30. 

(a)(3)(i) through (a)(4)(ii) [Reserved]. For guidance see §86.004-30.

(a)(4)(iii) introductory text through (a)(4)(iii)(C) [Reserved]. For
guidance see §86.094–30.

(a)(4)(iv) introductory text [Reserved]. For guidance see §86.095–30.

(a)(4)(iv)(A)–(a)(9) [Reserved]. For guidance see §86.094–30.

(a)(10) and (a)(11) [Reserved]. For guidance see §86.004-30.

(a)(12) [Reserved]. For guidance see §86.094–30.

(a)(13) [Reserved]. For guidance see §86.095–30.

(a)(14) [Reserved]. For guidance see §86.094–30.

(a) (15)–(18) [Reserved]. For guidance see §86.096–30.

(a)(19) [Reserved]. For guidance see §86.098–30.

(a)(20) [Reserved]. For guidance see §86.001–30.

(a)(21) [Reserved]. For guidance see §86.004-30.

(b)(1) introductory text through (b)(1)(ii)(A) [Reserved]. For guidance
see §86.094–30.

(b)(1)(ii)(B) [Reserved]. For guidance see §86.004-30.

(b)(1)(ii)(C) [Reserved]. For guidance see §86.094–30.

(b)(1)(ii)(D) [Reserved]. For guidance see §86.004-30.

(b)(1)(iii) and (b)(1)(iv) [Reserved]. For guidance see §86.094–30.

(b)(2) [Reserved]. For guidance see §86.098–30.

(b)(3)–(b)(4)(i) [Reserved]. For guidance see §86.094–30.

(b)(4)(ii) introductory text [Reserved]. For guidance see §86.098–30.

(b)(4)(ii)(A) [Reserved]. For guidance see §86.094–30.

(b)(4)(ii)(B)–(b)(4)(iv) [Reserved]. For guidance see §86.098–30.

(b)(5)–(e) [Reserved]. For guidance see §86.094–30.

(f) OBD certification

(f) introductory text through (f)(1)(i) [Reserved]. For guidance see
§86.004-30.

(f)(1)(ii) Diesel.

(f)(1)(ii)(A) If monitored for emissions performance—a catalyst is
replaced with a deteriorated or defective catalyst, or an electronic
simulation of such, resulting in exhaust emissions exceeding 1.75 times
the applicable NOx standard for engines certified to a NOx FEL greater
than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5 g/bhp-hr for engines
certified to a NOx FEL less than or equal to 0.50 g/bhp-hr.  This
requirement applies only to reduction catalysts. 

(f)(1)(ii)(B) If monitored for performance—a particulate trap is
replaced with a trap that has catastrophically failed, or an electronic
simulation of such. 

(f)(2) [Reserved]. For guidance see §86.004-30.

(f)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices.

(f)(3)(i)(A) Otto-cycle. If so equipped, any oxygen sensor or air-fuel
ratio sensor located downstream of aftertreatment devices is replaced
with a deteriorated or defective sensor, or an electronic simulation of
such, resulting in exhaust emissions exceeding 1.5 times the applicable
standard or FEL for NMHC, NOx or CO.

(f)(3)(i)(B) Diesel. If so equipped, any oxygen sensor or air-fuel ratio
sensor located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr; or, 2.5 times the applicable NMHC standard.

(f)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices.

(f)(3)(ii)(A) Otto-cycle. If so equipped, any oxygen sensor or air-fuel
ratio sensor located upstream of aftertreatment devices is replaced with
a deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding 1.5 times the applicable
standard or FEL for NMHC, NOx or CO.

(f)(3)(ii)(B) Diesel. If so equipped, any oxygen sensor or air-fuel
ratio sensor located upstream of aftertreatment devices is replaced with
a deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr; or, 2.5 times the applicable NMHC standard; or, 2.5 times the
applicable CO standard.

(f)(3)(iii) NOx sensors.

(f)(3)(iii)(A) Otto-cycle. If so equipped, any NOx sensor is replaced
with a deteriorated or defective sensor, or an electronic simulation of
such, resulting in exhaust emissions exceeding 1.5 times the applicable
standard or FEL for NMHC, NOx or CO.

(f)(3)(iii)(B) Diesel. If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, 1.75 times the applicable NOx standard for engines certified
to a NOx FEL greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5
g/bhp-hr for engines certified to a NOx FEL less than or equal to 0.50
g/bhp-hr. 

(f)(4) [Reserved]. For guidance see §86.004-30.

(f)(5)(i) Otto-cycle. A malfunction condition is induced in any
emission-related engine system or component, including but not
necessarily limited to, the exhaust gas recirculation (EGR) system, if
equipped, the secondary air system, if equipped, and the fuel control
system, singularly resulting in exhaust emissions exceeding 1.5 times
the applicable emission standard or FEL for NMHC, NOx, or CO.

(f)(5)(ii) Diesel. A malfunction condition is induced in any
emission-related engine system or component, including but not
necessarily limited to, the exhaust gas recirculation (EGR) system, if
equipped, and the fuel control system, singularly resulting in exhaust
emissions exceeding any of the following levels: the applicable PM
FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is higher; or, 1.75
times the applicable NOx standard for engines certified to a NOx FEL
greater than 0.50 g/bhp-hr; or, the applicable NOx FEL+0.5 g/bhp-hr for
engines certified to a NOx FEL less than or equal to 0.50 g/bhp-hr; or,
2.5 times the applicable NMHC standard; or, 2.5 times the applicable CO
standard.

(f)(6) [Reserved]. For guidance see §86.004-30.

§ 86.010-2   Definitions.

The definitions of §86.004–2 continue to apply to 2004 and later
model year vehicles. The definitions listed in this section apply
beginning with the 2010 model year.

Drive cycle or driving cycle means operation that consists of engine
startup and engine shutoff during which a given onboard diagnostic (OBD)
monitor makes a diagnostic decision.  A drive cycle need not consist of
all OBD monitors making a diagnostic decision during the engine startup
and engine shutoff cycle.  An engine restart following an engine shutoff
that has been neither commanded by the vehicle operator nor by the
engine control strategy but caused by an event such as an engine stall
may be considered a new drive cycle or a continuation of the existing
drive cycle.  

DTC means diagnostic trouble code.

Engine start as used in §86.010-18 means the point when the engine
reaches a speed 150 rpm below the normal, warmed-up idle speed (as
determined in the drive position for vehicles equipped with an automatic
transmission).  For hybrid vehicles or for engines employing alternative
engine start hardware or strategies (e.g., integrated starter and
generators.), the manufacturer may use an alternative definition for
engine start (e.g., key-on) provided the alternative definition is based
on equivalence to an engine start for a conventional vehicle.

Functional check, in the context of onboard diagnostics, means verifying
that a component and/or system that receives information from a control
computer responds properly to a command from the control computer.

Ignition cycle as used in §86.010-18 means a cycle that begins with
engine start, meets the engine start definition for at least two seconds
plus or minus one second, and ends with engine shutoff.

Limp-home operation as used in §86.010-18 means an operating mode that
an engine is designed to enter upon determining that normal operation
cannot be maintained. In general, limp-home operation implies that a
component or system is not operating properly or is believed to be not
operating properly.

Malfunction means the conditions have been met that require the
activation of an OBD malfunction indicator light and storage of a DTC.

MIL-on DTC means the diagnostic trouble code stored when an OBD system
has detected and confirmed that a malfunction exists (e.g., typically on
the second drive cycle during which a given OBD monitor has evaluated a
system or component).  Industry standards may refer to this as a
confirmed or an active DTC.

Pending DTC means the diagnostic trouble code stored upon the detection
of a potential malfunction.

Permanent DTC means a DTC that corresponds to a MIL-on DTC and is stored
in non-volatile random access memory (NVRAM).  A permanent DTC can only
be erased by the OBD system itself and cannot be erased through human
interaction with the OBD system or any onboard computer.

Previous-MIL-on DTC means a DTC that corresponds to a MIL-on DTC but is
distinguished by representing a malfunction that the OBD system has
determined no longer exists but for which insufficient operation has
occurred to satisfy the DTC erasure provisions.

Potential malfunction means that conditions have been detected that meet
the OBD malfunction criteria but for which more drive cycles are allowed
to provide further evaluation prior to confirming that a malfunction
exists.

Rationality check, in the context of onboard diagnostics, means
verifying that a component that provides input to a control computer
provides an accurate input to the control computer while in the range of
normal operation and when compared to all other available information.

Similar conditions, in the context of onboard diagnostics, means engine
conditions having an engine speed within 375 rpm, load conditions within
20 percent, and the same warm up status (i.e., cold or hot). The
manufacturer may use other definitions of similar conditions based on
comparable timeliness and reliability in detecting similar engine
operation.  

§ 86.010-17 On-board Diagnostics for engines used in applications less
than or equal to 14,000 pounds GVWR.

Section 86.010–17 includes text that specifies requirements that
differ from §86.005–17 and §86.007–17. Where a paragraph in
§86.005–17 or §86.007–17 is identical and applicable to
§86.010–17, this may be indicated by specifying the corresponding
paragraph and the statement “[Reserved]. For guidance see
§86.005–17.” or “[Reserved]. For guidance see §86.007–17.” 

(a) General

(a) General.

(a)(1) All heavy-duty engines intended for use in a heavy-duty vehicle
weighing 14,000 pounds GVWR or less must be equipped with an on-board
diagnostic (OBD) system capable of monitoring all emission-related
engine systems or components during the applicable useful life. All
monitored systems and components must be evaluated periodically, but no
less frequently than once per applicable certification test cycle as
defined in Appendix I, paragraph (f), of this part, or similar trip as
approved by the Administrator. 

(a)(2) An OBD system demonstrated to fully meet the requirements in
§86.1806–10 may be used to meet the requirements of this section,
provided that the Administrator finds that a manufacturer’s decision
to use the flexibility in this paragraph (a)(2) is based on good
engineering judgment.

(b) Malfunction descriptions

(b) introductory text and  (b)(1)(i) [Reserved]. For guidance see
§86.005–17. 

(b)(1)(ii) Diesel. 

(b)(1)(ii)(A) If equipped, reduction catalyst deterioration or
malfunction before it results in exhaust NOx emissions exceeding the
applicable NOx FEL+0.3 g/bhp-hr.  If equipped, oxidation catalyst
deterioration or malfunction before it results in exhaust NMHC emissions
exceeding 2.5 times the applicable NMHC standard. These catalyst
monitoring requirements need not be done if the manufacturer can
demonstrate that deterioration or malfunction of the system will not
result in exceedance of the threshold. 

(b)(1)(ii)(B) If equipped, diesel particulate trap deterioration or
malfunction before it results in exhaust emissions exceeding any of the
following levels: the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr
PM, whichever is higher; or, exhaust NMHC emissions exceeding 2.5 times
the applicable NMHC standard.  Catastrophic failure of the particulate
trap must also be detected.  In addition, the absence of the particulate
trap or the trapping substrate must be detected.

(b)(2) [Reserved]. For guidance see §86.005–17.

(b)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices. 

(b)(3)(i)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(i)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2.5 times the
applicable NMHC standard.

(b)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices.

(b)(3)(ii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO. 

(b)(3)(ii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2.5 times the
applicable NMHC standard; or, 2.5 times the applicable CO standard.

(b)(3)(iii) NOx sensors. 

(b)(3)(iii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(iii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr.

(b)(4) [Reserved]. For guidance see §86.005–17.

(b)(5) Other emission control systems and components. 

(b)(5)(i) Otto-cycle. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, the secondary air system, if equipped, and
the fuel control system, singularly resulting in exhaust emissions
exceeding 1.5 times the applicable emission standard or FEL for NMHC,
NOx or CO. For engines equipped with a secondary air system, a
functional check, as described in §86.005-17(b)(6), may satisfy the
requirements of this paragraph (b)(5) provided the manufacturer can
demonstrate that deterioration of the flow distribution system is
unlikely. This demonstration is subject to Administrator approval and,
if the demonstration and associated functional check are approved, the
diagnostic system must indicate a malfunction when some degree of
secondary airflow is not detectable in the exhaust system during the
check. For engines equipped with positive crankcase ventilation (PCV),
monitoring of the PCV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the PCV
system is unlikely to fail.

(b)(5)(ii) Diesel. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, and the fuel control system, singularly
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2.5x the applicable
NMHC standard; or, 2.5x the applicable CO standard. A functional check,
as described in §86.005-17(b)(6), may satisfy the requirements of this
paragraph (b)(5) provided the manufacturer can demonstrate that a
malfunction would not cause emissions to exceed the applicable levels.
This demonstration is subject to Administrator approval. For engines
equipped with crankcase ventilation (CV), monitoring of the CV system is
not necessary provided the manufacturer can demonstrate to the
Administrator’s satisfaction that the CV system is unlikely to fail.

(b)(6) [Reserved]. For guidance see §86.005–17.

(b)(7) [Reserved]. For guidance see §86.007–17.

(c) MIL

(c) [Reserved]. For guidance see §86.005–17.

(d) MIL illumination

(d) MIL illumination. 

(d)(1) The MIL must illuminate and remain illuminated when any of the
conditions specified in paragraph (b) of this section are detected and
verified, or whenever the engine control enters a default or secondary
mode of operation considered abnormal for the given engine operating
conditions. The MIL must blink once per second under any period of
operation during which engine misfire is occurring and catalyst damage
is imminent. If such misfire is detected again during the following
driving cycle (i.e., operation consisting of, at a minimum, engine
start-up and engine shut-off) or the next driving cycle in which similar
conditions are encountered, the MIL must maintain a steady illumination
when the misfire is not occurring and then remain illuminated until the
MIL extinguishing criteria of this section are satisfied. The MIL must
also illuminate when the vehicle's ignition is in the “key-on”
position before engine starting or cranking and extinguish after engine
starting if no malfunction has previously been detected. If a fuel
system or engine misfire malfunction has previously been detected, the
MIL may be extinguished if the malfunction does not reoccur during three
subsequent sequential trips during which similar conditions are
encountered and no new malfunctions have been detected. Similar
conditions are defined as engine speed within 375 rpm, engine load
within 20 percent, and engine warm-up status equivalent to that under
which the malfunction was first detected. If any malfunction other than
a fuel system or engine misfire malfunction has been detected, the MIL
may be extinguished if the malfunction does not reoccur during three
subsequent sequential trips during which the monitoring system
responsible for illuminating the MIL functions without detecting the
malfunction, and no new malfunctions have been detected. Upon
Administrator approval, statistical MIL illumination protocols may be
employed, provided they result in comparable timeliness in detecting a
malfunction and evaluating system performance, i.e., three to six
driving cycles would be considered acceptable.

(d)(2) Drive cycle or driving cycle, in the context of this section
§86.010-17, the definition for drive cycle or driving cycle given in
§86.010-2 is enhanced.  A drive cycle means an OBD trip that consists
of engine startup and engine shutoff and includes the period of engine
off time up to the next engine startup.  For vehicles that employ engine
shutoff strategies (e.g., engine shutoff at idle), the manufacturer may
use an alternative definition for drive cycle (e.g., key-on followed by
key-off).  Any alternative definition must be based on equivalence to
engine startup and engine shutoff signaling the beginning and ending of
a single driving event for a conventional vehicle.  For applications
that span 14,000 pounds GVWR, the manufacturer may use the drive cycle
definition of §86.010-18 in lieu of the definition in this paragraph.

(e) thru (k) 

(e), (f), (g), and (h)(1)(i) through (h)(1)(iv) [Reserved]. For guidance
see §86.005–17.

(h)(1)(v) [Reserved]. For guidance see §86.007–17.

(h)(1)(vi) through (h)(3) [Reserved]. For guidance see §86.005–17.

(i) and (j) [Reserved]. For guidance see §86.007–17.

(k) [Reserved.]

§ 86.010-18 On-board Diagnostics for engines used in applications
greater than 14,000 pounds GVWR.

(a) General

General. According to the implementation schedule shown in paragraph (o)
of this section, heavy-duty engines intended for use in a heavy-duty
vehicle weighing more than 14,000 pounds GVWR must be equipped with an
on-board diagnostic (OBD) system capable of monitoring all
emission-related engine systems or components during the life of the
engine. The OBD system is required to detect all malfunctions specified
in paragraphs (g), (h), and (i) of this section although the OBD system
is not required to use a unique monitor to detect each of those
malfunctions.

When the OBD system detects a malfunction, it must store a pending, a
MIL-on, or a previous-MIL-on diagnostic trouble code (DTC) in the
onboard computer’s memory.  A malfunction indicator light (MIL) must
also be activated as specified in paragraph (b) of this section.

The OBD system must be equipped with a data link connector to provide
access to the stored DTCs as specified in paragraph (k)(2) of this
section.

The OBD system cannot be programmed or otherwise designed to deactivate
based on age and/or mileage. This requirement does not alter existing
law and enforcement practice regarding a manufacturer’s liability for
an engine beyond its regulatory useful life, except where an engine has
been programmed or otherwise designed so that an OBD system deactivates
based on age and/or mileage of the engine.

Drive cycle or driving cycle, in the context of this section, the
definition for drive cycle or driving cycle given in §86.010-2 is
enhanced.  A drive cycle means an OBD trip that meets any of the
conditions of paragraphs (a)(4)(i) through (a)(4)(iv) of this section.
Further, for OBD monitors that run during engine-off conditions, the
period of engine-off time following engine shutoff and up to the next
engine start may be considered part of the drive cycle for the
conditions of paragraphs (a)(4)(i) and (a)(4)(iv) of this section.  For
engines/vehicles that employ engine shutoff OBD monitoring strategies
that do not require the vehicle operator to restart the engine to
continue vehicle operation (e.g., a hybrid bus with engine shutoff at
idle), the manufacturer may use an alternative definition for drive
cycle (e.g., key-on followed by key-off).  Any alternative definition
must be based on equivalence to engine startup and engine shutoff
signaling the beginning and ending of a single driving event for a
conventional vehicle.  For engines that are not likely to be routinely
operated for long continuous periods of time, a manufacturer may also
request approval to use an alternative definition for drive cycle (e.g.,
solely based on engine start and engine shutoff without regard to four
hours of continuous engine-on time).  Administrator approval of the
alternative definition will be based on manufacturer-submitted data
and/or information demonstrating the typical usage, operating habits,
and/or driving patterns of these vehicles.

Begins with engine start and ends with engine shutoff;

Begins with engine start and ends after four hours of continuous
engine-on operation;

Begins at the end of the previous four hours of continuous engine-on
operation and ends after four hours of continuous engine-on operation;
or

Begins at the end of the previous four hours of continuous engine-on
operation and ends with engine shutoff.

(b) MIL and DTCs

Malfunction indicator light (MIL) and Diagnostic Trouble Codes (DTC).
The OBD system must incorporate a malfunction indicator light (MIL) or
equivalent and must store specific types of diagnostic trouble codes
(DTC).

MIL specifications. 

[Reserved.]

The OBD system must activate the MIL when the ignition is in the
key-on/engine-off position before engine cranking to indicate that the
MIL is functional.  The MIL shall be activated continuously during this
functional check for a minimum of 5 seconds.  During this MIL key-on
functional check, the data stream value (see paragraph (k)(4)(ii) of
this section) for MIL status must indicate “commanded off” unless
the OBD system has detected a malfunction and has stored a MIL-on DTC. 
This MIL key-on functional check is not required during vehicle
operation in the key-on/engine-off position subsequent to the initial
engine cranking of an ignition cycle (e.g., due to an engine stall or
other non-commanded engine shutoff).

As an option, the MIL may be used to indicate readiness status (see
paragraph (k)(4)(i) of this section) in a standardized format in the
key-on/engine-off position.

A manufacturer may also use the MIL to indicate which, if any, DTCs are
currently stored (e.g., to “blink” the stored DTCs).  Such use must
not activate unintentionally during routine driver operation.

[Reserved.]

MIL activation and DTC storage protocol.

Within 10 seconds of detecting a potential malfunction, the OBD system
must store a pending DTC that identifies the potential malfunction.

If the potential malfunction is again detected before the end of the
next drive cycle during which monitoring occurs (i.e., the potential
malfunction has been confirmed as a malfunction), then within 10 seconds
of such detection the OBD system must activate the MIL continuously and
store a MIL-on DTC.  If the potential malfunction is not detected before
the end of the next drive cycle during which monitoring occurs (i.e.,
there is no indication of the malfunction at any time during the drive
cycle), the corresponding pending DTC should be erased at the end of the
drive cycle.  Similarly, if a malfunction is detected for the first time
and confirmed on a given drive cycle without need for further
evaluation, then within 10 seconds of such detection the OBD system must
activate the MIL continuously and store a MIL-on DTC.

A manufacturer may request Administrator approval to employ alternative
statistical MIL activation and DTC storage protocols to those specified
in paragraphs (b)(2)(i) and (b)(2)(ii) of this section.  Approval will
depend upon the manufacturer providing data and/or engineering
evaluations that demonstrate that the alternative protocols can evaluate
system performance and detect malfunctions in a manner that is equally
effective and timely.  Strategies requiring on average more than six
drive cycles for MIL activation will not be accepted.

The OBD system must store a “freeze frame” of the operating
conditions (as defined in paragraph (k)(4)(iii) of this section) present
upon detecting a malfunction or a potential malfunction.  In the event
that a pending DTC has matured to a MIL-on DTC, the manufacturer shall
either retain the currently stored freeze frame conditions or replace
the stored freeze frame with freeze frame conditions regarding the
MIL-on DTC. Any freeze frame stored in conjunction with any pending DTC
or MIL-on DTC should be erased upon erasure of the corresponding DTC.  

If the engine enters a limp-home mode of operation that can affect
emissions or the performance of the OBD system, or in the event of a
malfunction of an onboard computer(s) itself that can affect the
performance of the OBD system, the OBD system must activate the MIL and
store a MIL-on DTC within 10 seconds to inform the vehicle operator. If
the limp-home mode of operation is recoverable (i.e., operation
automatically returns to normal at the beginning of the following
ignition cycle), the OBD system may wait to activate the MIL and store
the MIL-on DTC if the limp-home mode of operation is again entered
before the end of the next ignition cycle rather than activating the MIL
within 10 seconds on the first drive cycle during which the limp-home
mode of operation is entered.

Before the end of an ignition cycle, the OBD system must store a
permanent DTC(s) that corresponds to any stored MIL-on DTC(s).  

MIL deactivation and DTC erasure protocol.  

Deactivating the MIL.  Except as otherwise provided for in paragraph
(g)(6)(iv)(B) of this section for empty reductant tanks, and paragraphs
(h)(1)(iv)(F), (h)(2)(viii), and (h)(7)(iv)(B) of this section for
gasoline fuel system, misfire, and evaporative system malfunctions, once
the MIL has been activated, it may be deactivated after three subsequent
sequential drive cycles during which the monitoring system responsible
for activating the MIL functions and the previously detected malfunction
is no longer present and provided no other malfunction has been detected
that would independently activate the MIL according to the requirements
outlined in paragraph (b)(2) of this section.

Erasing a MIL-on DTC. The OBD system may erase a MIL-on DTC if the
identified malfunction has not again been detected in at least 40 engine
warm up cycles and the MIL is presently not activated for that
malfunction.  The OBD system may also erase a MIL-on DTC upon
deactivating the MIL according to paragraph (b)(3)(i) of this section
provided a previous-MIL-on DTC is stored upon erasure of the MIL-on DTC.
 The OBD system may erase a previous-MIL-on DTC if the identified
malfunction has not again been detected in at least 40 engine warm up
cycles and the MIL is presently not activated for that malfunction.

Erasing a permanent DTC. The OBD system can erase a permanent DTC only
if either of the following conditions occur:

The OBD system itself determines that the malfunction that caused the
corresponding MIL-on DTC to be stored is no longer present and is not
commanding activation of the MIL, concurrent with the requirements of
paragraph (b)(3)(i) of this section.

Subsequent to erasing the DTC information from the on-board computer
(i.e., through the use of a scan tool or a battery disconnect), the OBD
monitor for the malfunction that caused the permanent DTC to be stored
has executed the minimum number of monitoring events necessary for MIL
activation and has determined that the malfunction is no longer present.

Exceptions to MIL and DTC requirements. 

If a limp-home mode of operation causes a overt indication (e.g.,
activation of a red engine shut-down warning light) such that the driver
is certain to respond and have the problem corrected, a manufacturer may
choose not to activate the MIL as required by paragraph (b)(2)(v) of
this section. Additionally, if an auxiliary emission control device has
been properly activated as approved by the Administrator, a manufacturer
may choose not to activate the MIL.

For gasoline engines, a manufacturer may choose to meet the MIL and DTC
requirements in §86.010-17 in lieu of meeting the requirements of
paragraph (b) of §86.010-18.

(c) Monitoring conditions

Monitoring conditions. The OBD system must monitor and detect the
malfunctions specified in paragraphs (g), (h), and (i) of this section
under the following general monitoring conditions.  The more specific
monitoring conditions of paragraph (d) of this section are sometimes
required according to the provisions of paragraphs (g), (h), and (i) of
this section.

As specifically provided for in paragraphs (g), (h), and (i) of this
section, the monitoring conditions for detecting malfunctions must be
technically necessary to ensure robust detection of malfunctions (e.g.,
avoid false passes and false indications of malfunctions); designed to
ensure monitoring will occur under conditions that may reasonably be
expected to be encountered in normal vehicle operation and normal
vehicle use; and, designed to ensure monitoring will occur during the
FTP transient test cycle contained in Appendix I paragraph (f), of this
part, or similar drive cycle as approved by the Administrator.

Monitoring must occur at least once per drive cycle in which the
monitoring conditions are met.

Manufacturers may request approval to define monitoring conditions that
are not encountered during the FTP cycle as required in paragraph (c)(1)
of this section.  In evaluating the manufacturer’s request, the
Administrator will consider the degree to which the requirement to run
during the FTP transient cycle restricts monitoring during in-use
operation, the technical necessity for defining monitoring conditions
that are not encountered during the FTP cycle, data and/or an
engineering evaluation submitted by the manufacturer that demonstrate
that the component/system does not normally function during the FTP,
whether monitoring is otherwise not feasible during the FTP cycle,
and/or the ability of the manufacturer to demonstrate that the
monitoring conditions satisfy the minimum acceptable in-use monitor
performance ratio requirement as defined in paragraph (d) of this
section.

(d) In-use performance tracking

In-use performance tracking. As specifically required in paragraphs (g),
(h), and (i) of this section, the OBD system must monitor and detect the
malfunctions specified in paragraphs (g), (h), and (i) of this section
according to the criteria of this paragraph (d).  The OBD system is not
required to track and report in-use performance for monitors other than
those specifically identified in paragraph (d)(1) of this section.

The manufacturer must implement software algorithms in the OBD system to
individually track and report the in-use performance of the following
monitors, if equipped, in the standardized format specified in paragraph
(e) of this section: NMHC converting catalyst (paragraph (g)(5) of this
section); NOx converting catalyst (paragraph (g)(6) of this section;
gasoline catalyst (paragraph (h)(6) of this section); exhaust gas sensor
(paragraph (g)(9) or (h)(8) of this section); evaporative system
(paragraph (h)(7) of this section); EGR system (paragraph (g)(3) or 
(h)(3) of this section);  VVT system (paragraph (g)(10) or (h)(9) of
this section); secondary air system (paragraph (h)(5) of this section);
DPF system (paragraph (g)(8) of this section); boost pressure control
system (paragraph (g)(4) of this section); and, NOx adsorber system
(paragraph (g)(7) of this section).

(d)(1)(i) The manufacturer shall not use the calculated ratio specified
in paragraph (d)(2) of this section or any other indication of monitor
frequency as a monitoring condition for a monitor (e.g., using a low
ratio to enable more frequent monitoring through diagnostic executive
priority or modification of other monitoring conditions, or using a high
ratio to enable less frequent monitoring).

(d)(1)(ii) [Reserved.]

In-use performance ratio definition. For monitors required to meet the
requirements of paragraph (d) of this section, the performance ratio
must be calculated in accordance with the specifications of this
paragraph (d)(2).

The numerator of the performance ratio is defined as the number of times
a vehicle has been operated such that all monitoring conditions have
been encountered that are necessary for the specific monitor to detect a
malfunction.

The denominator is defined as the number of times a vehicle has been
operated in accordance with the provisions of paragraph (d)(4) of this
section.

The performance ratio is defined as the numerator divided by the
denominator.

Specifications for incrementing the numerator. 

Except as provided for in paragraph (d)(3)(v) of this paragraph (d)(3),
the numerator, when incremented, must be incremented by an integer of
one.  The numerator shall not be incremented more than once per drive
cycle.

The numerator for a specific monitor must be incremented within 10
seconds if and only if the following criteria are satisfied on a single
drive cycle:

Every monitoring condition has been satisfied that is necessary for the
specific monitor to detect a malfunction and store a pending DTC,
including applicable enable criteria, presence or absence of related
DTCs, sufficient length of monitoring time, and diagnostic executive
priority assignments (e.g., diagnostic “A” must execute prior to
diagnostic “B”).  For the purpose of incrementing the numerator,
satisfying all the monitoring conditions necessary for a monitor to
determine that the monitor is not malfunctioning shall not, by itself,
be sufficient to meet this criteria.

For monitors that require multiple stages or events in a single drive
cycle to detect a malfunction, every monitoring condition necessary for
all events to complete must be satisfied.

For monitors that require intrusive operation of components to detect a
malfunction, a manufacturer must request approval of the strategy used
to determine that, had a malfunction been present, the monitor would
have detected the malfunction.  Administrator approval of the request
will be based on the equivalence of the strategy to actual intrusive
operation and the ability of the strategy to determine accurately if
every monitoring condition was satisfied that was necessary for the
intrusive event to occur.

For the secondary air system monitor, the criteria in paragraphs
(d)(3)(ii)(A) through (d)(3)(ii)(C) of this section are satisfied during
normal operation of the secondary air system.  Monitoring during
intrusive operation of the secondary air system later in the same drive
cycle for the sole purpose of monitoring shall not, by itself, be
sufficient to meet these criteria.

For monitors that can generate results in a “gray zone” or
“non-detection zone” (i.e., monitor results that indicate neither a
properly operating system nor a malfunctioning system) or in a
“non-decision zone” (e.g., monitors that increment and decrement
counters until a pass or fail threshold is reached), the numerator, in
general, shall not be incremented when the monitor indicates a result in
the “non-detection zone” or prior to the monitor reaching a complete
decision.  When necessary, the Administrator will consider data and/or
engineering analyses submitted by the manufacturer demonstrating the
expected frequency of results in the “non-detection zone” and the
ability of the monitor to determine accurately, had an actual
malfunction been present, whether or not the monitor would have detected
a malfunction instead of a result in the “non-detection zone.”

For monitors that run or complete their evaluation with the engine off,
the numerator must be incremented either within 10 seconds of the
monitor completing its evaluation in the engine off state, or during the
first 10 seconds of engine start on the subsequent drive cycle.

Manufacturers that use alternative statistical MIL activation protocols
as allowed in paragraph (b)(2)(iii) of this section for any of the
monitors requiring a numerator, are required to increment the
numerator(s) appropriately.  The manufacturer may be required to provide
supporting data and/or engineering analyses demonstrating both the
equivalence of their incrementing approach to the incrementing specified
in this paragraph (d)(3) for monitors using the standard MIL activation
protocol.  

Specifications for incrementing the denominator. 

The denominator, when incremented, must be incremented by an integer of
one.  The denominator shall not be incremented more than once per drive
cycle.

The denominator for each monitor must be incremented within 10 seconds
if and only if the following criteria are satisfied on a single drive
cycle:

Cumulative time since the start of the drive cycle is greater than or
equal to 600 seconds while at an elevation of less than 8,000 feet
(2,400 meters) above sea level and at an ambient temperature of greater
than or equal to 20 degrees Fahrenheit (-7 C);

Cumulative gasoline engine operation at or above 25 miles per hour or
diesel engine operation at or above 15% calculated load, either of which
occurs for greater than or equal to 300 seconds while at an elevation of
less than 8,000 feet (2,400 meters) above sea level and at an ambient
temperature of greater than or equal to 20 degrees Fahrenheit (-7 C);
and

Continuous vehicle operation at idle (e.g., accelerator pedal released
by driver and vehicle speed less than or equal to one mile per hour) for
greater than or equal to 30 seconds while at an elevation of less than
8,000 feet (2,400 meters) above sea level and at an ambient temperature
of greater than or equal to 20 degrees Fahrenheit (-7 C).

In addition to the requirements of paragraph (d)(4)(ii) of this section,
the evaporative system monitor denominator(s) may be incremented if and
only if:

Cumulative time since the start of the drive cycle is greater than or
equal to 600 seconds while at an ambient temperature of greater than or
equal to 40 degrees Fahrenheit (4 C) but less than or equal to 95
degrees Fahrenheit (35 C); and,

Engine cold start occurs with the engine coolant temperature greater
than or equal to 40 degrees Fahrenheit (4 C) but less than or equal to
95 degrees Fahrenheit (35 C) and less than or equal to 12 degrees
Fahrenheit (7 C) higher than the ambient temperature.

In addition to the requirements of paragraph (d)(4)(ii) of this section,
the denominator(s) for the following monitors may be incremented if and
only if the component or strategy is commanded “on” for a time
greater than or equal to 10 seconds.  For purposes of determining this
commanded “on” time, the OBD system shall not include time during
intrusive operation of any of the components or strategies that occurs
later in the same drive cycle for the sole purpose of monitoring.

Secondary air system (paragraph (h)(5) of this section)

Cold start emission reduction strategy (paragraph (h)(4) of this
section)

Components or systems that operate only at engine start-up (e.g., glow
plugs, intake air heaters) and are subject to monitoring under “other
emission control systems” (paragraph (i)(4) of this section) or
comprehensive component output components (paragraph (i)(3)(iii) of this
section).

In addition to the requirements of paragraph (d)(4)(ii) of this section,
the denominator(s) for the following monitors of output components
(except those operated only at engine start-up and subject to the
requirements of  paragraph  (d)(4)(iv) of this section, may be
incremented if and only if the component is commanded to function (e.g.,
commanded “on”, “opened”, “closed”, “locked”) on two or
more occasions during the drive cycle or for a time greater than or
equal to 10 seconds, whichever occurs first:

Variable valve timing and/or control system (paragraph (g)(10) or (h)(9)
of this section)

 “Other emission control systems” (paragraph (i)(4) of this section)

Comprehensive component output component (paragraph (i)(3) of this
section) (e.g., turbocharger waste-gates, variable length manifold
runners).

For monitors of the following components, the manufacturer may use
alternative or additional criteria for incrementing the denominator to
that set forth in paragraph (d)(4)(ii) of this section.  To do so, the
alternative criteria must be based on equivalence to the criteria of
paragraph (d)(4)(ii) of this section in measuring the frequency of
monitor operation relative to the amount of engine operation:

Engine cooling system input components (paragraph (i)(1) of this
section) 

“Other emission control systems” (paragraph (i)(4) of this section)

Comprehensive component input components that require extended
monitoring evaluation (paragraph (i)(3) of this section) (e.g., stuck
fuel level sensor rationality).

For monitors of the following components or other emission controls that
experience infrequent regeneration events, the manufacturer may use
alternative or additional criteria for incrementing the denominator to
that set forth in paragraph (d)(4)(ii) of this section.  To do so, the
alternative criteria must be based on equivalence to the criteria of
paragraph (d)(4)(ii) of this section in measuring the frequency of
monitor operation relative to the amount of engine operation:

Oxidation catalyst (paragraph (g)(5) of this section)

DPF (paragraph (g)(8) of this section).

For hybrids that employ alternative engine start hardware or strategies
(e.g., integrated starter and generators), or alternative fuel vehicles
(e.g., dedicated, bi-fuel, or dual-fuel applications), the manufacturer
may use alternative criteria for incrementing the denominator to that
set forth in paragraph (d)(4)(ii) of this section.  In general, the
Administrator will not approve alternative criteria for those hybrids
that employ engine shut off only at or near idle and/or vehicle stop
conditions.  To use alternative criteria, the alternative criteria must
be based on the equivalence to the criteria of paragraph (d)(4)(ii) of
this section in measuring the amount of vehicle operation relative to
the measure of conventional vehicle operation.

Disablement of numerators and denominators.

Within 10 seconds of detecting a malfunction (i.e., a pending or a
MIL-on DTC has been stored) that disables a monitor for which the
monitoring conditions in paragraph (d) of this section must be met, the
OBD system must stop incrementing the numerator and denominator for any
monitor that may be disabled as a consequence of the detected
malfunction.  Within 10 seconds of the time at which the malfunction is
no longer being detected (e.g., the pending DTC is erased through OBD
system self-clearing or through a scan tool command), incrementing of
all applicable numerators and denominators must resume.

Within 10 seconds of the start of a power take-off unit (e.g., dump bed,
snow plow blade, or aerial bucket, etc.) that disables a monitor for
which the monitoring conditions in paragraph (d) of this section must be
met, the OBD system must stop incrementing the numerator and denominator
for any monitor that may be disabled as a consequence of power take-off
operation.  Within 10 seconds of the time at which the power take-off
operation ends, incrementing of all applicable numerators and
denominators must resume.

Within 10 seconds of detecting a malfunction (i.e., a pending or a
MIL-on DTC has been stored) of any component used to determine if the
criteria of paragraphs (d)(4)(ii) and (d)(4)(iii) of this section are
satisfied, the OBD system must stop incrementing all applicable
numerators and denominators.  Within 10 seconds of the time at which the
malfunction is no longer being detected (e.g., the pending DTC is erased
through OBD system self-clearing or through a scan tool command),
incrementing of all applicable numerators and denominators must resume.

(e) Standardized tracking and reporting of in-use monitor performance

Standardized tracking and reporting of in-use monitor performance.

General. For monitors required to track and report in-use monitor
performance according to paragraph (d) of this section, the performance
data must be tracked and reported in accordance with the specifications
in paragraphs (d)(2), (e), and (k)(5) of this section.  The OBD system
must separately report an in-use monitor performance numerator and
denominator for each of the following components:

For diesel engines, NMHC catalyst bank 1, NMHC catalyst bank 2, NOx
catalyst bank 1, NOx catalyst bank 2, exhaust gas sensor bank 1, exhaust
gas sensor bank 2, EGR/VVT system, DPF, boost pressure control system,
and NOx adsorber.  The OBD system must also report a general denominator
and an ignition cycle counter in the standardized format specified in
paragraphs (e)(5), (e)(6), and (k)(5) of this section.

For gasoline engines, catalyst bank 1, catalyst bank 2, exhaust gas
sensor bank 1, exhaust gas sensor bank 2, evaporative leak detection
system, EGR/VVT system, and secondary air system.  The OBD system must
also report a general denominator and an ignition cycle counter in the
standardized format specified in paragraphs (e)(5), (e)(6), and (k)(5)
of this section.

For specific components or systems that have multiple monitors that are
required to be reported under paragraphs (g) and (h) of this section
(e.g., exhaust gas sensor bank 1 may have multiple monitors for sensor
response or other sensor characteristics), the OBD system must
separately track numerators and denominators for each of the specific
monitors and report only the corresponding numerator and denominator for
the specific monitor that has the lowest numerical ratio.  If two or
more specific monitors have identical ratios, the corresponding
numerator and denominator for the specific monitor that has the highest
denominator must be reported for the specific component.

Numerator. 

The OBD system must report a separate numerator for each of the
applicable components listed in paragraph (e)(1) of this section.

The numerator(s) must be reported in accordance with the specifications
in paragraph (k)(5)(ii)of this section.

Denominator.

The OBD system must report a separate denominator for each of the
applicable components listed in paragraph (e)(1) of this section.

The denominator(s) must be reported in accordance with the
specifications in paragraph (k)(5)(ii)of this section.

Monitor performance ratio. For purposes of determining which
corresponding numerator and denominator to report as required in
paragraph (e)(1)(iii) of this section, the ratio must be calculated in
accordance with the specifications in paragraph (k)(5)(iii) of this
section.

Ignition cycle counter.

The ignition cycle counter is defined as a counter that indicates the
number of ignition cycles a vehicle has experienced according to the
specifications of paragraph (e)(5)(ii)(B) of this section. The ignition
cycle counter must be reported in accordance with the specifications in
paragraph (k)(5)(ii)of this section.

The ignition cycle counter must be incremented as follows:

The ignition cycle counter, when incremented, must be incremented by an
integer of one.  The ignition cycle counter shall not be incremented
more than once per ignition cycle.

The ignition cycle counter must be incremented within 10 seconds if and
only if the engine exceeds an engine speed of 50 to 150 rpm below the
normal, warmed-up idle speed (as determined in the drive position for
engines paired with an automatic transmission) for at least two seconds
plus or minus one second.

Within 10 seconds of detecting a malfunction (i.e., a pending or a
MIL-on DTC has been stored) of any component used to determine if the
criteria in paragraph (e)(5)(ii)(B) of this section are satisfied (i.e.,
engine speed or time of operation), the OBD system must stop
incrementing the ignition cycle counter. Incrementing of the ignition
cycle counter shall not be stopped for any other condition.  Within 10
seconds of the time at which the malfunction is no longer being detected
(e.g., the pending DTC is erased through OBD system self-clearing or
through a scan tool command), incrementing of the ignition cycle counter
must resume.

General denominator.

The general denominator is defined as a measure of the number of times
an engine has been operated according to the specifications of paragraph
(e)(6)(ii)(B) of this section.  The general denominator must be reported
in accordance with the specifications in paragraph (k)(5)(ii)of this
section.

The general denominator must be incremented as follows:

The general denominator, when incremented, must be incremented by an
integer of one.  The general denominator shall not be incremented more
than once per drive cycle.

The general denominator must be incremented within 10 seconds if and
only if the criteria identified in paragraph (d)(4)(ii) of this section
are satisfied on a single drive cycle.

Within 10 seconds of detecting a malfunction (i.e., a pending or a
MIL-on DTC has been stored) of any component used to determine if the
criteria in paragraph (d)(4)(ii) of this section are satisfied (i.e.,
vehicle speed/load, ambient temperature, elevation, idle operation, or
time of operation), the OBD system must stop incrementing the general
denominator. Incrementing of the general denominator shall not be
stopped for any other condition (e.g., the disablement criteria in
paragraphs (d)(5)(i) and (d)(5)(ii) of this section shall not disable
the general denominator).  Within 10 seconds of the time at which the
malfunction is no longer being detected (e.g., the pending DTC is erased
through OBD system self-clearing or through a scan tool command),
incrementing of the general denominator must resume.

(f) Malfunction criteria determination

Malfunction criteria determination.

In determining the malfunction criteria for the diesel engine monitors
required under paragraphs (g) and (i) of this section that are required
to indicate a malfunction before emissions exceed an emission threshold
based on any applicable standard, the manufacturer must:

Use the emission test cycle and standard (i.e., the transient FTP or the
supplemental emissions test (SET)) determined by the manufacturer to be
more stringent (i.e., to result in higher emissions with the same level
of monitored component malfunction).  The manufacturer must use data
and/or engineering analysis to determine the test cycle and standard
that is more stringent.

Identify in the certification documentation required under paragraph (m)
of this section, the test cycle and standard determined by the
manufacturer to be the most stringent for each applicable monitor.

If the Administrator reasonably believes that a manufacturer has
determined incorrectly the test cycle and standard that is most
stringent, the manufacturer must be able to provide emission data and/or
engineering analysis supporting their choice of test cycle and standard.

On engines equipped with emission controls that experience infrequent
regeneration events, a manufacturer must adjust the emission test
results that are used to determine the malfunction criteria for monitors
that are required to indicate a malfunction before emissions exceed a
certain emission threshold.  For each such monitor, the manufacturer
must adjust the emission result as done in accordance with the
provisions of section 86.004-28(i) with the component for which the
malfunction criteria are being established having been deteriorated to
the malfunction threshold.  The adjusted emission value must be used for
purposes of determining whether or not the applicable emission threshold
is exceeded.

For purposes of this paragraph (f)(2) of this section, regeneration
means an event, by design, during which emissions levels change while
the emission control performance is being restored.

For purposes of this paragraph (f)(2) of this section, infrequent means
having an expected frequency of less than once per transient FTP cycle.

For gasoline engines, rather than meeting the malfunction criteria
specified under paragraphs (h) and (i) of this section, the manufacturer
may request approval to use an OBD system certified to the requirements
of §86.010-17.  To do so, the manufacturer must demonstrate use of good
engineering judgment in determining equivalent malfunction detection
criteria to those required in this section.

(g) Monitoring requirements for diesel-fueled/CI engines

OBD monitoring requirements for diesel-fueled/compression-ignition
engines. The following table shows the thresholds at which point certain
components or systems, as specified in this paragraph (g), are
considered malfunctioning.

Table   SEQ Table \* ARABIC  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)

(g)(10)	2.5x	2.5x	+0.3	0.03/+0.02

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.



(g)(1) Fuel system

Fuel system monitoring.

General. The OBD system must monitor the fuel delivery system to verify
that it is functioning properly.  The individual electronic components
(e.g., actuators, valves, sensors, pumps) that are used in the fuel
system and are not specifically addressed in this paragraph (g)(1) must
be monitored in accordance with the  requirements of paragraph (i)(3)of
this section.

Fuel system malfunction criteria. 

Fuel system pressure control. The OBD system must monitor the fuel
system’s ability to control to the desired fuel pressure. This
monitoring must be done continuously unless new hardware has to be
added, in which case the monitoring must be done at least once per drive
cycle.  The OBD system must detect a malfunction of the fuel system’s
pressure control system when the pressure control system is unable to
maintain an engine’s emissions at or below the emissions thresholds
for “other monitors” as shown in Table 1 of this paragraph (g).  For
engines in which no failure or deterioration of the fuel system pressure
control could result in an engine’s emissions exceeding the applicable
emissions thresholds, the OBD system must detect a malfunction when the
system has reached its control limits such that the commanded fuel
system pressure cannot be delivered.

Fuel system injection quantity. The OBD system must detect a malfunction
of the fuel injection system when the system is unable to deliver the
commanded quantity of fuel necessary to maintain an engine’s emissions
at or below the emissions thresholds for “other monitors” as shown
in Table 1 of this paragraph (g).  For engines in which no failure or
deterioration of the fuel injection quantity could result in an
engine’s emissions exceeding the applicable emissions thresholds, the
OBD system must detect a malfunction when the system has reached its
control limits such that the commanded fuel quantity cannot be
delivered.

Fuel system injection timing. The OBD system must detect a malfunction
of the fuel injection system when the system is unable to deliver fuel
at the proper crank angle/timing (e.g., injection timing too advanced or
too retarded) necessary to maintain an engine’s emissions at or below
the emissions thresholds for “other monitors” as shown in Table 1 of
this paragraph (g).  For engines in which no failure or deterioration of
the fuel injection timing could result in an engine’s emissions
exceeding the applicable emissions thresholds, the OBD system must
detect a malfunction when the system has reached its control limits such
that the commanded fuel injection timing cannot be achieved.

Fuel system feedback control. See paragraph (i)(6)of this section.

Fuel system monitoring conditions.

The OBD system must monitor continuously for malfunctions identified in
paragraphs (g)(1)(ii)(A) and (g)(1)(ii)(D) of this section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraphs (g)(1)(ii)(B) and (g)(1)(ii)(C) in accordance
with paragraphs (c) and  (d) of this section.

Fuel system MIL activation and DTC storage. The MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(g)(2) Engine misfire

 Engine misfire monitoring.

General. The OBD system must monitor the engine for misfire causing
excess emissions. 

Engine misfire malfunction criteria. The OBD system must be capable of
detecting misfire occurring in one or more cylinders.  To the extent
possible without adding hardware for this specific purpose, the OBD
system must also identify the specific misfiring cylinder. If more than
one cylinder is misfiring continuously, a separate DTC must be stored
indicating that multiple cylinders are misfiring.  When identifying
multiple cylinder misfire, the OBD system is not required to identify
individually through separate DTCs each of the continuously misfiring
cylinders.

Engine misfire monitoring conditions. 

The OBD system must monitor for engine misfire during engine idle
conditions at least once per drive cycle in which the monitoring
conditions for misfire are met.  The manufacturer must be able to
demonstrate via engineering analysis and/or data that the self-defined
monitoring conditions:  are technically necessary to ensure robust
detection of malfunctions (e.g., avoid false passes and false detection
of malfunctions); require no more than 1000 cumulative engine
revolutions; and, do not require any single continuous idle operation of
more than 15 seconds to make a determination that a malfunction is
present (e.g., a decision can be made with data gathered during several
idle operations of 15 seconds or less); or, satisfy the requirements of
paragraph (c) of this section with alternative engine operating
conditions.

Manufacturers may employ alternative monitoring conditions (e.g.,
off-idle) provided the manufacturer is able to demonstrate that the
alternative monitoring ensure equivalent robust detection of
malfunctions and equivalent timeliness in detection of malfunctions.

Engine misfire MIL activation and DTC storage. The MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(g)(3) EGR system

 EGR system monitoring.

General. The OBD system must monitor the EGR system on engines so
equipped for low flow rate, high flow rate, and slow response
malfunctions.  For engines equipped with EGR coolers (e.g., heat
exchangers), the OBD system must monitor the cooler for insufficient
cooling malfunctions.  The individual electronic components (e.g.,
actuators, valves, sensors) that are used in the EGR system must be
monitored in accordance with the comprehensive component requirements in
paragraph (i)(3) of this section.

EGR system malfunction criteria.

EGR low flow.  The OBD system must detect a malfunction of the EGR
system prior to a decrease from the manufacturer’s specified EGR flow
rate that would cause an engine’s emissions to exceed the emissions
thresholds for “other monitors” as shown in Table 1 of this
paragraph (g). For engines in which no failure or deterioration of the
EGR system that causes a decrease in flow could result in an engine’s
emissions exceeding the applicable emissions thresholds, the OBD system
must detect a malfunction when the system has reached its control limits
such that it cannot increase EGR flow to achieve the commanded flow
rate.

EGR high flow. The OBD system must detect a malfunction of the EGR
system, including a leaking EGR valve (i.e., exhaust gas flowing through
the valve when the valve is commanded closed) prior to an increase from
the manufacturer’s specified EGR flow rate that would cause an
engine’s emissions to exceed the emissions thresholds for “other
monitors” as shown in Table 1 of this paragraph (g).  For engines in
which no failure or deterioration of the EGR system that causes an
increase in flow could result in an engine’s emissions exceeding the
applicable emissions thresholds, the OBD system must detect a
malfunction when the system has reached its control limits such that it
cannot reduce EGR flow to achieve the commanded flow rate.

EGR slow response. The OBD system must detect a malfunction of the EGR
system prior to any failure or deterioration in the capability of the
EGR system to achieve the commanded flow rate within a
manufacturer-specified time that would cause an engine’s emissions to
exceed the emissions thresholds for “other monitors” as shown in
Table 1 of this paragraph (g).  The OBD system must monitor both the
capability of the EGR system to respond to a commanded increase in flow
and the capability of the EGR system to respond to a commanded decrease
in flow.

EGR system feedback control. See paragraph (i)(6)of this section.

EGR cooler performance. The OBD system must detect a malfunction of the
EGR cooler prior to a reduction from the manufacturer’s specified
cooling performance that would cause an engine’s emissions to exceed
the emissions thresholds for “other monitors” as shown in Table 1 of
this paragraph (g).  For engines in which no failure or deterioration of
the EGR cooler could result in an engine’s emissions exceeding the
applicable emissions thresholds, the OBD system must detect a
malfunction when the system has no detectable amount of EGR cooling.

EGR system monitoring conditions.

The OBD system must monitor continuously for malfunctions identified in
paragraphs (g)(3)(ii)(A), (g)(3)(ii)(B), and (g)(3)(ii)(D) of this
section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (g)(3)(ii)(C) in accordance with paragraphs (c)
and  (d) of this section, with the exception that monitoring must occur
every time the monitoring conditions are met during the drive cycle
rather than once per drive cycle as required in paragraph (c)(2) of this
section.  For purposes of tracking and reporting as required in
paragraph (d)(1) of this section, all monitors used to detect
malfunctions identified in paragraph (g)(3)(ii)(C) of this section must
be tracked separately but reported as a single set of values as
specified in paragraph (e)(1)(iii) of this section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (g)(3)(ii)(E) of this section in accordance with
paragraphs (c) and  (d) of this section. For purposes of tracking and
reporting as required in paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (g)(3)(ii)(E) of
this section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

The manufacturer may request Administrator approval to disable
temporarily the EGR system monitor(s) under specific conditions (e.g.,
when freezing may affect performance of the system) provided the
manufacturer is able to demonstrate via data or engineering analysis
that a reliable monitor cannot be run when these conditions exist.

EGR system MIL activation and DTC storage. The MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(g)(4) Turbo boost control system

Turbo boost control system monitoring.

General. The OBD system must monitor the boost pressure control system
(e.g., turbocharger) on engines so equipped for under and over boost
malfunctions.  For engines equipped with variable geometry turbochargers
(VGT), the OBD system must monitor the VGT system for slow response
malfunctions.  For engines equipped with charge air cooler systems, the
OBD system must monitor the charge air cooler system for cooling system
performance malfunctions.  The individual electronic components (e.g.,
actuators, valves, sensors) that are used in the boost pressure control
system must be monitored in accordance with the comprehensive component
requirements in paragraph (i)(3) of this section.

Turbo boost control system malfunction criteria.

Turbo underboost. The OBD system must detect a malfunction of the boost
pressure control system prior to a decrease from the manufacturer’s
commanded boost pressure that would cause an engine’s emissions to
exceed the emissions thresholds for “other monitors” as shown in
Table 1 of this paragraph (g).  For engines in which no failure or
deterioration of the boost pressure control system that causes a
decrease in boost could result in an engine’s emissions exceeding the
applicable emissions thresholds, the OBD system must detect a
malfunction when the system has reached its control limits such that it
cannot increase boost to achieve the commanded boost pressure.

Turbo overboost. The OBD system must detect a malfunction of the boost
pressure control system prior to an increase from the manufacturer’s
commanded boost pressure that would cause an engine’s emissions to
exceed the emissions thresholds for “other monitors” as shown in
Table 1 of this paragraph (g).  For engines in which no failure or
deterioration of the boost pressure control system that causes an
increase in boost could result in an engine’s emissions exceeding the
applicable emissions thresholds, the OBD system must detect a
malfunction when the system has reached its control limits such that it
cannot decrease boost to achieve the commanded boost pressure.

VGT slow response. The OBD system must detect a malfunction prior to any
failure or deterioration in the capability of the VGT system to achieve
the commanded turbocharger geometry within a manufacturer-specified time
that would cause an engine’s emissions to exceed the emissions
thresholds for “other monitors” as shown in Table 1 of this
paragraph (g).  For engines in which no failure or deterioration of the
VGT system response could result in an engine’s emissions exceeding
the applicable emissions thresholds, the OBD system must detect a
malfunction of the VGT system when proper functional response of the
system to computer commands does not occur.

Turbo boost feedback control. See paragraph (i)(6)of this section.

Charge air undercooling. The OBD system must detect a malfunction of the
charge air cooling system prior to a decrease from the manufacturer’s
specified cooling rate that would cause an engine’s emissions to
exceed the emissions thresholds for “other monitors” as shown in
Table 1 of this paragraph (g).  For engines in which no failure or
deterioration of the charge air cooling system that causes a decrease in
cooling performance could result in an engine’s emissions exceeding
the applicable emissions thresholds, the OBD system must detect a
malfunction when the system has no detectable amount of charge air
cooling.

Turbo boost monitoring conditions.

The OBD system must monitor continuously for malfunctions identified in
paragraphs (g)(4)(ii)(A), (g)(4)(ii)(B), and (g)(4)(ii)(D) of this
section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (g)(4)(ii)(C) of this section in accordance with
paragraphs (c) and  (d) of this section, with the exception that
monitoring must occur every time the monitoring conditions are met
during the drive cycle rather than once per drive cycle as required in
paragraph (c)(2) of this section.  For purposes of tracking and
reporting as required in paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (g)(4)(ii)(C) of
this section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (g)(4)(ii)(E) of this section in accordance with
paragraphs (c) and  (d) of this section. For purposes of tracking and
reporting as required in paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (g)(4)(ii)(E) of
this section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

Turbo boost system MIL activation and DTC storage. The MIL must activate
and DTCs must be stored according to the provisions of paragraph (b) of
this section.

(g)(5) NMHC catalyst

 NMHC converting catalyst monitoring.

General. The OBD system must monitor the NMHC converting catalyst(s) for
proper NMHC conversion capability.  For engines equipped with catalyzed
diesel particulate filter(s) (DPF) that convert NMHC emissions, the
catalyst function of the DPF must be monitored in accordance with the
DPF requirements of paragraph (g)(8) of this section. For purposes of
this paragraph (g)(5), each catalyst that converts NMHC must be
monitored either individually or in combination with others.

NMHC converting catalyst malfunction criteria.

NMHC converting catalyst conversion efficiency. The OBD system must
detect a catalyst malfunction when the catalyst conversion capability
decreases to the point that NMHC emissions exceed the emissions
thresholds for the NMHC catalyst system as shown in Table 1 of this
paragraph (g). If no failure or deterioration of the catalyst NMHC
conversion capability could result in an engine’s NMHC emissions
exceeding the applicable emissions thresholds, the OBD system must
detect a malfunction when the catalyst has no detectable amount of NMHC
conversion capability.

NMHC converting catalyst aftertreatment assistance functions. For
catalysts used to generate an exotherm to assist DPF regeneration, the
OBD system must detect a malfunction when the catalyst is unable to
generate a sufficient exotherm to achieve DPF regeneration. For
catalysts used to generate a feedgas constituency to assist selective
catalytic reduction (SCR) systems (e.g., to increase NO2 concentration
upstream of an SCR system), the OBD system must detect a malfunction
when the catalyst is unable to generate the necessary feedgas
constituents for proper SCR system operation. For catalysts located
downstream of a DPF and used to convert NMHC emissions during DPF
regeneration, the OBD system must detect a malfunction when the catalyst
has no detectable amount of NMHC conversion capability.

NMHC converting catalyst monitoring conditions. The manufacturer must
define the monitoring conditions for malfunctions identified in
paragraphs (g)(5)(ii)(A) and (g)(5)(ii)(B) of this section in accordance
with paragraphs (c) and  (d) of this section.  For purposes of tracking
and reporting as required in paragraph (d)(1) of this section, all
monitors used to detect malfunctions identified in paragraphs
(g)(5)(ii)(A) and (g)(5)(ii)(B) of this section must be tracked
separately but reported as a single set of values as specified in
paragraph (e)(1)(iii) of this section.

NMHC converting catalyst MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section. The monitoring method for the NMHC
converting catalyst(s) must be capable of detecting all instances,
except diagnostic self-clearing, when a catalyst DTC has been erased but
the catalyst has not been replaced (e.g., catalyst over-temperature
histogram approaches are not acceptable).

(g)(6) SCR & lean NOx catalyst

 Selective catalytic reduction (SCR) and lean NOx catalyst monitoring.

General. The OBD system must monitor the SCR and/or the lean NOx
converting catalyst(s) for proper conversion capability.  For engines
equipped with SCR systems or other catalyst systems that use an
active/intrusive reductant injection (e.g., active lean NOx catalysts
that use diesel fuel post-injection or in-exhaust injection), the OBD
system must monitor the active/intrusive reductant injection system for
proper performance.  The individual electronic components (e.g.,
actuators, valves, sensors, heaters, pumps) in the active/intrusive
reductant injection system must be monitored in accordance with the
comprehensive component requirements in paragraph (i)(3) of this
section. For purposes of this paragraph (g)(6), each catalyst that
converts NOx must be monitored either individually or in combination
with others.

SCR and lean NOx catalyst malfunction criteria.

SCR and lean NOx catalyst conversion efficiency. The OBD system must
detect a catalyst malfunction when the catalyst conversion capability
decreases to the point that would cause an engine’s emissions to
exceed the emissions thresholds for NOx aftertreatment systems as shown
in Table 1 of this paragraph (g). If no failure or deterioration of the
catalyst NOx conversion capability could result in an engine’s
emissions exceeding any of the applicable emissions thresholds, the OBD
system must detect a malfunction when the catalyst has no detectable
amount of NOx conversion capability.

SCR and lean NOx catalyst active/intrusive reductant delivery
performance. The OBD system must detect a malfunction prior to any
failure or deterioration of the system to properly regulate reductant
delivery (e.g., urea injection, separate injector fuel injection, post
injection of fuel, air assisted injection/mixing) that would cause an
engine’s emissions to exceed any of the applicable emissions
thresholds for NOx aftertreatment systems as shown in Table 1 of this
paragraph (g).  If no failure or deterioration of the reductant delivery
system could result in an engine’s emissions exceeding any of the
applicable thresholds, the OBD system must detect a malfunction when the
system has reached its control limits such that it is no longer able to
deliver the desired quantity of reductant.

SCR and lean NOx catalyst active/intrusive reductant quantity. If the
SCR or lean NOx catalyst system uses a reductant other than the fuel
used for the engine, or uses a reservoir/tank for the reductant that is
separate from the fuel tank used for the engine, the OBD system must
detect a malfunction when there is no longer sufficient reductant
available (e.g., the reductant tank is empty).

SCR and lean NOx catalyst active/intrusive reductant quality. If the SCR
or lean NOx catalyst system uses a reservoir/tank for the reductant that
is separate from the fuel tank used for the engine, the OBD system must
detect a malfunction when an improper reductant is used in the reductant
reservoir/tank (e.g., the reductant tank is filled with something other
than the reductant).

SCR and lean NOx catalyst active/intrusive reductant feedback control.
See paragraph (i)(6)of this section.

SCR and lean NOx catalyst monitoring conditions.

The manufacturers must define the monitoring conditions for malfunctions
identified in paragraphs (g)(6)(ii)(A) and (g)(6)(ii)(D)of this section
in accordance with paragraphs (c) and  (d) of this section.  For
purposes of tracking and reporting as required in paragraph (d)(1) of
this section, all monitors used to detect malfunctions identified in
paragraph (g)(6)(ii)(A) of this section must be tracked separately but
reported as a single set of values as specified in paragraph (e)(1)(iii)
of this section.

The OBD system must monitor continuously for malfunctions identified in
paragraphs (g)(6)(ii)(B), (g)(6)(ii)(C), and (g)(6)(ii)(E) of this
section.

SCR and lean NOx catalyst MIL activation and DTC storage. 

For malfunctions identified in paragraph (g)(6)(ii)(A) of this section,
the MIL must activate and DTCs must be stored according to the
provisions of paragraph (b) of this section.

For malfunctions identified in paragraphs (g)(6)(ii)(B), (g)(6)(ii)(C),
and (g)(6)(ii)(D) of this section, the manufacturer may delay activating
the MIL if the vehicle is equipped with an alternative indicator for
notifying the vehicle operator of the malfunction.  The alternative
indicator must be of sufficient illumination and be located such that it
is readily visible to the vehicle operator under all lighting
conditions. If the vehicle is not equipped with such an alternative
indicator and the OBD MIL activates, the MIL may be immediately
deactivated and the corresponding DTC(s) erased once the OBD system has
verified that the reductant tank has been refilled properly and the MIL
has not been activated for any other malfunction. The Administrator may
approve other strategies that provide equivalent assurance that a
vehicle operator would be promptly notified and that corrective action
would be taken.

The monitoring method for the SCR and lean NOx catalyst(s) must be
capable of detecting all instances, except diagnostic self-clearing,
when a catalyst DTC(s) has been erased but the catalyst has not been
replaced (e.g., catalyst over-temperature histogram approaches are not
acceptable).

(g)(7) NOx adsorber system

 NOx adsorber system monitoring.

General. The OBD system must monitor the NOx adsorber on engines
so-equipped for proper performance.  For engines equipped with
active/intrusive injection (e.g., in-exhaust fuel and/or air injection)
to achieve desorption of the NOx adsorber, the OBD system must monitor
the active/intrusive injection system for proper performance.  The
individual electronic components (e.g., injectors, valves, sensors) that
are used in the active/intrusive injection system must be monitored in
accordance with the comprehensive component requirements in paragraph
(i)(3) of this section.

NOx adsorber system malfunction criteria.

NOx adsorber system capability. The OBD system must detect a NOx
adsorber malfunction when its capability (i.e., its combined adsorption
and conversion capability) decreases to the point that would cause an
engine’s NOx emissions to exceed the emissions thresholds for NOx
aftertreatment systems as shown in Table 1 of this paragraph (g).  If no
failure or deterioration of the NOx adsorber capability could result in
an engine’s NOx emissions exceeding the applicable emissions
thresholds, the OBD system must detect a malfunction when the system has
no detectable amount of NOx adsorber capability.

NOx adsorber system active/intrusive reductant delivery performance. For
NOx adsorber systems that use active/intrusive injection (e.g.,
in-cylinder post fuel injection, in-exhaust air-assisted fuel injection)
to achieve desorption of the NOx adsorber, the OBD system must detect a
malfunction if any failure or deterioration of the injection system’s
ability to properly regulate injection causes the system to be unable to
achieve desorption of the NOx adsorber.

NOx adsorber system feedback control. Malfunction criteria for the NOx
adsorber and the NOx adsorber active/instrusive reductant delivery
system are contained in paragraph (i)(6)of this section.

NOx adsorber system monitoring conditions. 

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (g)(7)(ii)(A) of this section in accordance with
paragraphs (c) and  (d) of this section.  For purposes of tracking and
reporting as required in paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (g)(7)(ii)(A) of
this section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

The OBD system must monitor continuously for malfunctions identified in
paragraphs (g)(7)(ii)(B) and (g)(7)(ii)(C) of this section.

NOx adsorber system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(8) DPF system

 Diesel particulate filter (DPF) system monitoring.

General. The OBD system must monitor the DPF on engines so-equipped for
proper performance.  For engines equipped with active regeneration
systems that use an active/intrusive injection (e.g., in-exhaust fuel
injection, in-exhaust fuel/air burner), the OBD system must monitor the
active/intrusive injection system for proper performance.  The
individual electronic components (e.g., injectors, valves, sensors) that
are used in the active/intrusive injection system must be monitored in
accordance with the comprehensive component requirements in paragraph
(i)(3) of this section.

DPF system malfunction criteria.

DPF filtering performance. The OBD system must detect a malfunction
prior to a decrease in the PM filtering capability of the DPF (e.g.,
cracking, melting, etc.) that would cause an engine’s PM emissions to
exceed the emissions thresholds for DPF systems as shown in Table 1 of
this paragraph (g).  If no failure or deterioration of the PM filtering
performance could result in an engine’s PM emissions exceeding the
applicable emissions thresholds, the OBD system must detect a
malfunction when no detectable amount of PM filtering occurs.

DPF regeneration frequency. The OBD system must detect a malfunction
when the DPF regeneration frequency increases from (i.e., occurs more
often than) the manufacturer’s specified regeneration frequency to a
level such that it would cause an engine’s NMHC emissions to exceed
the emissions threshold for DPF systems as shown in Table 1 of this
paragraph (g).  If no such regeneration frequency exists that could
cause NMHC emissions to exceed the applicable emission threshold, the
OBD system must detect a malfunction when the DPF regeneration frequency
exceeds the manufacturer’s specified design limits for allowable
regeneration frequency.

DPF incomplete regeneration. The OBD system must detect a regeneration
malfunction when the DPF does not properly regenerate under
manufacturer-defined conditions where regeneration is designed to occur.

DPF NMHC conversion. For any DPF that serves to convert NMHC emissions,
the OBD system must detect a malfunction when the NMHC conversion
capability decreases to the point that NMHC emissions exceed the
emissions threshold for DPF systems as shown in Table 1 of this
paragraph (g).  If no failure or deterioration of the NMHC conversion
capability could result in NMHC emissions exceeding the applicable
threshold, the OBD system must detect a malfunction when the system has
no detectable amount of NMHC conversion capability.

DPF missing substrate. The OBD system must detect a malfunction if
either the DPF substrate is completely destroyed, removed, or missing,
or if the DPF assembly has been replaced with a muffler or straight
pipe.

DPF system active/intrusive injection. For DPF systems that use
active/intrusive injection (e.g., in-cylinder post fuel injection,
in-exhaust air-assisted fuel injection) to achieve regeneration of the
DPF, the OBD system must detect a malfunction if any failure or
deterioration of the injection system’s ability to properly regulate
injection causes the system to be unable to achieve regeneration of the
DPF.

DPF regeneration feedback control. See paragraph (i)(6) of this section.

DPF monitoring conditions. The manufacturer must define the monitoring
conditions for malfunctions identified in paragraph (g)(8)(ii) of this
section in accordance with paragraphs (c) and  (d) of this section, with
the exception that monitoring must occur every time the monitoring
conditions are met during the drive cycle rather than once per drive
cycle as required in paragraph (c)(2) of this section.  For purposes of
tracking and reporting as required in paragraph (d)(1) of this section,
all monitors used to detect malfunctions identified in paragraph
(g)(8)(ii) of this section must be tracked separately but reported as a
single set of values as specified in paragraph (e)(1)(iii) of this
section.

DPF system MIL activation and DTC storage. The MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(g)(9) Exhaust gas sensors

 Exhaust gas sensor and sensor heater monitoring.

General. The OBD system must monitor for proper output signal, activity,
response rate, and any other parameter that can affect emissions, all
exhaust gas sensors (e.g., oxygen, air-fuel ratio, NOx) used for
emission control system feedback (e.g., EGR control/feedback, SCR
control/feedback, NOx adsorber control/feedback) and/or as a monitoring
device. For engines equipped with heated exhaust gas sensors, the OBD
system must monitor the heater for proper performance.

Malfunction criteria for air-fuel ratio sensors located upstream of
aftertreatment devices.

Sensor performance. The OBD system must detect a malfunction prior to
any failure or deterioration of the sensor voltage, resistance,
impedance, current, response rate, amplitude, offset, or other
characteristic(s) that would cause an engine’s emissions to exceed the
emissions thresholds for “other monitors” as shown in Table 1 of
this paragraph (g).

Circuit integrity. The OBD system must detect malfunctions of the sensor
related to a lack of circuit continuity or signal out-of-range values.

Feedback function. The OBD system must detect a malfunction of the
sensor if the emission control system (e.g., EGR, SCR, or NOx adsorber)
is unable to use that sensor as a feedback input (e.g., causes limp-home
or open-loop operation).

Monitoring function. To the extent feasible, the OBD system must detect
a malfunction of the sensor when the sensor output voltage, resistance,
impedance, current, amplitude, activity, offset, or other
characteristics are no longer sufficient for use as an OBD system
monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber
monitoring).

Malfunction criteria for air-fuel ratio sensors located downstream of
aftertreatment devices.

Sensor performance. The OBD system must detect a malfunction prior to
any failure or deterioration of the sensor voltage, resistance,
impedance, current, response rate, amplitude, offset, or other
characteristic(s) that would cause an engine’s emissions to exceed the
emissions thresholds for air-fuel ratio sensors downstream of
aftertreatment devices as shown in Table 1 of this paragraph (g).

Circuit integrity. The OBD system must detect malfunctions of the sensor
related to a lack of circuit continuity or signal out-of-range values.

Feedback function. The OBD system must detect a malfunction of the
sensor if the emission control system (e.g., EGR, SCR, or NOx adsorber)
is unable to use that sensor as a feedback input (e.g., causes limp-home
or open-loop operation).

Monitoring function. To the extent feasible, the OBD system must detect
a malfunction of the sensor when the sensor output voltage, resistance,
impedance, current, amplitude, activity, offset, or other
characteristics are no longer sufficient for use as an OBD system
monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber
monitoring).

Malfunction criteria for NOx sensors.

Sensor performance. The OBD system must detect a malfunction prior to
any failure or deterioration of the sensor voltage, resistance,
impedance, current, response rate, amplitude, offset, or other
characteristic(s) that would cause an engine’s emissions to exceed the
emissions thresholds for NOx sensors as shown in Table 1 of this
paragraph (g).

Circuit integrity. The OBD system must detect malfunctions of the sensor
related to a lack of circuit continuity or signal out-of-range values.

Feedback function. The OBD system must detect a malfunction of the
sensor if the emission control system (e.g., EGR, SCR, or NOx adsorber)
is unable to use that sensor as a feedback input (e.g., causes limp-home
or open-loop operation).

Monitoring function. To the extent feasible, the OBD system must detect
a malfunction of the sensor when the sensor output voltage, resistance,
impedance, current, amplitude, activity, offset, or other
characteristics are no longer sufficient for use as an OBD system
monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber
monitoring).

Malfunction criteria for other exhaust gas sensors. For other exhaust
gas sensors, the manufacturer must submit a monitoring plan to the
Administrator for approval.  The plan must include data and/or
engineering evaluations that demonstrate that the monitoring plan is as
reliable and effective as the monitoring required in paragraphs
(g)(9)(ii) through (g)(9)(iv) of this section.

Malfunction criteria for exhaust gas sensor heaters.

The OBD system must detect a malfunction of the heater performance when
the current or voltage drop in the heater circuit is no longer within
the manufacturer’s specified limits for normal operation (i.e., within
the criteria required to be met by the component vendor for heater
circuit performance at high mileage).  The manufacturer may use other
malfunction criteria for heater performance malfunctions. To do so, the
manufacturer must be able to demonstrate via data and/or an engineering
evaluation that the monitor is reliable and robust.

The OBD system must detect malfunctions of the heater circuit including
open or short circuits that conflict with the commanded state of the
heater (e.g., shorted to 12 Volts when commanded to 0 Volts (ground)).

Monitoring conditions for exhaust gas sensors.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraphs (g)(9)(ii)(A), (g)(9)(iii)(A), and
(g)(9)(iv)(A) of this section (i.e., sensor performance) in accordance
with paragraphs (c) and (d) of this section.  For purposes of tracking
and reporting as required in paragraph (d)(1) of this section, all
monitors used to detect malfunctions identified in paragraphs
(g)(9)(ii)(A), (g)(9)(iii)(A), and (g)(9)(iv)(A) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraphs (g)(9)(ii)(D), (g)(9)(iii)(D), and
(g)(9)(iv)(D) of this section (i.e., monitoring function) in accordance
with paragraphs (c) and (d) of this section with the exception that
monitoring must occur every time the monitoring conditions are met
during the drive cycle rather than once per drive cycle as required in
paragraph (c)(2) of this section.

Except as provided for in paragraph (g)(9)(vii)(D)of this paragraph
(g)(9), the OBD system must monitor continuously for malfunctions
identified in paragraphs (g)(9)(ii)(B), (g)(9)(ii)(C), (g)(9)(iii)(B),
(g)(9)(iii)(C), (g)(9)(iv)(B), and (g)(9)(iv)(C) (i.e., circuit
integrity and feedback function).

A manufacturer may request approval to disable continuous exhaust gas
sensor monitoring when an exhaust gas sensor malfunction cannot be
distinguished from other effects (e.g., disable monitoring for
out-of-range on the low side during fuel cut conditions).  To do so, the
manufacturer must demonstrate via data and/or engineering analyses that
a properly functioning sensor cannot be distinguished from a
malfunctioning sensor and that the disablement interval is limited only
to that necessary for avoiding false malfunction detection.

Monitoring conditions for exhaust gas sensor heaters.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraph (g)(9)(vi)(A) of this section (i.e., sensor
heater performance) in accordance with paragraphs (c) and (d) of this
section.

The OBD system must monitor continuously for malfunctions identified in
paragraph (g)(9)(vi)(B) of this section (i.e., circuit malfunctions).

Exhaust gas sensor and sensor heater MIL activation and DTC storage. The
MIL must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(10) VVT system

Variable Valve Timing (VVT) system monitoring.

General. The OBD system must monitor the VVT system on engines so
equipped for target error and slow response malfunctions.  The
individual electronic components (e.g., actuators, valves, sensors) that
are used in the VVT system must be monitored in accordance with the
comprehensive components requirements in paragraph (i)(3) of this
section.

VVT system malfunction criteria.

VVT system target error. The OBD system must detect a malfunction prior
to any failure or deterioration in the capability of the VVT system to
achieve the commanded valve timing and/or control within a crank angle
and/or lift tolerance that would cause an engine’s emissions to exceed
the emission thresholds for “other monitors” as shown in Table 1 of
this paragraph (g).

VVT slow response. The OBD system must detect a malfunction prior to any
failure or deterioration in the capability of the VVT system to achieve
the commanded valve timing and/or control within a
manufacturer-specified time that would cause an engine’s emissions to
exceed the emission thresholds for “other monitors” as shown in
Table 1 of this paragraph (g).

For engines in which no failure or deterioration of the VVT system could
result in an engine’s emissions exceeding the applicable emissions
thresholds of paragraphs (g)(10)(ii)(A) and (g)(10)(ii)(B) of this
section, the OBD system must detect a malfunction of the VVT system when
proper functional response of the system to computer commands does not
occur.

VVT system monitoring conditions. Manufacturers must define the
monitoring conditions for VVT system malfunctions identified in
paragraph (g)(10)(ii) of this section in accordance with paragraphs (c)
and (d) of this section, with the exception that monitoring must occur
every time the monitoring conditions are met during the drive cycle
rather than once per drive cycle as required in paragraph (c)(2) of this
section.  For purposes of tracking and reporting as required in
paragraph (d)(1) of this section, all monitors used to detect
malfunctions identified in paragraph (g)(10)(ii) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section. 

VVT MIL activation and DTC storage. The MIL must activate and DTCs must
be stored according to the provisions of paragraph (b) of this section.

(h) Monitoring requirements for gasoline-fueled/SI engines

OBD monitoring requirements for gasoline-fueled/spark-ignition engines.
The following table shows the thresholds at which point certain
components or systems, as specified in this paragraph (h), are
considered malfunctioning.

Table   SEQ Table \* ARABIC  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
requirements 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.



(h)(1) Fuel system

Fuel system monitoring.

General. The OBD system must monitor the fuel delivery system to
determine its ability to provide compliance with emission standards.

Fuel system malfunction criteria.

The OBD system must detect a malfunction of the fuel delivery system
(including feedback control based on a secondary oxygen sensor) when the
fuel delivery system is unable to maintain an engine’s emissions at or
below the emissions thresholds for “other monitors” as shown in
Table 2 of this paragraph (h).

Except as provided for in paragraph (h)(1)(ii)(C) of this section, if
the engine is equipped with adaptive feedback control, the OBD system
must detect a malfunction when the adaptive feedback control has used up
all of the adjustment allowed by the manufacturer.

If the engine is equipped with feedback control that is based on a
secondary oxygen (or equivalent) sensor, the OBD system is not required
to detect a malfunction of the fuel system solely when the feedback
control based on a secondary oxygen sensor has used up all of the
adjustment allowed by the manufacturer.  However, if a failure or
deterioration results in engine emissions that exceed the emissions
thresholds for “other monitors” as shown in Table 2 of this
paragraph (h), the OBD system is required to detect a malfunction.

The OBD system must detect a malfunction whenever the fuel control
system fails to enter closed loop operation following engine start
within a manufacturer specified time interval.  The specified time
interval must be supported by data and/or engineering analyses submitted
by the manufacturer.

The manufacturer may adjust the malfunction criteria and/or monitoring
conditions to compensate for changes in altitude, for temporary
introduction of large amounts of purge vapor, or for other similar
identifiable operating conditions when such conditions occur.

Fuel system monitoring conditions. The fuel system must be monitored
continuously for the presence of a malfunction.

Fuel system MIL activation and DTC storage.

A pending DTC must be stored immediately upon the fuel system exceeding
the malfunction criteria established in paragraph (h)(1)(ii) of this
section.

Except as provided for in paragraph (h)(1)(iv)(C) of this section, if a
pending DTC is stored, the OBD system must activate the MIL immediately
and store a MIL-on DTC if a malfunction is again detected during either
the drive cycle immediately following storage of the pending DTC
regardless of the conditions encountered during that drive cycle, or on
the next drive cycle in which similar conditions are encountered to
those that occurred when the pending DTC was stored. Similar conditions
means engine conditions having an engine speed within 375 rpm, load
conditions within 20 percent, and the same warm up status (i.e., cold or
hot) as the engine conditions stored pursuant to paragraph (h)(1)(iv)(E)
of this section. Other definitions of similar conditions may be used but
must result in comparable timeliness and reliability in detecting
similar engine operation.

The pending DTC may be erased at the end of the next drive cycle in
which similar conditions have been encountered without having again
exceeded the specified fuel system malfunction criteria.  The pending
DTC may also be erased if similar conditions are not encountered during
the 80 drive cycles immediately following detection of the potential
malfunction for which the pending DTC was stored.

Storage of freeze frame conditions. The OBD system must store and erase
freeze frame conditions either in conjunction with storing and erasing a
pending DTC or in conjunction with storing and erasing a MIL-on DTC.
Freeze frame information associated with a fuel system malfunction shall
be stored in preference to freeze frame information required elsewhere
in paragraphs (h) or (i) of this section. 

Storage of fuel system conditions for determining similar conditions of
operation.  The OBD must store the engine speed, load, and warm-up
status present at the time it first detects a potential malfunction
meeting the criteria of paragraph (h)(1)(ii) of this section and stores
a pending DTC.

Deactivating the MIL. The MIL may be extinguished after three sequential
driving cycles in which similar conditions have been encountered without
detecting a malfunction of the fuel system.

(h)(2) Engine misfire

Engine misfire monitoring.

General.

The OBD system must monitor the engine for misfire causing catalyst
damage and misfire causing excess emissions.

The OBD system must identify the specific cylinder that is misfiring. 
The manufacturer may store a general misfire DTC instead of a cylinder
specific DTC under certain operating conditions.  To do so, the
manufacturer must submit data and/or engineering analyses that
demonstrate that the misfiring cylinder cannot be identified reliably
when the conditions occur.

If more than one cylinder is misfiring, a separate DTC must be stored 
to indicate that multiple cylinders are misfiring unless otherwise
allowed by this paragraph (h)(2).  When identifying multiple cylinder
misfire, the OBD system is not required to also identify using separate
DTCs each of the misfiring cylinders individually.  If more than 90
percent of the detected misfires occur in a single cylinder, an
appropriate DTC may be stored that indicates the specific misfiring
cylinder rather than storing the multiple cylinder misfire DTC.  If two
or more cylinders individually have more than 10 percent of the total
number of detected misfires, a multiple cylinder DTC must be stored.

Engine misfire malfunction criteria.

Misfire causing catalyst damage. The manufacturer must determine the
percentage of misfire evaluated in 200 revolution increments for each
engine speed and load condition that would result in a temperature that
causes catalyst damage. If this percentage of misfire is exceeded, it
shall be considered a malfunction that must be detected. For every
engine speed and load condition for which this percentage of misfire is
determined to be lower than five percent, the manufacturer may set the
malfunction criteria at five percent. The manufacturer may use a longer
interval than 200 revolutions but only for determining, on a given drive
cycle, the first misfire exceedance as provided in paragraph
(h)(2)(iv)(A) of this section. To do so, the manufacturer must
demonstrate that the interval is not so long that catalyst damage would
occur prior to the interval being elapsed.

Misfire causing emissions to exceed the applicable thresholds. The
manufacturer must determine the percentage of misfire evaluated in 1000
revolution increments that would cause emissions from an emissions
durability demonstration engine to exceed the emissions thresholds for
“other monitors” as shown in Table 2 of this paragraph (h) if that
percentage of misfire were present from the beginning of the test. If
this percentage of misfire is exceeded, regardless of the pattern of
misfire events (e.g., random, equally spaced, continuous), it shall be
considered a malfunction that must be detected. To establish this
percentage of misfire, the manufacturer must use misfire events
occurring at equally spaced, complete engine cycle intervals, across
randomly selected cylinders throughout each 1000-revolution increment. 
If this percentage of misfire is determined to be lower than one
percent, the manufacturer may set the malfunction criteria at one
percent. The manufacturer may use a longer interval than 1000
revolutions. To do so, the manufacturer must demonstrate that the
strategy would be equally effective and timely at detecting misfire.

Engine misfire monitoring conditions.

 The OBD system must monitor continuously for misfire under the
following conditions: from no later than the end of the second
crankshaft revolution after engine start; during the rise time and
settling time for engine speed to reach the desired idle engine speed at
engine start-up (i.e., “flare-up” and “flare-down”); and, under
all positive torque engine speeds and load conditions except within the
engine operating region bound by the positive torque line (i.e., engine
load with the transmission in neutral), and the points represented by an
engine speed of 3000 rpm with the engine load at the positive torque
line and the redline engine speed with the engine’s manifold vacuum at
four inches of mercury lower than that at the positive torque line. For
this purpose, redline engine speed is defined as either the recommended
maximum engine speed as displayed on the instrument panel tachometer, or
the engine speed at which fuel shutoff occurs.

If an OBD monitor cannot detect all misfire patterns under all required
engine speed and load conditions as required by paragraph (h)(2)(iii)(A)
of this section, the OBD system may still be acceptable. The
Administrator will evaluate the following factors in making a
determination: the magnitude of the region(s) in which misfire detection
is limited; the degree to which misfire detection is limited in the
region(s) (i.e., the probability of detection of misfire events); the
frequency with which said region(s) are expected to be encountered
in-use; the type of misfire patterns for which misfire detection is
troublesome; and demonstration that the monitoring technology employed
is not inherently incapable of detecting misfire under the required
conditions (i.e., compliance can be achieved on other engines).  The
evaluation will be based on the following misfire patterns: equally
spaced misfire occurring on randomly selected cylinders; single cylinder
continuous misfire; and paired cylinder (cylinders firing at the same
crank angle) continuous misfire.

The manufacturer may use monitoring system that has reduced misfire
detection capability during the portion of the first 1000 revolutions
after engine start that a cold start emission reduction strategy is
active that reduces engine torque (e.g., spark retard strategies).  To
do so, the manufacturer must demonstrate that the probability of
detection is greater than or equal to 75 percent during the worst case
condition (i.e., lowest generated torque) for a vehicle operated
continuously at idle (park/neutral idle) on a cold start between 50 and
86 degrees Fahrenheit and that the technology cannot reliably detect a
higher percentage of the misfire events during the conditions.

The manufacturer may disable misfire monitoring or use an alternative
malfunction criterion when misfire cannot be distinguished from other
effects. To do so, the manufacturer must demonstrate that the
disablement interval or the period of use of an alternative malfunction
criterion is limited only to that necessary for avoiding false detection
and for one or more of the following operating conditions: rough road;
fuel cut; gear changes for manual transmission vehicles; traction
control or other vehicle stability control activation such as anti-lock
braking or other engine torque modifications to enhance vehicle
stability; off-board control or intrusive activation of vehicle
components or monitors during service or assembly plant testing;
portions of intrusive evaporative system or EGR monitors that can
significantly affect engine stability (i.e., while the purge valve is
open during the vacuum pull-down of a evaporative system leak check but
not while the purge valve is closed and the evaporative system is sealed
or while an EGR monitor causes the EGR valve to be cycled intrusively on
and off during positive torque conditions); or, engine speed, load, or
torque transients due to throttle movements more rapid than those that
occur over the FTP cycle for the worst case engine within each engine
family. In general, the Administrator will not approve disablement for
conditions involving normal air conditioning compressor cycling from
on-to-off or off-to-on, automatic transmission gear shifts (except for
shifts occurring during wide open throttle operation), transitions from
idle to off-idle, normal engine speed or load changes that occur during
the engine speed rise time and settling time (i.e., “flare-up” and
“flare-down”) immediately after engine starting without any vehicle
operator-induced actions (e.g., throttle stabs), or excess acceleration
(except for acceleration rates that exceed the maximum acceleration rate
obtainable at wide open throttle while the vehicle is in gear due to
abnormal conditions such as slipping of a clutch).

MIL activation and DTC storage for engine misfire causing catalyst
damage. 

Pending DTCs. A pending DTC must be stored immediately if, during a
single drive cycle, the specified misfire percentage described in
paragraph (h)(2)(ii)(A) of this section is exceeded three times when
operating in the positive torque region encountered during a FTP cycle
or is exceeded on a single occasion when operating at any other engine
speed and load condition in the positive torque region defined in
paragraph (h)(2)(iii)(A) of this section. Immediately after a pending
DTC is stored pursuant to this paragraph, the MIL must blink once per
second at all times during the drive cycle that engine misfire is
occurring. The MIL may be deactivated during those times that misfire is
not occurring. If, at the time that a catalyst damaging misfire
malfunction occurs, the MIL is already activated for a malfunction other
than misfire, the MIL must still blink once per second at all times
during the drive cycle that engine misfire is occurring. If misfire
ceases, the MIL must stop blinking but remain activated as appropriate
in accordance with the other malfunction.

MIL-on DTCs. If a pending DTC is stored in accordance with paragraph
(h)(2)(iv)(A) of this section, the OBD system must immediately store a
MIL-on DTC if the percentage of misfire described in paragraph
(h)(2)(ii)(A) of this section is again exceeded one or more times during
either the drive cycle immediately following storage of the pending DTC,
regardless of the conditions encountered during that drive cycle, or on
the next drive cycle in which similar conditions are encountered to
those that occurred when the pending DTC was stored. If, during a
previous drive cycle, a pending DTC is stored in accordance with
paragraph (h)(2)(iv)(A) of this section, a MIL-on DTC must be stored
immediately upon exceeding the percentage misfire described in paragraph
(h)(2)(ii)(A) of this section regardless of the conditions encountered.
Upon storage of a MIL-on DTC, the MIL must blink once per second at all
times during the drive cycle that engine misfire is occurring. If
misfire ceases, the MIL must stop blinking but remain activated until
the conditions are met for extinguishing the MIL.

Erasure of pending DTCs. Pending DTCs stored in accordance with
paragraph (h)(2)(iv)(A) of this section must be erased at the end of the
next drive cycle in which similar conditions are encountered to those
that occurred when the pending DTC was stored provided no exceedances
have been detected of the misfire percentage described in paragraph
(h)(2)(ii)(A) of this section. The pending DTC may also be erased if
similar conditions are not encountered during the next 80 drive cycles
immediately following storage of the pending DTC.

Exemptions for engines with fuel shutoff and default fuel control. In
engines that provide for fuel shutoff and default fuel control to
prevent over fueling during catalyst damaging misfire conditions, the
MIL need not blink as required by paragraphs (h)(2)(iv)(A) and
(h)(2)(iv)(B) of this section. Instead, the MIL may be activated
continuously upon misfire detection provided that the fuel shutoff and
default fuel control are activated immediately upon misfire detection.
Fuel shutoff and default fuel control may be deactivated only when the
engine is outside of the misfire range except that the manufacturer may
periodically, but not more than once every 30 seconds, deactivate fuel
shutoff and default fuel control to determine if the catalyst damaging
misfire is still occurring.  Normal fueling and fuel control may be
resumed if the catalyst damaging misfire is no longer occurring.

The manufacturer may use a strategy that activates the MIL continuously
rather than blinking the MIL during extreme catalyst damage misfire
conditions (i.e., catalyst damage misfire occurring at all engine speeds
and loads).  Use of such a strategy must be limited to catalyst damage
misfire levels that cannot be avoided during reasonable driving
conditions.  To use such a strategy, the manufacturer must be able to
demonstrate that the strategy will encourage operation of the vehicle in
conditions that will minimize catalyst damage (e.g., at low engine
speeds and loads). 

MIL activation and DTC storage for engine misfire causing emissions to
exceed applicable emissions thresholds. 

Immediately upon detection, during the first 1000 revolutions after
engine start of the misfire percentage described in paragraph
(h)(2)(ii)(B) of this section, a pending DTC must be stored. If such a
pending DTC is stored already and another such exceedance of the misfire
percentage is detected within the first 1000 revolutions after engine
start on any subsequent drive cycle, the MIL must activate and a MIL-on
DTC must be stored. The pending DTC may be erased if, at the end of the
next drive cycle in which similar conditions are encountered to those
that occurred when the pending DTC was stored, there has been no
exceedance of the misfire percentage described in paragraph
(h)(2)(ii)(B) of this section. The pending DTC may also be erased if
similar conditions are not encountered during the next 80 drive cycles
immediately following storage of the pending DTC.

No later than the fourth detection during a single drive cycle,
following the first 1000 revolutions after engine start of the misfire
percentage described in paragraph (h)(2)(ii)(B) of this section, a
pending DTC must be stored. If such a pending DTC is stored already,
then the MIL must activate and a MIL-on DTC must be stored within 10
seconds of the fourth detection of the misfire percentage described in
paragraph (h)(2)(ii)(B) of this section during either the drive cycle
immediately following storage of the pending DTC, regardless of the
conditions encountered during that drive cycle excepting those
conditions within the first 1000 revolutions after engine start, or on
the next drive cycle in which similar conditions are encountered to
those that occurred when the pending DTC was stored excepting those
conditions within the first 1000 revolutions after engine start. The
pending DTC may be erased if, at the end of the next drive cycle in
which similar conditions are encountered to those that occurred when the
pending DTC was stored, there has been no exceedance of the misfire
percentage described in paragraph (h)(2)(ii)(B) of this section. The
pending DTC may also be erased if similar conditions are not encountered
during the next 80 drive cycles immediately following storage of the
pending DTC.

Storage of freeze frame conditions for engine misfire.

The OBD system must store and erase freeze frame conditions (as defined
in paragraph (k)(4)(iii) of this section) either in conjunction with
storing and erasing a pending DTC or in conjunction with storing and
erasing a MIL-on DTC.

If, upon storage of a DTC as required by paragraphs (h)(2)(iv) and
(h)(2)(v) of this section, there already exist stored freeze frame
conditions for a malfunction other than a misfire or fuel system
malfunction (see paragraph (h)(1) of this section) then the stored
freeze frame information shall be replaced with freeze frame information
associated with the misfire malfunction.

Storage of engine conditions in association with engine misfire. Upon
detection of the misfire percentages described in paragraphs
(h)(2)(ii)(A) and (h)(2)(ii)(B) of this section, the following engine
conditions must be stored for use in determining similar conditions:
engine speed, load, and warm up status of the first misfire event that
resulted in pending DTC storage.

MIL deactivation in association with engine misfire. The MIL may be
deactivated after three sequential drive cycles in which similar
conditions have been encountered without an exceedance of the misfire
percentages described in paragraphs (h)(2)(ii)(A) and (h)(2)(ii)(B) of
this section.

(h)(3) EGR system

Exhaust gas recirculation system monitoring.

General. The OBD system must monitor the EGR system on engines so
equipped for low and high flow rate malfunctions.  The individual
electronic components (e.g., actuators, valves, sensors) that are used
in the EGR system must be monitored in accordance with the comprehensive
component requirements in paragraph (i)(3) of this section.

EGR system malfunction criteria.

The OBD system must detect a malfunction of the EGR system prior to a
decrease from the manufacturer’s specified EGR flow rate that would
cause an engine’s emissions to exceed the emissions thresholds for
“other monitors” as shown in Table 2 of this paragraph (h).  For
engines in which no failure or deterioration of the EGR system that
causes a decrease in flow could result in an engine’s emissions
exceeding the applicable emissions thresholds, the OBD system must
detect a malfunction when the system has no detectable amount of EGR
flow.

The OBD system must detect a malfunction of the EGR system prior to an
increase from the manufacturer’s specified EGR flow rate that would
cause an engine’s emissions to exceed the emissions thresholds for
“other monitors” as shown in Table 2 of this paragraph (h).  For
engines in which no failure or deterioration of the EGR system that
causes an increase in flow could result in an engine’s emissions
exceeding the applicable emissions thresholds, the OBD system must
detect a malfunction when the system has reached its control limits such
that it cannot reduce EGR flow.

EGR system monitoring conditions.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (h)(3)(ii) of this section in accordance with
paragraphs (c) and  (d) of this section. For purposes of tracking and
reporting as required by paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (h)(3)(ii) of this
section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

The manufacturer may disable temporarily the EGR monitor under
conditions when monitoring may not be reliable (e.g., when freezing may
affect performance of the system). To do so, the manufacturer must be
able to demonstrate that the monitor is unreliable when such conditions
exist.

EGR system MIL activation and DTC storage.  The MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(h)(4) Cold start strategy

Cold start emission reduction strategy monitoring.

General. If an engine incorporates a specific engine control strategy to
reduce cold start emissions, the OBD system must monitor the key
components (e.g., idle air control valve), other than secondary air,
while the control strategy is active to ensure proper operation of the
control strategy.

Cold start strategy malfunction criteria.

The OBD system must detect a malfunction prior to any failure or
deterioration of the individual components associated with the cold
start emission reduction control strategy that would cause an engine’s
emissions to exceed the emissions thresholds for “other monitors” as
shown in Table 2 of this paragraph (h).  The manufacturer must establish
the malfunction criteria based on data from one or more representative
engine(s) and provide an engineering evaluation for establishing the
malfunction criteria for the remainder of the manufacturer’s product
line.

Where no failure or deterioration of a component used for the cold start
emission reduction strategy could result in an engine’s emissions
exceeding the applicable emissions thresholds, the individual component
must be monitored for proper functional response while the control
strategy is active in accordance with the malfunction criteria in
paragraphs (i)(3)(ii) and (i)(3)(iii) of this section.

Cold start strategy monitoring conditions. The manufacturer must define
monitoring conditions for malfunctions identified in paragraph
(h)(4)(ii) of this section in accordance with paragraphs (c) and  (d) of
this section.

Cold start strategy MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(h)(5) Secondary air system

Secondary air system monitoring.

General. The OBD system on engines equipped with any form of secondary
air delivery system must monitor the proper functioning of the secondary
air delivery system including all air switching valves(s). The
individual electronic components (e.g., actuators, valves, sensors) that
are used in the secondary air system must be monitored in accordance
with the comprehensive component requirements in paragraph (i)(3) of
this section. For purposes of this paragraph (h)(5), “air flow” is
defined as the air flow delivered by the secondary air system to the
exhaust system.  For engines using secondary air systems with multiple
air flow paths/distribution points, the air flow to each bank (i.e., a
group of cylinders that share a common exhaust manifold, catalyst, and
control sensor) must be monitored in accordance with the malfunction
criteria in paragraph (h)(5)(ii) of this section. Also for purposes of
this paragraph (h)(5), “normal operation” is defined as the
condition when the secondary air system is activated during catalyst
and/or engine warm-up following engine start.  “Normal operation”
does not include the condition when the secondary air system is turned
on intrusively for the sole purpose of monitoring.

Secondary air system malfunction criteria.

Except as provided in paragraph (h)(5)(ii)(C) of this section, the OBD
system must detect a secondary air system malfunction prior to a
decrease from the manufacturer’s specified air flow during normal
operation that would cause an engine’s emissions to exceed the
emissions thresholds for “other monitors” as shown in Table 2 of
this paragraph (h).

Except as provided in paragraph (h)(5)(ii)(C) of this section, the OBD
system must detect a secondary air system malfunction prior to an
increase from the manufacturer’s specified air flow during normal
operation that would cause an engine’s emissions to exceed the
emissions thresholds for “other monitors” as shown in Table 2 of
this paragraph (h).

For engines in which no deterioration or failure of the secondary air
system would result in an engine’s emissions exceeding the applicable
emissions thresholds, the OBD system must detect a malfunction when no
detectable amount of air flow is delivered by the secondary air system
during normal operation.

Secondary air system monitoring conditions. The manufacturer must define
monitoring conditions for malfunctions identified in paragraph
(h)(5)(ii) of this section in accordance with paragraphs (c) and  (d) of
this section. For purposes of tracking and reporting as required by
paragraph (d)(1) of this section, all monitors used to detect
malfunctions identified in paragraph (h)(5)(ii) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section.

Secondary air system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(h)(6) Catalyst system

Catalyst system monitoring.

General. The OBD system must monitor the catalyst system for proper
conversion capability.

Catalyst system malfunction criteria. The OBD system must detect a
catalyst system malfunction when the catalyst system’s conversion
capability decreases to the point that emissions exceed the emissions
thresholds for the catalyst system as shown in Table 2 of this paragraph
(h).

Catalyst system monitoring conditions. The manufacturer must define
monitoring conditions for malfunctions identified in paragraph
(h)(6)(ii) of this section in accordance with paragraphs (c) and  (d) of
this section. For purposes of tracking and reporting as required by
paragraph (d)(1) of this section, all monitors used to detect
malfunctions identified in paragraph (h)(6)(ii) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section.

Catalyst system MIL activation and DTC storage. 

The MIL must activate and DTCs must be stored according to the
provisions of paragraph (b) of this section.

The monitoring method for the catalyst system must be capable of
detecting when a catalyst DTC has been erased (except OBD system self
erasure), but the catalyst has not been replaced (e.g., catalyst
overtemperature histogram approaches are not acceptable).

(h)(7) Evaporative system

Evaporative system monitoring.

General. The OBD system must verify purge flow from the evaporative
system and monitor the complete evaporative system, excluding the tubing
and connections between the purge valve and the intake manifold, for
vapor leaks to the atmosphere.  Individual components of the evaporative
system (e.g. valves, sensors) must be monitored in accordance with the
comprehensive components requirements in paragraph (i)(3) of this
section.

Evaporative system malfunction criteria.

Purge monitor. The OBD system must detect an evaporative system
malfunction when no purge flow from the evaporative system to the engine
can be detected by the OBD system.

Leak monitor. The OBD system must detect an evaporative system
malfunction when the complete evaporative system contains a leak or
leaks that cumulatively are greater than or equal to a leak caused by a
0.150 inch diameter hole.

The manufacturer may demonstrate that detection of a larger hole is more
appropriate than that specified in paragraph (h)(7)(ii)(B) of this
section. To do so, the manufacturer must demonstrate through data and/or
engineering analyses that holes smaller than the proposed detection size
would not result in evaporative or running loss emissions that exceed
1.5 times the applicable evaporative emissions standards. Upon such a
demonstration, the proposed detection size could be substituted for the
requirement of paragraph (h)(7)(ii)(B) of this section.

Evaporative system monitoring conditions.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraph (h)(7)(ii)(A) of this section in accordance with
paragraphs (c) and  (d) of this section.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraph (h)(7)(ii)(B) of this section in accordance with
paragraphs (c) and  (d) of this section. For purposes of tracking and
reporting as required by paragraph (d)(1) of this section, all monitors
used to detect malfunctions identified in paragraph (h)(7)(ii)(B) of
this section must be tracked separately but reported as a single set of
values as specified in paragraph (e)(1)(iii) of this section.

The manufacturer may disable or abort an evaporative system monitor when
the fuel tank level is over 85 percent of nominal tank capacity or
during a refueling event.

The manufacturer may request Administrator approval to run the
evaporative system monitor during only those drive cycles characterized
as cold starts provided such a condition is needed to ensure reliable
monitoring. In making the request, the manufacturer must demonstrate
through data and/or engineering analyses that a reliable monitor can
only be run on drive cycles that begin with a specific set of cold start
criteria. A set of cold start criteria based solely on ambient
temperature exceeding engine coolant temperature will not be acceptable.

The OBD system may disable temporarily the evaporative purge system to
run an evaporative system leak monitor.

Evaporative system MIL activation and DTC storage.

Except as provided for in paragraph (h)(7)(iv)(B) of this section, the
MIL must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

If the OBD system is capable of discerning that a system leak is being
caused by a missing or improperly secured gas cap, the OBD system need
not activate the MIL or store a DTC provided the vehicle is equipped
with an alternative indicator for notifying the operator of the gas cap
problem. The alternative indicator must be of sufficient illumination
and location to be readily visible under all lighting conditions. If the
vehicle is not equipped with such an alternative indicator, the MIL must
activate and a DTC be stored as required in paragraph (h)(7)(iv)(A) of
this section; however, these may be deactivated and erased,
respectively, if the OBD system determines that the gas cap problem has
been corrected and the MIL has not been activated for any other
malfunction. The Administrator may approve other strategies that provide
equivalent assurance that a vehicle operator will be notified promptly
of a missing or improperly secured gas cap and that corrective action
will be undertaken.

(h)(8) Exhaust gas sensors

Exhaust gas sensor monitoring.

General.

The OBD system must monitor for malfunctions the output signal, response
rate, and any other parameter that can affect emissions of all primary
(i.e., fuel control) exhaust gas sensors (e.g., oxygen, wide-range
air/fuel). Both the lean-to-rich and rich-to-lean response rates must be
monitored.

The OBD system must also monitor all secondary exhaust gas sensors
(those used for secondary fuel trim control or as a monitoring device)
for proper output signal, activity, and response rate.

For engines equipped with heated exhaust gas sensor, the OBD system must
monitor the heater for proper performance.

Primary exhaust gas sensor malfunction criteria.

The OBD system must detect a malfunction prior to any failure or
deterioration of the exhaust gas sensor output voltage, resistance,
impedance, current, response rate, amplitude, offset, or other
characteristic(s) (including drift or bias corrected for by secondary
sensors) that would cause an engine’s emissions to exceed the
emissions thresholds for “other monitors” as shown in Table 2 of
this paragraph (h).

The OBD system must detect malfunctions of the exhaust gas sensor caused
by either a lack of circuit continuity or out-of-range values.

The OBD system must detect a malfunction of the exhaust gas sensor when
a sensor failure or deterioration causes the fuel system to stop using
that sensor as a feedback input (e.g., causes default or open-loop
operation).

The OBD system must detect a malfunction of the exhaust gas sensor when
the sensor output voltage, resistance, impedance, current, amplitude,
activity, or other characteristics are no longer sufficient for use as
an OBD system monitoring device (e.g., for catalyst monitoring).

Secondary exhaust gas sensor malfunction criteria.

The OBD system must detect a malfunction prior to any failure or
deterioration of the exhaust gas sensor voltage, resistance, impedance,
current, response rate, amplitude, offset, or other characteristic(s)
that would cause an engine’s emissions to exceed the emissions
thresholds for “other monitors” as shown in Table 2 of this
paragraph (h).

The OBD system must detect malfunctions of the exhaust gas sensor caused
by a lack of circuit continuity.

To the extent feasible, the OBD system must detect a malfunction of the
exhaust gas sensor when the sensor output voltage, resistance,
impedance, current, amplitude, activity, offset, or other
characteristics are no longer sufficient for use as an OBD system
monitoring device (e.g., for catalyst monitoring).

The OBD system must detect malfunctions of the exhaust gas sensor caused
by out-of-range values.

The OBD system must detect a malfunction of the exhaust gas sensor when
a sensor failure or deterioration causes the fuel system (e.g., fuel
control) to stop using that sensor as a feedback input (e.g., causes
default or open-loop operation).

Exhaust gas sensor heater malfunction criteria.

The OBD system must detect a malfunction of the heater performance when
the current or voltage drop in the heater circuit is no longer within
the manufacturer’s specified limits for normal operation (i.e., within
the criteria required to be met by the component vendor for heater
circuit performance at high mileage).  Other malfunction criteria for
heater performance malfunctions may be used upon demonstrating via data
or engineering analyses that the monitoring reliability and timeliness
is equivalent to the stated criteria in this paragraph (h)(8)(iv)(A). 

The OBD system must detect malfunctions of the heater circuit including
open or short circuits that conflict with the commanded state of the
heater (e.g., shorted to 12 Volts when commanded to 0 Volts (ground)).

Primary exhaust gas sensor monitoring conditions.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraphs (h)(8)(ii)(A) and (h)(8)(ii)(D) of this section
in accordance with paragraphs (c) and  (d) of this section. For purposes
of tracking and reporting as required by paragraph (d)(1) of this
section, all monitors used to detect malfunctions identified in
paragraphs (h)(8)(ii)(A) and (h)(8)(ii)(D) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section. 

Except as provided for in paragraph (h)(8)(v)(C) of this section,
monitoring for malfunctions identified in paragraphs (h)(8)(ii)(B) and
(h)(8)(ii)(C) of this section must be conducted continuously.

The manufacturer may disable continuous primary exhaust gas sensor
monitoring when a primary exhaust gas sensor malfunction cannot be
distinguished from other effects (e.g., disable out-of-range low
monitoring during fuel cut conditions).  To do so, the manufacturer must
demonstrate via data or engineering analyses that a properly functioning
sensor cannot be distinguished from a malfunctioning sensor and that the
disablement interval is limited only to that necessary for avoiding
false detection.

Secondary exhaust gas sensor monitoring conditions.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraphs (h)(8)(iii)(A) through (h)(8)(iii)(C) of this
section in accordance with paragraphs (c) and  (d) of this section.

Except as provided for in paragraph (h)(8)(vi)(C) of this section,
monitoring for malfunctions identified in paragraphs (h)(8)(iii)(D) and
(h)(8)(iii)(E) of this section must be conducted continuously.

The manufacturer may disable continuous secondary exhaust gas sensor
monitoring when a secondary exhaust gas sensor malfunction cannot be
distinguished from other effects (e.g., disable out-of-range low
monitoring during fuel cut conditions).  To do so, the manufacturer must
demonstrate via data or engineering analyses that a properly functioning
sensor cannot be distinguished from a malfunctioning sensor and that the
disablement interval is limited only to that necessary for avoiding
false detection.

Exhaust gas sensor heater monitoring conditions.

The manufacturer must define monitoring conditions for malfunctions
identified in paragraph (h)(8)(iv)(A) of this section in accordance with
paragraphs (c) and  (d) of this section.

Monitoring for malfunctions identified in paragraph (h)(8)(iv)(B) of
this section must be conducted continuously.

Exhaust gas sensor MIL activation and DTC storage. The MIL must activate
and DTCs must be stored according to the provisions of paragraph (b) of
this section.

(h)(9) VVT system

Variable valve timing (VVT) system monitoring.

General. The OBD system must monitor the VVT system on engines so
equipped for target error and slow response malfunctions.  The
individual electronic components (e.g., actuators, valves, sensors) that
are used in the VVT system must be monitored in accordance with the
comprehensive components requirements in paragraph (i)(3) of this
section.

VVT system malfunction criteria.

VVT system target error. The OBD system must detect a malfunction prior
to any failure or deterioration in the capability of the VVT system to
achieve the commanded valve timing and/or control within a crank angle
and/or lift tolerance that would cause an engine’s emissions to exceed
the emission thresholds for “other monitors” as shown in Table 2 of
this paragraph (h).

VVT slow response. The OBD system must detect a malfunction prior to any
failure or deterioration in the capability of the VVT system to achieve
the commanded valve timing and/or control within a
manufacturer-specified time that would cause an engine’s emissions to
exceed the emission thresholds for “other monitors” as shown in
Table 2 of this paragraph (h).

For engines in which no failure or deterioration of the VVT system could
result in an engine’s emissions exceeding the applicable emissions
thresholds of paragraphs (h)(9)(ii)(A) and (h)(9)(ii)(B) of this
paragraph (h), the OBD system must detect a malfunction of the VVT
system when proper functional response of the system to computer
commands does not occur.

VVT system monitoring conditions. Manufacturers must define the
monitoring conditions for VVT system malfunctions identified in
paragraph (h)(9)(ii) of this section in accordance with paragraphs (c)
and (d) of this section, with the exception that monitoring must occur
every time the monitoring conditions are met during the drive cycle
rather than once per drive cycle as required in paragraph (c)(2) of this
section.  For purposes of tracking and reporting as required in
paragraph (d)(1) of this section, all monitors used to detect
malfunctions identified in paragraph (h)(9)(ii) of this section must be
tracked separately but reported as a single set of values as specified
in paragraph (e)(1)(iii) of this section. 

VVT MIL activation and DTC storage. The MIL must activate and DTCs must
be stored according to the provisions of paragraph (b) of this section.

(i) Monitoring requirements for all engines

OBD monitoring requirements for all engines.

(i)(1) Cooling system

Engine cooling system monitoring.

General.

The OBD system must monitor the thermostat on engines so equipped for
proper operation.

The OBD system must monitor the engine coolant temperature (ECT) sensor
for electrical circuit continuity, out-of-range values, and rationality
malfunctions.

For engines that use a system other than the cooling system and ECT
sensor (e.g., oil temperature, cylinder head temperature) to determine
engine operating temperature for emission control purposes (e.g., to
modify spark or fuel injection timing or quantity), the manufacturer may
forego cooling system monitoring and instead monitor the components or
systems used in their approach.  To do so, the manufacturer must to
submit data and/or engineering analyses that demonstrate that their
monitoring plan is as reliable and effective as the monitoring required
in this paragraph (i)(1).

Malfunction criteria for the thermostat.

The OBD system must detect a thermostat malfunction if, within the
manufacturer specified time interval following engine start, any of the
following conditions occur:  the coolant temperature does not reach the
highest temperature required by the OBD system to enable other
diagnostics; and, the coolant temperature does not reach a warmed-up
temperature within 20 degrees Fahrenheit of the manufacturer’s nominal
thermostat regulating temperature.  For the second of these two
conditions, the manufacturer may use a lower temperature for this
criterion provided the manufacturer can demonstrate that the fuel, spark
timing, and/or other coolant temperature-based modification to the
engine control strategies would not cause an emissions increase greater
than or equal to 50 percent of any of the applicable emissions
standards.

The manufacturer may use alternative malfunction criteria to those of
paragraph (i)(1)(ii)(A) of this section and/or alternative monitoring
conditions to those of paragraph (i)(1)(iv) of this section that are a
function of temperature at engine start on engines that do not reach the
temperatures specified in the malfunction criteria when the thermostat
is functioning properly. To do so, the manufacturer is required to
submit data and/or engineering analyses that demonstrate that a properly
operating system does not reach the specified temperatures and that the
possibility is minimized for cooling system malfunctions to go
undetected thus disabling other OBD monitors. 

The manufacturer may request Administrator approval to forego monitoring
of the thermostat if the manufacturer can demonstrate that a
malfunctioning thermostat cannot cause a measurable increase in
emissions during any reasonable driving condition nor cause any
disablement of other OBD monitors.

Malfunction criteria for the ECT sensor.

Circuit integrity. The OBD system must detect malfunctions of the ECT
sensor related to a lack of circuit continuity or out-of-range values.

Time to reach closed-loop/feedback enable temperature. The OBD system
must detect if, within the manufacturer specified time interval
following engine start, the ECT sensor does not achieve the highest
stabilized minimum temperature that is needed to initiate
closed-loop/feedback control of all affected emission control systems
(e.g., fuel system, EGR system).  The manufacturer specified time
interval must be a function of the engine coolant temperature and/or
intake air temperature at startup.  The manufacturer time interval must
be supported by data and/or engineering analyses demonstrating that it
provides robust monitoring and minimizes the likelihood of other OBD
monitors being disabled. The manufacturer may forego the requirements of
this paragraph (i)(1)(iii)(B) provided the manufacturer does not use
engine coolant temperature or the ECT sensor to enable
closed-loop/feedback control of any emission control systems.

Stuck in range below the highest minimum enable temperature. To the
extent feasible when using all available information, the OBD system
must detect a malfunction if the ECT sensor inappropriately indicates a
temperature below the highest minimum enable temperature required by the
OBD system to enable other monitors (e.g., an OBD system that requires
ECT to be greater than 140 degrees Fahrenheit to enable a diagnostic
must detect malfunctions that cause the ECT sensor to inappropriately
indicate a temperature below 140 degrees Fahrenheit).  The manufacturer
may forego this requirement for temperature regions in which the
monitors required under paragraphs (i)(1)(ii) or (i)(1)(iii)(B) of this
section will detect ECT sensor malfunctions as defined in this paragraph
(i)(1)(iii)(C).

Stuck in range above the lowest maximum enable temperature. The OBD
system must detect a malfunction if the ECT sensor inappropriately
indicates a temperature above the lowest maximum enable temperature
required by the OBD system to enable other monitors (e.g., an OBD system
that requires an engine coolant temperature less than 90 degrees
Fahrenheit at startup prior to enabling an OBD monitor must detect
malfunctions that cause the ECT sensor to indicate inappropriately a
temperature above 90 degrees Fahrenheit).  The manufacturer may forego
this requirement within temperature regions in which the monitors
required under paragraphs (i)(1)(ii), (i)(1)(iii)(B), and (i)(1)(iii)(C)
of this section will detect ECT sensor malfunctions as defined in this
paragraph (i)(1)(iii)(D) or in which the MIL will be activated according
to the provisions of paragraph (b)(2)(v) of this section. The
manufacturer may also forego this monitoring within temperature regions
where a temperature gauge on the instrument panel indicates a
temperature in the “red zone” (engine overheating zone) and displays
the same temperature information as used by the OBD system.

Monitoring conditions for the thermostat.

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (i)(1)(ii)(A) of this section in accordance with
paragraph (c) of this section. Additionally, except as provided for in
paragraphs (i)(1)(iv)(B) and (i)(1)(iv)(C) of this section, monitoring
for malfunctions identified in paragraph (i)(1)(ii)(A) of this section
must be conducted once per drive cycle on every drive cycle in which the
ECT sensor indicates, at engine start, a temperature lower than the
temperature established as the malfunction criteria in paragraph
(i)(1)(ii)(A) of this section.

The manufacturer may disable thermostat monitoring at ambient engine
start temperatures below 20 degrees Fahrenheit.

The manufacturer may request Administrator approval to suspend or
disable thermostat monitoring if the engine is subjected to conditions
that could lead to false diagnosis. To do so, the manufacturer must
submit data and/or engineering analyses that demonstrate that the
suspension or disablement is necessary.  In general, the manufacturer
will not be allowed to suspend or disable the thermostat monitor on
engine starts where the engine coolant temperature at engine start is
more than 35 degrees Fahrenheit lower than the thermostat malfunction
threshold temperature determined under paragraph (i)(1)(ii)(A) of this
paragraph (i)(1). 

Monitoring conditions for the ECT sensor.

Except as provided for in paragraph (i)(1)(v)(E) of this section, the
OBD system must monitor continuously for malfunctions identified in
paragraph (i)(1)(iii)(A) of this section (i.e., circuit integrity and
out-of-range).

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraph (i)(1)(iii)(B) of this section in accordance
with paragraph (c) of this section.  Additionally, except as provided
for in paragraph (i)(1)(v)(D) of this section, monitoring for
malfunctions identified in paragraph (i)(1)(iii)(B) of this section must
be conducted once per drive cycle on every drive cycle in which the ECT
sensor indicates a temperature lower than the closed-loop enable
temperature at engine start (i.e., all engine start temperatures greater
than the ECT sensor out-of-range low temperature and less than the
closed-loop enable temperature).

The manufacturer must define the monitoring conditions for malfunctions
identified in paragraphs (i)(1)(iii)(C) and (i)(1)(iii)(D) of this
section in accordance with paragraphs (c) and (d) of this section.

The manufacturer may suspend or delay the monitor for the time to reach
closed-loop enable temperature if the engine is subjected to conditions
that could lead to false diagnosis (e.g., vehicle operation at idle for
more than 50 to 75 percent of the warm-up time).

The manufacturer may request Administrator approval to disable
continuous ECT sensor monitoring when an ECT sensor malfunction cannot
be distinguished from other effects.  To do so, the manufacturer must
submit data and/or engineering analyses that demonstrate a properly
functioning sensor cannot be distinguished from a malfunctioning sensor
and that the disablement interval is limited only to that necessary for
avoiding false detection.

Engine cooling system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(i)(2) Crankcase ventilation system

Crankcase ventilation (CV) system monitoring.

General. The OBD system must monitor the CV system on engines so
equipped for system integrity.  Engines not required to be equipped with
CV systems are exempt from monitoring the CV system.  For diesel
engines, the manufacturer must submit a plan for Administrator prior to
OBD certification. That plan must include descriptions of the monitoring
strategy, malfunction criteria, and monitoring conditions for CV system
monitoring.  The plan must demonstrate that the CV system monitor is of
equivalent effectiveness, to the extent feasible, to the malfunction
criteria and the monitoring conditions of this paragraph (i)(2).

Crankcase ventilation system malfunction criteria.

For the purposes of this paragraph (i)(2), “CV system” is defined as
any form of crankcase ventilation system, regardless of whether it
utilizes positive pressure.  “CV valve” is defined as any form of
valve or orifice used to restrict or control crankcase vapor flow. 
Further, any additional external CV system tubing or hoses used to
equalize crankcase pressure or to provide a ventilation path between
various areas of the engine (e.g., crankcase and valve cover) are
considered part of the CV system “between the crankcase and the CV
valve” and subject to the malfunction criteria in paragraph
(i)(2)(ii)(B) of this section.

Except as provided for in paragraphs (i)(2)(ii)(C) through (i)(2)(ii)(E)
of this section, the OBD system must detect a malfunction of the CV
system when a disconnection of the system occurs between either the
crankcase and the CV valve, or between the CV valve and the intake
manifold.

The manufacturer may forego monitoring for a disconnection between the
crankcase and the CV valve provided the CV system is designed such that
the CV valve is fastened directly to the crankcase such that it is
significantly more difficult to remove the CV valve from the crankcase
than to disconnect the line between the CV valve and the intake manifold
(taking aging effects into consideration).  To do so, the manufacturer
must be able to provide data and/or an engineering evaluation
demonstrating that the CV system is so designed.

The manufacturer may forego monitoring for a disconnection between the
crankcase and the CV valve provided the CV system is designed such that
it uses tubing connections between the CV valve and the crankcase that
are:  resistant to deterioration or accidental disconnection;
significantly more difficult to disconnect than is the line between the
CV valve and the intake manifold; and, not subject to disconnection per
the manufacturer’s repair procedures for any non-CV system repair. To
do so, the manufacturer must be able to provide data and/or engineering
evaluation demonstrating that the CV system is so designed.

The manufacturer may forego monitoring for a disconnection between the
CV valve and the intake manifold provided the CV system is designed such
that any disconnection either causes the engine to stall immediately
during idle operation, or is unlikely to occur due to a CV system design
that is integral to the induction system (e.g., machined passages rather
than tubing or hoses).  To do so, the manufacturer must be able to
provide data and/or an engineering evaluation demonstrating that the CV
system is so designed.

Crankcase ventilation system monitoring conditions. The manufacturer
must define the monitoring conditions for malfunctions identified in
paragraph (i)(2) of this section in accordance with paragraphs (c) and
(d) of this section.

Crankcase ventilation system MIL activation and DTC storage. The MIL
must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.  The stored DTC need not identify
specifically the CV system (e.g., a DTC for idle speed control or fuel
system monitoring can be stored) if the manufacturer can demonstrate
that additional monitoring hardware is necessary to make such an
identification and provided the manufacturer’s diagnostic and repair
procedures for the detected malfunction include directions to check the
integrity of the CV system.

(i)(3) Comprehensive components

Comprehensive component monitoring.

General. Except as provided for in paragraph (i)(4) of this section, the
OBD system must detect a malfunction of any electronic engine component
or system not otherwise described in paragraphs (g), (h), (i)(1), and
(i)(2) of this section that either provides input to (directly or
indirectly, such components may include the crank angle sensor, knock
sensor, throttle position sensor, cam position sensor, intake air
temperature sensor, boost pressure sensor, manifold pressure sensor,
mass air flow sensor, exhaust temperature sensor, exhaust pressure
sensor, fuel pressure sensor, fuel composition sensor of a flexible fuel
vehicle, etc.) or receives commands from (such components or systems may
include the idle speed control system, glow plug system, variable length
intake manifold runner systems, supercharger or turbocharger electronic
components, heated fuel preparation systems, the wait-to-start lamp on
diesel applications, the MIL, etc.) the onboard computer(s) and meets
either of the criteria described in paragraphs (i)(3)(i)(A) and/or
(i)(3)(i)(B) of this section.  Note that, for the purposes of this
paragraph (i)(3), “electronic engine component or system” does not
include components that are driven by the engine and are not related to
the control of the fueling, air handling, or emissions of the engine
(e.g., power take-off (PTO) components, air conditioning system
components, and power steering components).

It can affect emissions during any reasonable in-use driving condition.
The manufacturer must be able to provide emission data showing that the
component or system, when malfunctioning and installed on a suitable
test engine, does not have an emission effect.

It is used as part of the monitoring strategy for any other monitored
system or component.

Comprehensive component malfunction criteria for input components.

The OBD system must detect malfunctions of input components caused by a
lack of circuit continuity and out-of-range values. In addition, where
feasible, rationality checks must also be done and shall verify that a
sensor output is neither inappropriately high nor inappropriately low
(i.e., “two-sided” monitoring).

To the extent feasible, the OBD system must separately detect and store
different DTCs that distinguish rationality malfunctions from lack of
circuit continuity and out-of-range malfunctions.  For lack of circuit
continuity and out-of-range malfunctions, the OBD system must, to the
extent feasible, separately detect and store different DTCs for each
distinct malfunction (e.g., out-of-range low, out-of-range high, open
circuit).  The OBD system is not required to store separate DTCs for
lack of circuit continuity malfunctions that cannot be distinguished
from other out-of-range circuit malfunctions.

For input components that are used to activate alternative strategies
that can affect emissions (e.g., AECDs, engine shutdown systems), the
OBD system must conduct rationality checks to detect malfunctions that
cause the system to activate erroneously or deactivate the alternative
strategy.  To the extent feasible when using all available information,
the rationality check must detect a malfunction if the input component
inappropriately indicates a value that activates or deactivates the
alternative strategy.  For example, for an alternative strategy that
activates when the intake air temperature is greater than 120 degrees
Fahrenheit, the OBD system must detect malfunctions that cause the
intake air temperature sensor to indicate inappropriately a temperature
above 120 degrees Fahrenheit.

For engines that require precise alignment between the camshaft and the
crankshaft, the OBD system must monitor the crankshaft position
sensor(s) and camshaft position sensor(s) to verify proper alignment
between the camshaft and crankshaft in addition to monitoring the
sensors for circuit continuity and proper rationality.  Proper alignment
monitoring between a camshaft and a crankshaft is required only in cases
where both are equipped with position sensors.  For engines equipped
with VVT systems and a timing belt or chain, the OBD system must detect
a malfunction if the alignment between the camshaft and crankshaft is
off by one or more cam/crank sprocket cogs (e.g., the timing belt/chain
has slipped by one or more teeth/cogs).  If a manufacturer demonstrates
that a single tooth/cog misalignment cannot cause a measurable increase
in emissions during any reasonable driving condition, the OBD system
must detect a malfunction when the minimum number of teeth/cogs
misalignment has occurred that does cause a measurable emission
increase.

Comprehensive component malfunction criteria for output
components/systems.

The OBD system must detect a malfunction of an output component/system
when proper functional response does not occur in response to computer
commands.  If such a functional check is not feasible, the OBD system
must detect malfunctions of output components/systems caused by a lack
of circuit continuity or circuit malfunction (e.g., short to ground or
high voltage).  For output component lack of circuit continuity
malfunctions and circuit malfunctions, the OBD system is not required to
store different DTCs for each distinct malfunction (e.g., open circuit,
shorted low).  Manufacturers are not required to activate an output
component/system when it would not normally be active for the sole
purpose of performing a functional check of it as required in this
paragraph (i)(3).

For gasoline engines, the idle control system must be monitored for
proper functional response to computer commands. For gasoline engines
using monitoring strategies based on deviation from target idle speed, a
malfunction must be detected when either of the following conditions
occurs: the idle speed control system cannot achieve the target idle
speed within 200 revolutions per minute (rpm) above the target speed or
100 rpm below the target speed; or, the idle speed control system cannot
achieve the target idle speed within the smallest engine speed tolerance
range required by the OBD system to enable any other monitors. 
Regarding the former of these conditions, the manufacturer may use
larger engine speed tolerances.  To do so, the manufacturer must be able
to provide data and/or engineering analyses that demonstrate that the
tolerances can be exceeded without a malfunction being present.

For diesel engines, the idle control system must be monitored for proper
functional response to computer commands. For diesel engines, a
malfunction must be detected when either of the following conditions
occurs: the idle fuel control system cannot achieve the target idle
speed or fuel injection quantity within +/-50 percent of the
manufacturer-specified fuel quantity and engine speed tolerances; or,
the idle fuel control system cannot achieve the target idle speed or
fueling quantity within the smallest engine speed or fueling quantity
tolerance range required by the OBD system to enable any other monitors.


Glow plugs/intake air heater systems must be monitored for proper
functional response to computer commands and for circuit continuity
malfunctions.  The glow plug/intake air heater circuit(s) must be
monitored for proper current and voltage drop.  The manufacturer may use
other monitoring strategies but must be able to provide data and/or
engineering analyses that demonstrate reliable and timely detection of
malfunctions.  The OBD system must also detect a malfunction when a
single glow plug no longer operates within the manufacturer’s
specified limits for normal operation.  If a manufacturer can
demonstrate that a single glow plug malfunction cannot cause a
measurable increase in emissions during any reasonable driving
condition, the OBD system must instead detect a malfunction when the
number of glow plugs needed to cause an emission increase is
malfunctioning.  To the extent feasible, the stored DTC must identify
the specific malfunctioning glow plug(s).

The wait-to-start lamp circuit and the MIL circuit must be monitored for
malfunctions that cause either lamp to fail to activate when commanded
to do so (e.g., burned out bulb).

Monitoring conditions for input components. 

The OBD system must monitor input components continuously for
out-of-range values and circuit continuity. The manufacturer may disable
continuous monitoring for circuit continuity and out-of-range values
when a malfunction cannot be distinguished from other effects.  To do
so, the manufacturer must be able to provide data and/or engineering
analyses that demonstrate that a properly functioning input component
cannot be distinguished from a malfunctioning input component and that
the disablement interval is limited only to that necessary for avoiding
false malfunction detection. 

For input component rationality checks (where applicable), the
manufacturer must define the monitoring conditions for detecting
malfunctions in accordance with paragraphs (c) and (d) of this section,
with the exception that rationality checks must occur every time the
monitoring conditions are met during the drive cycle rather than once
per drive cycle as required in paragraph (c)(2) of this section.

Monitoring conditions for output components/systems.

The OBD system must monitor output components/systems continuously for
circuit continuity and circuit malfunctions. The manufacturer may
disable continuous monitoring for circuit continuity and circuit
malfunctions when a malfunction cannot be distinguished from other
effects.  To do so, the manufacturer must be able to provide data and/or
engineering analyses that demonstrate that a properly functioning output
component/system cannot be distinguished from a malfunctioning one and
that the disablement interval is limited only to that necessary for
avoiding false malfunction detection.

For output component/system functional checks, the manufacturer must
define the monitoring conditions for detecting malfunctions in
accordance with paragraphs (c) and (d) of this section. Specifically for
the idle control system, the manufacturer must define the monitoring
conditions for detecting malfunctions in accordance with paragraphs (c)
and (d) of this section, with the exception that functional checks must
occur every time the monitoring conditions are met during the drive
cycle rather than once per drive cycle as required in paragraph (c)(2)
of this section.

Comprehensive component MIL activation and DTC storage.

Except as provided for in paragraphs (i)(3)(vi)(B) and (i)(3)(vi)(C) of
this section, the MIL must activate and DTCs must be stored according to
the provisions of paragraph (b) of this section.

The MIL need not be activated in conjunction with storing a MIL-on DTC
for any comprehensive component if: the component or system, when
malfunctioning, could not cause engine emissions to increase by 15
percent or more of the applicable FTP standard during any reasonable
driving condition; or, the component or system is not used as part of
the monitoring strategy for any other system or component that is
required to be monitored.

The MIL need not be activated if a malfunction has been detected in the
MIL circuit that prevents the MIL from activating (e.g., burned out bulb
or light-emitting diode, LED). Nonetheless, the electronic MIL status
(see paragraph (k)(4)(ii) of this section) must be reported as MIL
commanded-on and a MIL-on DTC must be stored.

(i)(4) Other emission control systems

Other emission control system monitoring.

General. For other emission control systems that are either not
addressed in paragraphs (g) through (i)(3) of this section (e.g.,
hydrocarbon traps, homogeneous charge compression ignition control
systems), or addressed in paragraph (i)(3) of this section but not
corrected or compensated for by an adaptive control system (e.g., swirl
control valves), the manufacturer must submit a plan for Administrator
approval of the monitoring strategy, malfunction criteria, and
monitoring conditions prior to introduction on a production engine.  The
plan must demonstrate the effectiveness of the monitoring strategy, the
malfunction criteria used, the monitoring conditions required by the
monitor, and, if applicable, the determination that the requirements of
paragraph (i)(4)(ii) of this section are satisfied.

For engines that use emission control systems that alter intake air flow
or cylinder charge characteristics by actuating valve(s), flap(s), etc.,
in the intake air delivery system (e.g., swirl control valve systems),
the manufacturer, in addition to meeting the requirements of paragraph
(i)(4)(i) of this section, may elect to have the OBD system monitor the
shaft to which all valves in one intake bank are physically attached
rather than performing a functional check of the intake air flow,
cylinder charge, or individual valve(s)/flap(s).  For non-metal shafts
or segmented shafts, the monitor must verify all shaft segments for
proper functional response (e.g., by verifying that the segment or
portion of the shaft farthest from the actuator functions properly). 
For systems that have more than one shaft to operate valves in multiple
intake banks, the manufacturer is not required to add more than one set
of detection hardware (e.g., sensor, switch) per intake bank to meet
this requirement.

(i)(5) Exceptions to monitoring requirements

Exceptions to OBD monitoring requirements.

The Administrator may revise the PM filtering performance malfunction
criteria for DPFs to exclude detection of specific failure modes such as
partially melted substrates, if the most reliable monitoring method
developed requires it.

The manufacturer may disable an OBD system monitor at ambient engine
start temperatures below 20 degrees Fahrenheit (low ambient temperature
conditions may be determined based on intake air or engine coolant
temperature at engine start) or at elevations higher than 8,000 feet
above sea level.  To do so, the manufacturer must submit data and/or
engineering analyses that demonstrate that monitoring is unreliable
during the disable conditions.  A manufacturer may request that an OBD
system monitor be disabled at other ambient engine start temperatures by
submitting data and/or engineering analyses demonstrating that
misdiagnosis would occur at the given ambient temperatures due to their
effect on the component itself (e.g., component freezing).

The manufacturer may disable an OBD system monitor when the fuel level
is 15 percent or less of the nominal fuel tank capacity for those
monitors that can be affected by low fuel level or running out of fuel
(e.g., misfire detection).  To do so, the manufacturer must submit data
and/or engineering analyses that demonstrate that monitoring at the
given fuel levels is unreliable, and that the OBD system is still able
to detect a malfunction if the component(s) used to determine fuel level
indicates erroneously a fuel level that causes the disablement.

The manufacturer may disable OBD monitors that can be affected by engine
battery or system voltage levels.

 For an OBD monitor affected by low vehicle battery or system voltages,
manufacturers may disable monitoring when the battery or system voltage
is below 11.0 Volts.  The manufacturer may use a voltage threshold
higher than 11.0 Volts to disable monitors but must submit data and/or
engineering analyses that demonstrate that monitoring at those voltages
is unreliable and that either operation of a vehicle below the
disablement criteria for extended periods of time is unlikely or the OBD
system monitors the battery or system voltage and will detect a
malfunction at the voltage used to disable other monitors.

For an OBD monitor affected by high engine battery or system voltages,
the manufacturer may disable monitoring when the battery or system
voltage exceeds a manufacturer-defined voltage.  To do so, the
manufacturer must submit data and/or engineering analyses that
demonstrate that monitoring above the manufacturer-defined voltage is
unreliable and that either the electrical charging system/alternator
warning light will be activated (or voltage gauge would be in the “red
zone”) or the OBD system monitors the battery or system voltage and
will detect a malfunction at the voltage used to disable other monitors.

The manufacturer may also disable affected OBD monitors in systems
designed to accommodate the installation of power take off (PTO) units
provided monitors are disabled only while the PTO unit is active and the
OBD readiness status (see paragraph (k)(4)(i) of this section) is
cleared by the onboard computer (i.e., all monitors set to indicate
“not complete” or “not ready”) while the PTO unit is activated. 
If monitors are so disabled and when the disablement ends, the readiness
status may be restored to its state prior to PTO activation.

(i)(6) Feedback control system

Feedback control system monitoring. If the engine is equipped with
feedback control of any of the systems covered in paragraphs (g), (h)
and (i) of this section, then the OBD system must detect as malfunctions
the conditions specified in this paragraph (i)(6) for each of the
individual feedback controls.  

The OBD system must detect when the system fails to begin feedback
control within a manufacturer specified time interval.

When any malfunction or deterioration causes open loop or limp-home
operation.

When feedback control has used up all of the adjustment allowed by the
manufacturer.

A manufacturer may temporarily disable monitoring for malfunctions
specified in paragraph (i)(6)(iii) of this section during conditions
that the specific monitor cannot distinguish robustly between a
malfunctioning system and a properly operating system.  To do so, the
manufacturer is required to submit data and/or engineering analyses
demonstrating that the individual feedback control system, when
operating as designed on an engine with all emission controls working
properly, routinely operates during these conditions while having used
up all of the adjustment allowed by the manufacturer.   In lieu of
detecting, with a system specific monitor, the malfunctions specified in
paragraphs (i)(6)(i) and (i)(6)(ii) of this section the OBD system may
monitor the individual parameters or components that are used as inputs
for individual feedback control systems provided that the monitors
detect all malfunctions that meet the criteria of paragraphs (i)(6)(i)
and (i)(6)(ii) of this section.

(j) Production evaluation testing

Production evaluation testing.

[Reserved.]

Verification of monitoring requirements.

Within either the first six months of the start of engine production or
the first three months of the start of vehicle production, whichever is
later, the manufacturer must conduct a complete evaluation of the OBD
system of one or more production vehicles (test vehicles) and submit the
results of the evaluation to the Administrator.

Selection of test vehicles.

For each engine selected for monitoring system demonstration in
paragraph (l) of this section, the manufacturer must evaluate one
production vehicle equipped with an engine from the same engine family
and rating as the demonstration engine. The vehicle selection must be
approved by the Administrator. 

If the manufacturer is required to test more than one test vehicle, the
manufacturer may test an engine in lieu of a vehicle for all but one of
the required test vehicles.

The requirement for submittal of data from one or more of the test
vehicles may be waived if data have been submitted previously for all of
the engine ratings and variants.

Evaluation requirements.

The evaluation must demonstrate the ability of the OBD system on the
selected test vehicle to detect a malfunction, activate the MIL, and,
where applicable, store an appropriate DTC readable by a scan tool when
a malfunction is present and the monitoring conditions have been
satisfied for each individual monitor required by this section.

The evaluation must verify that the malfunction of any component used to
enable another OBD monitor but that does not itself result in MIL
activation (e.g., fuel level sensor) will not inhibit the ability of
other OBD monitors to detect malfunctions properly.

The evaluation must verify that the software used to track the numerator
and denominator for the purpose of determining in-use monitoring
frequency increments as required by paragraph (d)(2) of this section.

Malfunctions may be implanted mechanically or simulated electronically,
but internal onboard computer hardware or software changes shall not be
used to simulate malfunctions.  For monitors that are required to
indicate a malfunction before emissions exceed an emission threshold,
manufacturers are not required to use malfunctioning components/systems
set exactly at their malfunction criteria limits.  Emission testing is
not required to confirm that the malfunction is detected before the
appropriate emission thresholds are exceeded.

The manufacturer must submit a proposed test plan for approval prior to
performing evaluation testing.  The test plan must identify the method
used to induce a malfunction for each monitor.

If the demonstration of a specific monitor cannot be reasonably
performed without causing physical damage to the test vehicle (e.g.,
onboard computer internal circuit malfunctions), the manufacturer may
omit the specific demonstration.

For evaluation of test vehicles selected in accordance with paragraph
(j)(2)(ii) of this section, the manufacturer is not required to
demonstrate monitors that were demonstrated prior to certification as
required in paragraph (l) of this section.

The manufacturer must submit a report of the results of all testing
conducted as required by paragraph (j)(2) of this section. The report
must identify the method used to induce a malfunction in each monitor,
the MIL activation status, and the DTC(s) stored.

Verification of in-use monitoring performance ratios.

The manufacturer must collect and report in-use monitoring performance
data representative of production vehicles (i.e., engine rating and
chassis application combination).  The manufacturer must collect and
report the data to the Administrator within 12 months after the first
production vehicle was first introduced into commerce.

The manufacturer must separate production vehicles into the monitoring
performance groups and submit data that represents each of these groups.
The groups shall be based on the following criteria:

Emission control system architecture.  All engines that use the same or
similar emissions control system architecture (e.g., EGR with DPF and
SCR; EGR with DPF and NOx adsorber; EGR with DPF-only) and associated
monitoring system would be in the same emission architecture category.

Vehicle application type. Within an emission architecture category,
engines shall be separated into one of three vehicle application types:
engines intended primarily for line-haul chassis applications, engines
intended primarily for urban delivery chassis applications, and all
other engines.

The manufacturer may use an alternative grouping method to collect
representative data.  To do so, the manufacturer must show that the
alternative groups include production vehicles using similar emission
controls, OBD strategies, monitoring condition calibrations, and vehicle
application driving/usage patterns such that they are expected to have
similar in-use monitoring performance. The manufacturer will still be
required to submit one set of data for each of the alternative groups.

For each monitoring performance group, the data must include all of the
in-use performance tracking data (i.e., all numerators, denominators,
the general denominator, and the ignition cycle counter), the date the
data were collected, the odometer reading, the VIN, and the calibration
ID.

The manufacturer must submit a plan to the Administrator that details
the types of production vehicles in each monitoring performance group,
the number of vehicles per group to be sampled, the sampling method, the
timeline to collect the data, and the reporting format. The plan must
provide for effective collection of data from, at least, 15 vehicles per
monitoring performance group and provide for data that represent a broad
range of temperature conditions. The plan shall not, by design, exclude
or include specific vehicles in an attempt to collect data only from
vehicles expected to have the highest in-use performance ratios.

The 12 month deadline for reporting may be extended to 18 months if the
manufacturer can show that the delay is justified.  In such a case, an
interim report of progress to date must be submitted within the 12 month
deadline.

(k) Standardization requirements

Standardization requirements.

Reference materials. The OBD system must conform with the following
Society of Automotive Engineers (SAE) standards and/or the following
International Standards Organization (ISO) standards. The following
documents are incorporated by reference, see §86.1:

SAE material. Copies of these materials may be obtained from the Society
of Automotive Engineers, Inc., 400 Commonwealth Drive, Warrendale, PA
15096–0001.

SAE J1930 “Electrical/Electronic Systems Diagnostic Terms,
Definitions, Abbreviations, and Acronyms – Equivalent to ISO/TR
15031-2:April 30, 2002,” April 2002.

SAE J1939 “Recommended Practice for a Serial Control and
Communications Vehicle Network” and the associated subparts included
in SAE HS-1939, “Truck and Bus Control and Communications Network
Standards Manual,” 2006 Edition.

[Reserved.]

SAE J1978 “OBD II Scan Tool – Equivalent to ISO/DIS 15031-4:
December 14, 2001,” April 2002.

SAE J1979 “E/E Diagnostic Test Modes – Equivalent to ISO/DIS
15031-5:April 30, 2002,” April 2002.

SAE J2012 “Diagnostic Trouble Code Definitions – Equivalent to
ISO/DIS 15031-6:April 30, 2002,” April 2002.

SAE J2403 “Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature,”
August 2004.

SAE J2534 “Recommended Practice for Pass-Thru Vehicle
Reprogramming,” February 2002.

ISO materials. Copies of these materials may be obtained from the
International Organization for Standardization, Case Postale 56,
CH–1211 Geneva 20, Switzerland.

ISO 15765-4:2001 “Road Vehicles-Diagnostics on Controller Area Network
(CAN) - Part 4: Requirements for emission-related systems,” December
2001.

The manufacturer defined data link connector must be accessible to a
trained service technician.

[Reserved.]

Required emission related functions. The following functions must be
implemented and must be accessible by, at a minimum, a manufacturer scan
tool:

Ready status. The OBD system must indicate “complete” or “not
complete” for each of the installed monitored components and systems
identified in paragraphs (g), (h) with the exception of (h)(4), and
(i)(3) of this section. All components or systems identified in
paragraphs (h)(1), (h)(2), or (i)(3) of this section that are monitored
continuously must always indicate “complete.” Components or systems
that are not subject to being monitored continuously must immediately
indicate “complete” upon the respective monitor(s) being executed
fully and determining that the component or system is not
malfunctioning.  A component or system must also indicate “complete”
if, after the requisite number of decisions necessary for determining
MIL status has been executed fully, the monitor indicates a malfunction
of the component or system.  The status for each of the monitored
components or systems must indicate “not complete” whenever
diagnostic memory has been cleared or erased by a means other than that
allowed in paragraph (b) of this section.  Normal vehicle shut down
(i.e., key-off/engine-off) shall not cause the status to indicate “not
complete.”

The manufacturer may request that the ready status for a monitor be set
to indicate “complete” without the monitor having completed if
monitoring is disabled for a multiple number of drive cycles due to the
continued presence of extreme operating conditions (e.g., cold ambient
temperatures, high altitudes).  Any such request must specify the
conditions for monitoring system disablement and the number of drive
cycles that would pass without monitor completion before ready status
would be indicated as “complete.”

For the evaporative system monitor, the ready status must be set in
accordance with this paragraph (k)(4)(i) when both the functional check
of the purge valve and, if applicable, the leak detection monitor of the
hole size specified in paragraph  (h)(7)(ii)(B) of this section indicate
that they are complete.

If the manufacturer elects to indicate ready status through the MIL in
the key-on/engine-off position as provided for in paragraph (b)(1)(iii)
of this section, the ready status must be indicated in the following
manner: If the ready status for all monitored components or systems is
“complete,” the MIL shall remain continuously activated in the
key-on/engine-off position for at least 10-20 seconds.  If the ready
status for one or more of the monitored components or systems is “not
complete,” after at least 5 seconds of operation in the
key-on/engine-off position with the MIL activated continuously, the MIL
shall blink once per second for 5-10 seconds.  The data stream value for
MIL status as required in paragraph (k)(4)(ii) of this section must
indicate “commanded off” during this sequence unless the MIL has
also been “commanded on” for a detected malfunction.

Data stream. The following signals must be made available on demand
through the data link connector.  The actual signal value must always be
used instead of a limp home value.

For gasoline engines.

Calculated load value, engine coolant temperature, engine speed, vehicle
speed, and time elapsed since engine start.

Absolute load, fuel level (if used to enable or disable any other
monitors), barometric pressure (directly measured or estimated), engine
control module system voltage, and commanded equivalence ratio.

Number of stored MIL-on DTCs, catalyst temperature (if directly measured
or estimated for purposes of enabling the catalyst monitor(s)), monitor
status (i.e., disabled for the rest of this drive cycle, complete this
drive cycle, or not complete this drive cycle) since last engine
shut-off for each monitor used for ready status, distance traveled (or
engine run time for engines not using vehicle speed information) while
MIL activated, distance traveled (or engine run time for engines not
using vehicle speed information) since DTC memory last erased, and
number of warm-up cycles since DTC memory last erased, OBD requirements
to which the engine is certified (e.g., California OBD, EPA OBD,
European OBD, non-OBD) and MIL status (i.e., commanded-on or
commanded-off).

For diesel engines.

Calculated load (engine torque as a percentage of maximum torque
available at the current engine speed), driver’s demand engine torque
(as a percentage of maximum engine torque), actual engine torque (as a
percentage of maximum engine torque), reference engine maximum torque,
reference maximum engine torque as a function of engine speed (suspect
parameter numbers (SPN) 539 through 543 defined by SAE J1939 within
parameter group number (PGN) 65251 for engine configuration), engine
coolant temperature, engine oil temperature (if used for emission
control or any OBD monitors), engine speed, and time elapsed since
engine start.

Fuel level (if used to enable or disable any other monitors), vehicle
speed (if used for emission control or any OBD monitors), barometric
pressure (directly measured or estimated), and engine control module
system voltage.

Number of stored MIL-on DTCs, monitor status (i.e., disabled for the
rest of this drive cycle, complete this drive cycle, or not complete
this drive cycle) since last engine shut-off for each monitor used for
ready status, distance traveled (or engine run time for engines not
using vehicle speed information) while MIL activated, distance traveled
(or engine run time for engines not using vehicle speed information)
since DTC memory last erased, number of warm-up cycles since DTC memory
last erased, OBD requirements to which the engine is certified (e.g.,
California OBD, EPA OBD, European OBD, non-OBD), and MIL status (i.e.,
commanded-on or commanded-off).

NOx NTE control area status (i.e., inside control area, outside control
area, inside manufacturer-specific NOx NTE carve-out area, or deficiency
active area) and PM NTE control area status (i.e., inside control area,
outside control area, inside manufacturer-specific PM NTE carve-out
area, or deficiency active area).

For purposes of the calculated load and torque parameters in paragraph
(k)(4)(ii)(B)(1) of this section, manufacturers must report the most
accurate values that are calculated within the applicable electronic
control unit (e.g., the engine control module).  Most accurate, in this
context, must be of sufficient accuracy, resolution, and filtering to be
used for the purposes of in-use emission testing with the engine still
in a vehicle (e.g., using portable emission measurement equipment).

For all engines so equipped.

Absolute throttle position, relative throttle position, fuel control
system status (e.g., open loop, closed loop), fuel trim, fuel pressure,
ignition timing advance, fuel injection timing, intake air/manifold
temperature, engine intercooler temperature, manifold absolute pressure,
air flow rate from mass air flow sensor, secondary air status (upstream,
downstream, or atmosphere), ambient air temperature, commanded purge
valve duty cycle/position, commanded EGR valve duty cycle/position,
actual EGR valve duty cycle/position, EGR error between actual and
commanded, PTO status (active or not active), redundant absolute
throttle position (for electronic throttle or other systems that utilize
two or more sensors), absolute pedal position, redundant absolute pedal
position, commanded throttle motor position, fuel rate, boost pressure,
commanded/target boost pressure, turbo inlet air temperature, fuel rail
pressure, commanded fuel rail pressure, DPF inlet pressure, DPF inlet
temperature, DPF outlet pressure, DPF outlet temperature, DPF delta
pressure, exhaust pressure sensor output, exhaust gas temperature sensor
output, injection control pressure, commanded injection control
pressure, turbocharger/turbine speed, variable geometry turbo position,
commanded variable geometry turbo position, turbocharger compressor
inlet temperature, turbocharger compressor inlet pressure, turbocharger
turbine inlet temperature, turbocharger turbine outlet temperature,
waste gate valve position, and glow plug lamp status.

Oxygen sensor output, air/fuel ratio sensor output, NOx sensor output,
and evaporative system vapor pressure.

Freeze frame.

“Freeze frame” information required to be stored pursuant to
paragraphs (b)(2)(iv), (h)(1)(iv)(D), and (h)(2)(vi) of this section
must be made available on demand through the data link connector.

“Freeze frame” conditions must include the DTC that caused the data
to be stored along with all of the signals required in paragraphs
(k)(4)(ii)(A)(1) or (k)(4)(ii)(B)(1) of this section.  Freeze frame
conditions must also include all of the signals required on the engine
in paragraphs (k)(4)(ii)(A)(2) and (k)(4)(ii)(B)(2) of this section, 
and paragraph (k)(4)(ii)(C)(1) of this section that are used for
diagnostic or control purposes in the specific monitor or
emission-critical powertrain control unit that stored the DTC.

Only one frame of data is required to be recorded.  The manufacturer may
choose to store additional frames provided that at least the required
frame can be read by, at a minimum, a manufacturer scan tool.

Diagnostic trouble codes.

For all monitored components and systems, any stored pending, MIL-on,
and previous-MIL-on DTCs must be made available through the diagnostic
connector. 

The stored DTC must, to the extent possible, pinpoint the probable cause
of the malfunction or potential malfunction. To the extent feasible, the
manufacturer must use separate DTCs for every monitor where the monitor
and repair procedure or probable cause of the malfunction is different.
In general, rationality and functional checks must use different DTCs
than the respective circuit integrity checks. Additionally, input
component circuit integrity checks must use different DTCs for distinct
malfunctions (e.g., out-of-range low, out-of-range high, open circuit).

The manufacturer must use appropriate standard-defined DTCs whenever
possible.  With Administrator approval, the manufacturer may use
manufacturer-defined DTCs in accordance with the applicable standard’s
specifications.  To do so, the manufacturer must be able to show a lack
of available standard-defined DTCs, uniqueness of the monitor or
monitored component, expected future usage of the monitor or component,
and estimated usefulness in providing additional diagnostic and repair
information to service technicians.  Manufacturer-defined DTCs must be
used in a consistent manner (i.e., the same DTC shall not be used to
represent two different failure modes) across a manufacturer’s entire
product line.

A pending or MIL-on DTC (as required in paragraphs (g) through (i) of
this section) must be stored and available to, at a minimum, a
manufacturer scan tool within 10 seconds after a monitor has determined
that a malfunction or potential malfunction has occurred. A permanent
DTC must be stored and available to, at a minimum, a manufacturer scan
tool no later than the end of an ignition cycle in which the
corresponding MIL-on DTC that caused MIL activation has been stored.

Pending DTCs for all components and systems (including those monitored
continuously and non-continuously) must be made available through the
diagnostic connector. A manufacturer using alternative statistical
protocols for MIL activation as allowed in paragraph (b)(2)(iii) of this
section must submit the details of their protocol for setting pending
DTCs. The protocol must be, overall, equivalent to the requirements of
this paragraph (k)(4)(iv)(E) and provide service technicians with a
quick and accurate indication of a potential malfunction.

Permanent DTC for all components and systems must be made available
through the diagnostic connector in a format that distinguishes
permanent DTCs from pending DTCs, MIL-on DTCs, and previous-MIL-on DTCs.
A MIL-on DTC must be stored as a permanent DTC no later than the end of
the ignition cycle and subsequently at all times that the MIL-on DTC is
commanding the MIL on. Permanent DTCs must be stored in non-volatile
random access memory (NVRAM) and shall not be erasable by any scan tool
command or by disconnecting power to the on-board computer. Permanent
DTCs must be erasable if the engine control module is reprogrammed and
the ready status described in paragraph (k)(4)(i) of this section for
all monitored components and systems are set to “not complete.” The
OBD system must have the ability to store a minimum of four current
MIL-on DTCs as permanent DTCs in NVRAM.  If the number of MIL-on DTCs
currently commanding activation of the MIL exceeds the maximum number of
permanent DTCs that can be stored, the OBD system must store the
earliest detected MIL-on DTC as permanent DTC.  If additional MIL-on
DTCs are stored when the maximum number of permanent DTCs is already
stored in NVRAM, the OBD system shall not replace any existing permanent
DTC with the additional MIL-on DTCs.

Test results. 

Except as provided for in paragraph (k)(4)(v)(G) of this section, for
all monitored components and systems identified in paragraphs (g) and
(h) of this section, results of the most recent monitoring of the
components and systems and the test limits established for monitoring
the respective components and systems must be stored and available
through the data link.

The test results must be reported such that properly functioning
components and systems (e.g., “passing” systems) do not store test
values outside of the established test limits.  Test limits must include
both minimum and maximum acceptable values and must be defined so that a
test result equal to either test limit is a “passing” value, not a
“failing” value.

[Reserved.]

The test results must be stored until updated by a more recent valid
test result or the DTC memory of the OBD system computer is cleared. 
Upon DTC memory being cleared, test results reported for monitors that
have not yet completed with valid test results since the last time the
fault memory was cleared must report values of zero for the test result
and test limits.

All test results and test limits must always be reported and the test
results must be stored until updated by a more recent valid test result
or the DTC memory of the OBD system computer is cleared.

The OBD system must store and report unique test results for each
separate monitor.

The requirements of this paragraph (k)(4)(v) do not apply to continuous
fuel system monitoring, cold start emission reduction strategy
monitoring, and continuous circuit monitoring.

Software calibration identification (CAL ID). On all engines, a single
software calibration identification number (CAL ID) for each monitor or
emission critical control unit(s) must be made available through the
data link connector.  A unique CAL ID must be used for every
emission-related calibration and/or software set having at least one bit
of different data from any other emission-related calibration and/or
software set.  Control units coded with multiple emission or diagnostic
calibrations and/or software sets must indicate a unique CAL ID for each
variant in a manner that enables an off-board device to determine which
variant is being used by the vehicle.  Control units that use a strategy
that will result in MIL activation if the incorrect variant is used
(e.g., control units that contain variants for manual and automatic
transmissions but will activate the MIL if the selected variant does not
match the type of transmission mated to the engine) are not required to
use unique CAL IDs.

Software calibration verification number (CVN).

All engines must use an algorithm to calculate a single calibration
verification number (CVN) that verifies the on-board computer software
integrity for each monitor or emission critical control unit that is
electronically reprogrammable.  The CVN must be made available through
the data link connector.  The CVN must indicate whether the
emission-related software and/or calibration data are valid and
applicable for the given vehicle and CAL ID.

The CVN algorithm used to calculate the CVN must be of sufficient
complexity that the same CVN is difficult to achieve with modified
calibration values.

The CVN must be calculated at least once per drive cycle and stored
until the CVN is subsequently updated.  Except for immediately after a
reprogramming event or a non-volatile memory clear or for the first 30
seconds of engine operation after a volatile memory clear or battery
disconnect, the stored value must be made available through the data
link connector to, at a minimum, a manufacturer scan tool.  The stored
CVN value shall not be erased when DTC memory is erased or during normal
vehicle shut down (i.e., key-off/engine-off).

[Reserved.]

Vehicle identification number (VIN).

All vehicles must have the vehicle identification number (VIN) available
through the data link connector to, at a minimum, a manufacturer scan
tool.  Only one electronic control unit per vehicle may report the VIN
to a scan tool.

If the VIN is reprogrammable, all emission-related diagnostic
information identified in paragraph (k)(4)(ix)(A) of this section must
be erased in conjunction with reprogramming of the VIN.

Erasure of diagnostic information. 

For purposes of this paragraph (k)(4)(ix), “emission-related
diagnostic information” includes all of the following:  ready status
as required by paragraph (k)(4)(i) of this section; data stream
information as required by paragraph (k)(4)(ii) of this section
including the number of stored MIL-on DTCs, distance traveled while MIL
activated, number of warm-up cycles since DTC memory last erased, and
distance traveled since DTC memory last erased; freeze frame information
as required by paragraph (k)(4)(iii) of this section; pending, MIL-on,
and previous-MIL-on DTCs as required by paragraph (k)(4)(iv) of this
section; and, test results as required by paragraph (k)(4)(v) of this
section.

For all engines, the emission-related diagnostic information must be
erased if commanded by any scan tool and may be erased if the power to
the on-board computer is disconnected.  If any of the emission-related
diagnostic information is commanded to be erased by any scan tool, all
emission-related diagnostic information must be erased from all
diagnostic or emission critical control units.  The OBD system shall not
allow a scan tool to erase a subset of the emission-related diagnostic
information (e.g., the OBD system shall not allow a scan tool to erase
only one of three stored DTCs or only information from one control unit
without erasing information from the other control unit(s)).

In-use performance ratio tracking requirements.

For each monitor required in paragraphs (g) through (i) of this section
to separately report an in-use performance ratio, manufacturers must
implement software algorithms to report a numerator and denominator.

For the numerator, denominator, general denominator, and ignition cycle
counters required by paragraph (e) of this section, the following
numerical value specifications apply:

Each number shall have a minimum value of zero and a maximum value of
65,535 with a resolution of one.

Each number shall be reset to zero only when a non-volatile random
access memory (NVRAM) reset occurs (e.g., reprogramming event) or, if
the numbers are stored in keep-alive memory (KAM), when KAM is lost due
to an interruption in electrical power to the control unit (e.g.,
battery disconnect).  Numbers shall not be reset to zero under any other
circumstances including when a scan tool command to clear DTCs or reset
KAM is received.

To avoid overflow problems, if either the numerator or denominator for a
specific component reaches the maximum value of 65,535 ±2, both numbers
shall be divided by two before either is incremented again.

To avoid overflow problems, if the ignition cycle counter reaches the
maximum value of 65,535 ±2, the ignition cycle counter shall rollover
and increment to zero on the next ignition cycle.

To avoid overflow problems, if the general denominator reaches the
maximum value of 65,535 ±2, the general denominator shall rollover and
increment to zero on the next drive cycle that meets the general
denominator definition.

If a vehicle is not equipped with a component (e.g., oxygen sensor bank
2, secondary air system), the corresponding numerator and denominator
for that specific component shall always be reported as zero.

For the ratio required by paragraph (e) of this section, the following
numerical value specifications apply:

The ratio shall have a minimum value of zero and a maximum value of
7.99527 with a resolution of 0.000122.

The ratio for a specific component shall be considered to be zero
whenever the corresponding numerator is equal to zero and the
corresponding denominator is not zero.

The ratio for a specific component shall be considered to be the maximum
value of 7.99527 if the corresponding denominator is zero or if the
actual value of the numerator divided by the denominator exceeds the
maximum value of 7.99527.

Engine run time tracking requirements.

For all gasoline and diesel engines, the manufacturer must implement
software algorithms to track and report individually the amount of time
the engine has been operated in the following conditions:

Total engine run time.

Total idle run time (with “idle” defined as accelerator pedal
released by the driver, vehicle speed less than or equal to one mile per
hour, engine speed greater than or equal to 50 to 150 rpm below the
normal, warmed-up idle speed (as determined in the drive position for
vehicles equipped with an automatic transmission), and power take-off
not active).

Total run time with power take off active.

For each counter specified in paragraph (k)(6)(i) of this section, the
following numerical value specifications apply:

Each number shall be a four-byte value with a minimum value of zero, a
resolution of one second per bit, and an accuracy of +/- ten seconds per
drive cycle.

Each number shall be reset to zero only when a non-volatile memory reset
occurs (e.g., reprogramming event).  Numbers shall not be reset to zero
under any other circumstances including when a scan tool (generic or
enhanced) command to clear fault codes or reset KAM is received.

To avoid overflow problems, if any of the individual counters reach the
maximum value, all counters shall be divided by two before any are
incremented again.

The counters shall be made available to, at a minimum, a manufacturer
scan tool and may be rescaled when transmitted from a resolution of one
second per bit to no more than three minutes per bit.

(l) Monitoring system demonstration requirements for certification

Monitoring system demonstration requirements for certification.

(l)(1) General

General. 

The manufacturer must submit emissions test data from one or more
durability demonstration test engines (test engines).

The Administrator may approve other demonstration protocols if the
manufacturer can provide comparable assurance that the malfunction
criteria are chosen based on meeting the malfunction criteria
requirements and that the timeliness of malfunction detection is within
the constraints of the applicable monitoring requirements.

For flexible fuel engines capable of operating on more than one fuel or
fuel combinations, the manufacturer must submit a plan for providing
emission test data.  The plan must demonstrate that testing will
represent properly the expected in-use fuel or fuel combinations.

(l)(2) Selection of test engines

Selection of test engines.

Prior to submitting any applications for certification for a model year,
the manufacturer must notify the Administrator regarding the planned
engine families and engine ratings within each family for that model
year.  The Administrator will select the engine family(ies) and the
specific engine rating within the engine family(ies) that the
manufacturer shall use as demonstration test engines.  The selection of
test vehicles for production evaluation testing as specified in
paragraph (j)(2) of this section may take place during this selection
process.

The manufacturer must provide emissions test data from the OBD parent
rating as defined in paragraph (o)(1) of this section.

For the test engine, the manufacturer must use an engine aged for a
minimum of 125 hours fitted with exhaust aftertreatment emission
controls aged to be representative of useful life aging.  The
manufacturer is required to submit a description of the accelerated
aging process and/or supporting data.  The process and/or data must
demonstrate assurance that deterioration of the exhaust aftertreatment
emission controls is stabilized sufficiently such that it represents
emission control performance at the end of the useful life.

(l)(3) Required testing

Required testing. Except as otherwise described in this paragraph
(l)(3), the manufacturer must perform single malfunction testing based
on the applicable test with the components/systems set at their
malfunction criteria limits as determined by the manufacturer for
meeting the emissions thresholds required in paragraphs (g), (h), and
(i) of this section.

Required testing for diesel-fueled/compression ignition engines.

Fuel system.  The manufacturer must perform a separate test for each
malfunction limit established by the manufacturer for the fuel system
parameters (e.g., fuel pressure, injection timing) specified in
paragraphs (g)(1)(ii)(A) through (g)(1)(ii)(C) of this section.  When
performing a test for a specific parameter, the fuel system must be
operating at the malfunction criteria limit for the applicable parameter
only.  All other parameters must be operating with normal
characteristics.  In conducting the fuel system demonstration tests, the
manufacturer may use computer modifications to cause the fuel system to
operate at the malfunction limit if the manufacturer can demonstrate
that the computer modifications produce test results equivalent to an
induced hardware malfunction.

[Reserved.]

EGR system.  The manufacturer must perform a separate test for each
malfunction limit established by the manufacturer for the EGR system
parameters (e.g., low flow, high flow, slow response) specified in
paragraphs (g)(3)(ii)(A) through (g)(3)(ii)(C) of this section and in
(g)(3)(ii)(E) of this section.  In conducting the EGR system slow
response demonstration tests, the manufacturer may use computer
modifications to cause the EGR system to operate at the malfunction
limit if the manufacturer can demonstrate that the computer
modifications produce test results equivalent to an induced hardware
malfunction. 

Turbo boost control system.  The manufacturer must perform a separate
test for each malfunction limit established by the manufacturer for the
turbo boost control system parameters (e.g., underboost, overboost,
response) specified in paragraphs (g)(4)(ii)(A) through (g)(4)(ii)(C) of
this section and in (g)(4)(ii)(E) of this section. 

NMHC catalyst.  The manufacturer must perform a separate test for each
monitored NMHC catalyst(s).  The catalyst(s) being evaluated must be
deteriorated to the applicable malfunction limit established by the
manufacturer for the monitoring required by paragraph (g)(5)(ii)(A) of
this section and using methods established by the manufacturer in
accordance with paragraph (l)(7) of this section.  For each monitored
NMHC catalyst(s), the manufacturer must also demonstrate that the OBD
system will detect a catalyst malfunction with the catalyst at its
maximum level of deterioration (i.e., the substrate(s) completely
removed from the catalyst container or “empty” can).  Emissions data
are not required for the empty can demonstration.

NOx catalyst.  The manufacturer must perform a separate test for each
monitored NOx catalyst(s) (e.g., SCR catalyst).  The catalyst(s) being
evaluated must be deteriorated to the applicable malfunction criteria
established by the manufacturer for the monitoring required by
paragraphs (g)(6)(ii)(A) and (g)(6)(ii)(B) of this section and using
methods established by the manufacturer in accordance with paragraph
(l)(7) of this section.  For each monitored NOx catalyst(s), the
manufacturer must also demonstrate that the OBD system will detect a
catalyst malfunction with the catalyst at its maximum level of
deterioration (i.e., the substrate(s) completely removed from the
catalyst container or “empty” can).  Emissions data are not required
for the empty can demonstration.

NOx adsorber.  The manufacturer must perform a test using a NOx
adsorber(s) deteriorated to the applicable malfunction limit established
by the manufacturer for the monitoring required by paragraph
(g)(7)(ii)(A) of this section. The manufacturer must also demonstrate
that the OBD system will detect a NOx adsorber malfunction with the NOx
adsorber at its maximum level of deterioration (i.e., the substrate(s)
completely removed from the container or “empty” can).  Emissions
data are not required for the empty can demonstration.

Diesel particulate filter.  The manufacturer must perform a separate
test using a DPF deteriorated to the applicable malfunction limits
established by the manufacturer for the monitoring required by
paragraphs (g)(8)(ii)(A), (g)(8)(ii)(B), and (g)(8)(ii)(D) of this
section.  The manufacturer must also demonstrate that the OBD system
will detect a DPF malfunction with the DPF at its maximum level of
deterioration (i.e., the filter(s) completely removed from the filter
container or “empty” can).  Emissions data are not required for the
empty can demonstration.

Exhaust gas sensor.  The manufacturer must perform a separate test for
each malfunction limit established by the manufacturer for the
monitoring required in paragraphs (g)(9)(ii)(A), (g)(9)(iii)(A), and
(g)(9)(iv)(A) of this section.  When performing a test, all exhaust gas
sensors used for the same purpose (e.g., for the same feedback control
loop, for the same control feature on parallel exhaust banks) must be
operating at the malfunction criteria limit for the applicable parameter
only.  All other exhaust gas sensor parameters must be operating with
normal characteristics.

VVT system.  The manufacturer must perform a separate test for each
malfunction limit established by the manufacturer for the monitoring
required in paragraphs (g)(10)(ii)(A) and (g)(10)(ii)(B) of this
section.  In conducting the VVT system demonstration tests, the
manufacturer may use computer modifications to cause the VVT system to
operate at the malfunction limit if the manufacturer can demonstrate
that the computer modifications produce test results equivalent to an
induced hardware malfunction.

For each of the testing requirements of this paragraph (l)(3)(i), if the
manufacturer has established that only a functional check is required
because no failure or deterioration of the specific tested system could
result in an engine’s emissions exceeding the applicable emissions
thresholds, the manufacturer is not required to perform a demonstration
test; however, the manufacturer is required to provide the data and/or
engineering analysis used to determine that only a functional test of
the system(s) is required.

Required testing for gasoline-fueled/spark-ignition engines.

Fuel system. For engines with adaptive feedback based on the primary
fuel control sensor(s), the manufacturer must perform a test with the
adaptive feedback based on the primary fuel control sensor(s) at the
rich limit(s) and a test at the lean limit(s) established by the
manufacturer as required by paragraph (h)(1)(ii)(A) of this section to
detect a malfunction before emissions exceed applicable emissions
thresholds. For engines with feedback based on a secondary fuel control
sensor(s) and subject to the malfunction criteria in paragraph
(h)(1)(ii)(A) of this section, the manufacturer must perform a test with
the feedback based on the secondary fuel control sensor(s) at the rich
limit(s) and a test at the lean limit(s) established by the manufacturer
as required by paragraph (h)(1)(ii)(A) of this section to detect a
malfunction before emissions exceed the applicable emissions thresholds.
For other fuel metering or control systems, the manufacturer must
perform a test at the criteria limit(s). For purposes of fuel system
testing as required by this paragraph (l)(3)(ii)(A), the malfunction(s)
induced may result in a uniform distribution of fuel and air among the
cylinders. Non uniform distribution of fuel and air used to induce a
malfunction shall not cause misfire.  In conducting the fuel system
demonstration tests, the manufacturer may use computer modifications to
cause the fuel system to operate at the malfunction limit. To do so, the
manufacturer must be able to demonstrate that the computer modifications
produce test results equivalent to an induced hardware malfunction.

Misfire. The manufacturer must perform a test at the malfunction
criteria limit specified in paragraph (h)(2)(ii)(B) of this section.

EGR system. The manufacturer must perform a test at each flow limit
calibrated to the malfunction criteria specified in paragraphs
(h)(3)(ii)(A) and (h)(3)(ii)(B) of this section.

Cold start emission reduction strategy. The manufacturer must perform a
test at the malfunction criteria for each component monitored according
to paragraph (h)(4)(ii)(A) of this section.

Secondary air system. The manufacturer must perform a test at each flow
limit calibrated to the malfunction criteria specified in paragraphs
(h)(5)(ii)(A) and (h)(5)(ii)(B) of this section.

Catalyst. The manufacturer must perform a test using a catalyst system
deteriorated to the malfunction criteria specified in paragraph
(h)(6)(ii) of this section using methods established by the manufacturer
in accordance with paragraph (l)(7)(ii) of this section.  The
manufacturer must also demonstrate that the OBD system will detect a
catalyst system malfunction with the catalyst system at its maximum
level of deterioration (i.e., the substrate(s) completely removed from
the catalyst container or “empty” can).  Emission data are not
required for the empty can demonstration.

Exhaust gas sensor. The manufacturer must perform a test with all
primary exhaust gas sensors used for fuel control simultaneously
possessing a response rate deteriorated to the malfunction criteria
limit specified in paragraph (h)(8)(ii)(A) of this section.  The
manufacturer must also perform a test for any other primary or secondary
exhaust gas sensor parameter under parargraphs (h)(8)(ii)(A) and
(h)(8)(iii)(A) of this section that can cause engine emissions to exceed
the applicable emissions thresholds (e.g., shift in air/fuel ratio at
which oxygen sensor switches, decreased amplitude).  When performing
additional test(s), all primary and secondary (if applicable) exhaust
gas sensors used for emission control must be operating at the
malfunction criteria limit for the applicable parameter only.  All other
primary and secondary exhaust gas sensor parameters must be operating
with normal characteristics.

VVT system. The manufacturer must perform a test at each target error
limit and slow response limit calibrated to the malfunction criteria
specified in (h)(9)(ii)(A) and (h)(9)(ii)(B) of this section.  In
conducting the VVT system demonstration tests, the manufacturer may use
computer modifications to cause the VVT system to operate at the
malfunction limit. To do so, the manufacturer must be able to
demonstrate that the computer modifications produce test results
equivalent to an induced hardware malfunction.

For each of the testing requirements of this paragraph (l)(3)(ii), if
the manufacturer has established that only a functional check is
required because no failure or deterioration of the specific tested
system could cause an engine’s emissions to exceed the applicable
emissions thresholds, the manufacturer is not required to perform a
demonstration test; however the manufacturer is required to provide the
data and/or engineering analyses used to determine that only a
functional test of the system(s) is required.

Required testing for all engines. 

Other emission control systems.  The manufacturer must conduct
demonstration tests for all other emission control components (e.g.,
hydrocarbon traps, adsorbers) designed and calibrated to a malfunction
limit based on an emissions threshold based on the requirements of
paragraph (i)(4) of this section.

For each of the testing requirements of paragraph (l)(3)(iii)(A) of this
section, if the manufacturer has established that only a functional
check is required because no failure or deterioration of the specific
tested system could result in an engine’s emissions exceeding the
applicable emissions thresholds, the manufacturer is not required to
perform a demonstration test; however, the manufacturer is required to
provide the data and/or engineering analysis used to determine that only
a functional test of the system(s) is required.

The manufacturer may electronically simulate deteriorated components but
shall not make any engine control unit modifications when performing
demonstration tests unless approved by the Administrator.  All equipment
necessary to duplicate the demonstration test must be made available to
the Administrator upon request.

(l)(4) Testing protocol

Testing protocol.

Preconditioning.  The manufacturer must use an applicable cycle for
preconditioning test engines prior to conducting each of the emission
tests required by paragraph (l)(3) of this section.  The manufacturer
may perform a single additional preconditioning cycle, identical to the
initial one, after a 20 minute hot soak but must demonstrate that such
an additional cycle is necessary to stabilize the emissions control
system.  A practice of requiring a cold soak prior to conducting
preconditioning cycles is not permitted.

Test sequence.

The manufacturer must set individually each system or component on the
test engine at the malfunction criteria limit prior to conducting the
applicable preconditioning cycle(s).  If a second preconditioning cycle
is permitted in accordance with paragraph (l)(4)(i) of this section, the
manufacturer may adjust the system or component to be tested before
conducting the second preconditioning cycle.  The manufacturer shall not
replace, modify, or adjust the system or component after the last
preconditioning cycle has been completed.

After preconditioning, the test engine must be operated over the
applicable cycle to allow for the initial detection of the tested system
or component malfunction.  This test cycle may be omitted from the
testing protocol if it is unnecessary.  If required by the monitoring
strategy being tested, a cold soak may be performed prior to conducting
this test cycle.

The test engine must then be operated over the applicable exhaust
emissions test.  

[Reserved.]

The manufacturer may request approval to use an alternative testing
protocol for demonstration of MIL activation if the engine dynamometer
emission test cycle does not allow all of a given monitor’s enable
conditions to be satisfied.  The manufacturer may request the use of an
alternative engine dynamometer test cycle or the use of chassis testing
to demonstrate proper MIL activation.  To do so, the manufacturer must
demonstrate the technical necessity for using an alternative test cycle
and the degree to which the alternative test cycle demonstrates that
in-use operation with the malfunctioning component will result in proper
MIL activation.

(l)(5) Evaluation protocol

Evaluation protocol.  Full OBD engine ratings, as defined by paragraph
(o)(1) of this section, shall be evaluated according to the following
protocol:

For all tests conducted as required by paragraph (l) of this section,
the MIL must activate before the end of the first engine start portion
of the applicable test.

If the MIL activates prior to emissions exceeding the applicable
malfunction criteria limits specified in paragraphs (g) through (i) of
this section, no further demonstration is required.  With respect to the
misfire monitor demonstration test, if the manufacturer has elected to
use the minimum misfire malfunction criteria of one percent as allowed
in paragraph (h)(2)(ii)(B) of this section, no further demonstration is
required provided the MIL activates with engine misfire occurring at the
malfunction criteria limit.

If the MIL does not activate when the system or component is set at its
malfunction criteria limit(s), the criteria limit(s) or the OBD system
is not acceptable.

Except for testing of the catalyst or DPF system, if the MIL first
activates after emissions exceed the applicable malfunction criteria
specified in paragraphs (g) through (i) of this section, the test engine
shall be retested with the tested system or component adjusted so that
the MIL will activate before emissions exceed the applicable malfunction
criteria specified in paragraphs (g) through (i) of this section.  If
the component cannot be so adjusted because an alternative fuel or
emission control strategy is used when a malfunction is detected (e.g.,
open loop fuel control used after an oxygen sensor malfunction is
detected), the test engine shall be retested with the component adjusted
to the worst acceptable limit (i.e., the applicable OBD monitor
indicates that the component is performing at or slightly better than
the malfunction criteria limit).  When tested with the component so
adjusted, the MIL must not activate during the test and the engine
emissions must be below the applicable malfunction criteria specified in
paragraphs (g) through (i) of this section.

In testing the catalyst or DPF system, if the MIL first activates after
emissions exceed the applicable emissions threshold(s) specified in
paragraphs (g) and (h) of this section, the tested engine shall be
retested with a less deteriorated catalyst or DPF system (i.e., more of
the applicable engine out pollutants are converted or trapped).  For the
OBD system to be approved, testing shall be continued until the MIL
activates with emissions below the applicable thresholds of paragraphs
(g) and (h) of this section, or the MIL activates with emissions within
a range no more than 20 percent below the applicable emissions
thresholds and 10 percent or less above those emissions thresholds. 

If an OBD system is determined to be unacceptable by the criteria of
this paragraph (l)(5) of this section, the manufacturer may recalibrate
and retest the system on the same test engine.  In such a case, the
manufacturer must confirm, by retesting, that all systems and components
that were tested prior to the recalibration and are affected by it still
function properly with the recalibrated OBD system.

(l)(6) Confirmatory testing

Confirmatory testing.

The Administrator may perform confirmatory testing to verify the
emission test data submitted by the manufacturer as required by this
paragraph (l) of this section comply with its requirements and the
malfunction criteria set forth in paragraphs (g) through (i) of this
section.  Such confirmatory testing is limited to the test engine
required by paragraph (l)(2) of this section.

To conduct this confirmatory testing, the Administrator may install
appropriately deteriorated or malfunctioning components (or simulate
them) in an otherwise properly functioning test engine of an engine
rating represented by the demonstration test engine in order to test any
of the components or systems required to be tested by paragraph (l) of
this section.  The manufacturer shall make available, if requested, an
engine and all test equipment (e.g., malfunction simulators,
deteriorated components) necessary to duplicate the manufacturer’s
testing.  Such a request from the Administrator shall occur within six
months of reviewing and approving the demonstration test engine data
submitted by the manufacturer for the specific engine rating.

(l)(7) Catalyst aging

Catalyst aging.  

Diesel catalysts. For purposes of determining the catalyst malfunction
limits for the monitoring required by paragraphs (g)(5)(ii)(A),
(g)(5)(ii)(B), and (g)(6)(ii)(A) of this section, where those catalysts
are monitored individually, the manufacturer must use a catalyst
deteriorated to the malfunction criteria using methods established by
the manufacturer to represent real world catalyst deterioration under
normal and malfunctioning engine operating conditions.  For purposes of
determining the catalyst malfunction limits for the monitoring required
by paragraphs (g)(5)(ii)(A), (g)(5)(ii)(B), and (g)(6)(ii)(A) of this
section, where those catalysts are monitored in combination with other
catalysts, the manufacturer must submit their catalyst system aging and
monitoring plan to the Administrator as part of their certification
documentation package.  The plan must include the description, emission
control purpose, and location of each component, the monitoring strategy
for each component and/or combination of components, and the method for
determining the applicable malfunction criteria including the
deterioration/aging process.

Gasoline catalysts. For the purposes of determining the catalyst system
malfunction criteria in paragraph (h)(6)(ii) of this section, the
manufacturer must use a catalyst system deteriorated to the malfunction
criteria using methods established by the manufacturer to represent real
world catalyst deterioration under normal and malfunctioning operating
conditions. The malfunction criteria must be established by using a
catalyst system with all monitored and unmonitored (downstream of the
sensor utilized for catalyst monitoring) catalysts simultaneously
deteriorated to the malfunction criteria except for those engines that
use fuel shutoff to prevent over-fueling during engine misfire
conditions. For such engines, the malfunction criteria must be
established by using a catalyst system with all monitored catalysts
simultaneously deteriorated to the malfunction criteria while
unmonitored catalysts shall be deteriorated to the end of the engine’s
useful life.

(m) Certification documentation

Certification documentation requirements.

When submitting an application for certification of an engine, the
manufacturer must submit the following documentation. If any of the
items listed here are standardized for all of the manufacturer’s
engines, the manufacturer may, for each model year, submit one set of
documents covering the standardized items for all of its engines.

For the required documentation that is not standardized across all
engines, the manufacturer may be allowed to submit documentation for
certification from one engine that is representative of other engines.
All such engines shall be considered to be part of an OBD certification
documentation group.  To represent the OBD group, the chosen engine must
be certified to the most stringent emissions standards and OBD
monitoring requirements and cover all of the emissions control devices
for the engines in the group and covered by the submitted documentation.
 Such OBD groups must be approved in advance of certification. 

Upon approval, one or more of the documentation requirements of this
paragraph (m) of this section may be waived or modified if the
information required is redundant or unnecessarily burdensome to
generate.

To the extent possible, the certification documentation must use SAE
J1930 or J2403 terms, abbreviations, and acronyms.

Unless otherwise specified, the following information must be submitted
as part of the certification application and prior to receiving a
certificate.

A description of the functional operation of the OBD system including a
complete written description for each monitoring strategy that outlines
every step in the decision-making process of the monitor.  Algorithms,
diagrams, samples of data, and/or other graphical representations of the
monitoring strategy shall be included where necessary to adequately
describe the information.

A table including the following information for each monitored component
or system (either computer-sensed or computer-controlled) of the
emissions control system:

Corresponding diagnostic trouble code.

Monitoring method or procedure for malfunction detection.

Primary malfunction detection parameter and its type of output signal.

Malfunction criteria limits used to evaluate output signal of primary
parameter.

Other monitored secondary parameters and conditions (in engineering
units) necessary for malfunction detection.

Monitoring time length and frequency of monitoring events.

Criteria for storing a diagnostic trouble code.

Criteria for activating a malfunction indicator light.

Criteria used for determining out-of-range values and input component
rationality checks.

Whenever possible, the table required by paragraph (m)(2)(ii) of this
section shall use the following engineering units:

Degrees Celsius for all temperature criteria.

KiloPascals (KPa) for all pressure criteria related to manifold or
atmospheric pressure.

Grams (g) for all intake air mass criteria.

Pascals (Pa) for all pressure criteria related to evaporative system
vapor pressure.

Miles per hour (mph) for all vehicle speed criteria.

Relative percent (%) for all relative throttle position criteria (as
defined in SAE J1979/J1939).

Voltage (V) for all absolute throttle position criteria (as defined in
SAE J1979/J1939).

Per crankshaft revolution (/rev) for all changes per ignition event
based criteria (e.g., g/rev instead of g/stroke or g/firing).

Per second (/sec) for all changes per time based criteria (e.g., g/sec).

Percent of nominal tank volume (%) for all fuel tank level criteria.

A logic flowchart describing the step-by-step evaluation of the enable
criteria and malfunction criteria for each monitored emission related
component or system.

Emissions test data, a description of the testing sequence (e.g., the
number and types of preconditioning cycles), approximate time (in
seconds) of MIL activation during the test, diagnostic trouble code(s)
and freeze frame information stored at the time of detection,
corresponding test results (e.g. SAE J1979 Mode/Service $06, SAE J1939
Diagnostic Message 8 (DM8)) stored during the test, and a description of
the modified or deteriorated components used for malfunction simulation
with respect to the demonstration tests specified in paragraph (l) of
this section.  The freeze frame data are not required for engines
subject to paragraph (o)(2) of this section.  

For gasoline engines, data supporting the misfire monitor, including:

The established percentage of misfire that can be tolerated without
damaging the catalyst over the full range of engine speed and load
conditions.

Data demonstrating the probability of detection of misfire events by the
misfire monitoring system over the full engine speed and load operating
range for the following misfire patterns: random cylinders misfiring at
the malfunction criteria established in paragraph (h)(2)(ii)(B) of this
section, one cylinder continuously misfiring, and paired cylinders
continuously misfiring.

Data identifying all disablement of misfire monitoring that occurs
during the FTP.  For every disablement that occurs during the cycles,
the data shall identify: when the disablement occurred relative to the
driver’s trace, the number of engine revolutions during which each
disablement was present, and which disable condition documented in the
certification application caused the disablement.

Manufacturers are not required to use the durability demonstration
engine to collect the misfire data required by paragraph (m)(2)(vi) of
this section. 

Data supporting the limit for the time between engine starting and
attaining the designated heating temperature for after-start heated
catalyst systems.

Data supporting the criteria used to detect a malfunction of the fuel
system, EGR system, boost pressure control system, catalyst, NOx
adsorber, DPF, cold start emission reduction strategy, secondary air,
evaporative system, VVT system, exhaust gas sensors, and other emission
controls that causes emissions to exceed the applicable malfunction
criteria specified in paragraphs (g) through (i) of this section.  For
diesel engine monitors required by paragraphs (g) and (i) of this
section that are required to indicate a malfunction before emissions
exceed an emission threshold based on any applicable standard (e.g., 2.5
times any of the applicable standards), the test cycle and standard
determined by the manufacturer to be the most stringent for each
applicable monitor in accordance with paragraph (f)(1) of this section.

A list of all electronic powertrain input and output signals (including
those not monitored by the OBD system) that identifies which signals are
monitored by the OBD system.  For input and output signals that are
monitored as comprehensive components, the listing shall also identify
the specific diagnostic trouble code for each malfunction criteria
(e.g., out-of-range low, out-of-range high, open circuit, rationality
low, rationality high).

A written description of all parameters and conditions necessary to
begin closed-loop/feedback control of emission control systems (e.g.,
fuel system, boost pressure, EGR flow, SCR reductant delivery, DPF
regeneration, fuel system pressure).

A written identification of the communication protocol utilized by each
engine for communication with a scan tool.

[Reserved.]

A written description of the method used by the manufacturer to meet the
requirements of paragraph (i)(2) of this section (crankcase ventilation
system monitoring) including diagrams or pictures of valve and/or hose
connections.

Build specifications provided to engine purchasers or chassis
manufacturers detailing all specifications or limitations imposed on the
engine purchaser relevant to OBD requirements or emissions compliance
(e.g., cooling system heat rejection rates).  A description of the
method or copies of agreements used to ensure engine purchasers or
chassis manufacturers will comply with the OBD and emissions relevant
build specifications (e.g., signed agreements, required audit/evaluation
procedures).

Any other information determined by the Administrator to be necessary to
demonstrate compliance with the requirements of this section.

(n) Deficiencies

Deficiencies.

Upon application by the manufacturer, the Administrator may accept an
OBD system as compliant even though specific requirements are not fully
met. Such compliances without meeting specific requirements, or
deficiencies, will be granted only if compliance is infeasible or
unreasonable considering such factors as, but not limited to: technical
feasibility of the given monitor and lead time and production cycles
including phase-in or phase-out of engines or vehicle designs and
programmed upgrades of computers. Unmet requirements shall not be
carried over from the previous model year except where unreasonable
hardware or software modifications are necessary to correct the
deficiency, and the manufacturer has demonstrated an acceptable level of
effort toward compliance as determined by the Administrator.
Furthermore, EPA will not accept any deficiency requests that include
the complete lack of a major diagnostic monitor (“major” diagnostic
monitors being those for exhaust aftertreatment devices, oxygen sensor,
air-fuel ratio sensor, NOx sensor, engine misfire, evaporative leaks,
and diesel EGR, if equipped), with the possible exception of the special
provisions for alternative fueled engines. For alternative fueled
heavy-duty engines (e.g. natural gas, liquefied petroleum gas, methanol,
ethanol), manufacturers may request the Administrator to waive specific
monitoring requirements of this section for which monitoring may not be
reliable with respect to the use of the alternative fuel. At a minimum,
alternative fuel engines must be equipped with an OBD system meeting OBD
requirements to the extent feasible as approved by the Administrator.

In the event the manufacturer seeks to carry-over a deficiency from a
past model year to the current model year, the manufacturer must
re-apply for approval to do so. In considering the request to carry-over
a deficiency, the Administrator shall consider the manufacturer’s
progress towards correcting the deficiency.  The Administrator may not
allow manufacturers to carry over monitoring system deficiencies for
more than two model years unless it can be demonstrated that substantial
engine hardware modifications and additional lead time beyond two years
are necessary to correct the deficiency. 

A deficiency shall not be granted retroactively (i.e., after the engine
has been certified).

(o) Implementation schedule

Implementation schedule. Except as provided for in paragraphs (o)(4) and
(o)(5) of this section, the requirements of this section must be met
according to the following provisions:

Full OBD. The manufacturer must implement an OBD system meeting the
requirements of this section on one engine rating within one engine
family of the manufacturer’s product line. This “full OBD” rating
will be known as the “OBD parent” rating.  The OBD parent rating
must be chosen as the rating having the highest weighted projected US
sales within the engine family having the highest weighted projected US
sales, with US sales being weighted by the useful life of the engine
rating.

Extrapolated OBD. For all other engine ratings within the engine family
from which the OBD parent rating has been selected, the manufacturer
must implement an OBD system meeting the requirements of this section
except that the OBD system is not required to detect a malfunction prior
to exceeding the emission thresholds shown in Table 1 of paragraph (g)
of this section and Table 2 of paragraph (h) of this section. These
extrapolated OBD engines will be know as the “OBD child” ratings. On
these OBD child ratings, rather than detecting a malfunction prior to
exceeding the emission thresholds, the manufacturer must submit a plan
for Administrator review and approval that details the engineering
evaluation the manufacturer will use to establish the malfunction
criteria for the OBD child ratings.  The plan must demonstrate both the
use of good engineering judgment in establishing the malfunction
criteria, and robust detection of malfunctions, including consideration
of differences of base engine, calibration, emission control components,
and emission control strategies.

Engine families other than those from which the parent and child ratings
have been selected, are not subject to the requirements of this section.

Small volume manufacturers, as defined in §86.094-14(b)(1) and (2), are
exempt from the requirements of §86.010-18.

Engines certified as alternative fueled engines are exempt from the
requirements of §86.010-18.

(p) In-use compliance standards 

In-use compliance standards. For monitors required to indicate a
malfunction before emissions exceed a certain emission threshold (e.g.,
2.5 times any of the applicable standards):

On the full OBD rating (i.e., the parent rating) as defined in paragraph
(o)(1) of this section, separate in-use emissions thresholds shall
apply.  These thresholds are determined by doubling the applicable
thresholds as shown in Table 1 of paragraph (g) and Table 2 of paragraph
(h) of this section. The resultant thresholds apply only in-use and do
not apply for certification or selective enforcement auditing. 

The extrapolated OBD ratings (i.e., the child ratings) as defined in
paragraph (o)(2) of this section shall not be evaluated against
emissions levels for purposes of OBD compliance in-use.

Only the test cycle and standard determined and identified by the
manufacturer at the time of certification in accordance with paragraph
(f) of this section as the most stringent shall be used for the purpose
of determining OBD system noncompliance in-use.

An OBD system shall not be considered noncompliant solely due to a
failure or deterioration mode of a monitored component or system that
could not have been reasonably foreseen to occur by the manufacturer.

§ 86.010-30	Certification.

Section 86.010–30 includes text that specifies requirements that
differ from §§86.094–30, 86.095–30, 86.096–30, 86.098–30,
86.001–30, 86.004–30 or 86.007–30. Where a paragraph in
§86.094–30, §86.095–30, §86.096–30, §86.098–30,
§86.001–30, §86.004-30 or §86.007-30 is identical and applicable to
§86.010–30, this may be indicated by specifying the corresponding
paragraph and the statement “[Reserved]. For guidance see
§86.094–30.” or “[Reserved]. For guidance see §86.095–30.”
or “[Reserved]. For guidance see §86.096–30.” or “[Reserved].
For guidance see §86.098–30.” or “[Reserved]. For guidance see
§86.001–30.” or “[Reserved]. For guidance see §86.004-30.” or
“[Reserved]. For guidance see §86.007-30.”

(a) thru (e)

(a)(1) and (a)(2) [Reserved]. For guidance see §86.094–30. 

(a)(3)(i) through (a)(4)(ii) [Reserved]. For guidance see §86.004-30.

(a)(4)(iii) introductory text through (a)(4)(iii)(C) [Reserved]. For
guidance see §86.094–30.

(a)(4)(iv) introductory text [Reserved]. For guidance see §86.095–30.

(a)(4)(iv)(A)–(a)(9) [Reserved]. For guidance see §86.094–30.

(a)(10) and (a)(11) [Reserved]. For guidance see §86.004-30.

(a)(12) [Reserved]. For guidance see §86.094–30.

(a)(13) [Reserved]. For guidance see §86.095–30.

(a)(14) [Reserved]. For guidance see §86.094–30.

(a)(15)–(18) [Reserved]. For guidance see §86.096–30.

(a)(19) [Reserved]. For guidance see §86.098–30.

(a)(20) [Reserved]. For guidance see §86.001–30.

(a)(21) [Reserved]. For guidance see §86.004-30.

(b)(1) introductory text through (b)(1)(ii)(A) [Reserved]. For guidance
see §86.094–30.

(b)(1)(ii)(B) [Reserved]. For guidance see §86.004-30.

(b)(1)(ii)(C) [Reserved]. For guidance see §86.094–30.

(b)(1)(ii)(D) [Reserved]. For guidance see §86.004-30.

(b)(1)(iii) and (b)(1)(iv) [Reserved]. For guidance see §86.094–30.

(b)(2) [Reserved]. For guidance see §86.098–30.

(b)(3)–(b)(4)(i) [Reserved]. For guidance see §86.094–30.

(b)(4)(ii) introductory text [Reserved]. For guidance see §86.098–30.

(b)(4)(ii)(A) [Reserved]. For guidance see §86.094–30.

(b)(4)(ii)(B)–(b)(4)(iv) [Reserved]. For guidance see §86.098–30.

(b)(5)–(e) [Reserved]. For guidance see §86.094–30.

(f) OBD certification

(f) For engine families required to have an OBD system and meant for
applications less than or equal to 14,000 pounds GVWR, certification
will not be granted if, for any test vehicle approved by the
Administrator in consultation with the manufacturer, the malfunction
indicator light does not activate under any of the following
circumstances, unless the manufacturer can demonstrate that any
identified OBD problems discovered during the Administrator’s
evaluation will be corrected on production vehicles.

(f)(1)(i) Otto-cycle. [Reserved]. For guidance see §86.004-30.

(f)(1)(ii) Diesel.

(f)(1)(ii)(A) If monitored for emissions performance—a reduction
catalyst is replaced with a deteriorated or defective catalyst, or an
electronic simulation of such, resulting in exhaust NOx emissions
exceeding the applicable NOx FEL+0.3 g/bhp-hr.  Also if monitored for
emissions performance—an oxidation catalyst is replaced with a
deteriorated or defective catalyst, or an electronic simulation of such,
resulting in exhaust NMHC emissions exceeding 2.5 times the applicable
NMHC standard. 

(f)(1)(ii)(B) If monitored for performance—a particulate trap is
replaced with a deteriorated or defective trap, or an electronic
simulation of such, resulting in either exhaust PM emissions exceeding
the applicable FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, exhaust NMHC emissions exceeding 2.5 times the applicable
NMHC standard.  Also, if monitored for performance—a particulate trap
is replaced with a catastrophically failed trap or a simulation of such.

(f)(2) [Reserved]. For guidance see §86.004-30.

(f)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices.

(f)(3)(i)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(i)(B) Diesel. If so equipped, any oxygen sensor or air-fuel ratio
sensor located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2.5 times the
applicable NMHC standard.

(f)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices.

(f)(3)(ii)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(ii)(B) Diesel. If so equipped, any oxygen sensor or air-fuel
ratio sensor located upstream of aftertreatment devices is replaced with
a deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2.5 times the
applicable NMHC standard; or, 2.5 times the applicable CO standard.

(f)(3)(iii) NOx sensors.

(f)(3)(iii)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(iii)(B) Diesel. If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr. 

(f)(4) [Reserved]. For guidance see §86.004-30.

(f)(5)(i) [Reserved]. For guidance see §86.007-30.

(f)(5)(ii) Diesel. A malfunction condition is induced in any
emission-related engine system or component, including but not
necessarily limited to, the exhaust gas recirculation (EGR) system, if
equipped, and the fuel control system, singularly resulting in exhaust
emissions exceeding any of the following levels: the applicable PM
FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is higher; or, the
applicable NOx FEL+0.3 g/bhp-hr; or, 2.5 times the applicable NMHC
standard; or, 2.5 times the applicable CO standard.

(f)(6) [Reserved]. For guidance see §86.004-30.

§ 86.010-38  Maintenance instructions. 

This Section 86.010-38 includes text that specifies requirements that
differ from those specified in §86.007–38. Where a paragraph in
§86.096-38, or §86.004-38, or §86.007-38 is identical and applicable
to §86.010–38, this may be indicated by specifying the corresponding
paragraph and the statement “[Reserved]. For guidance see §86.096-38,
 “[Reserved]. For guidance see or §86.004-38, or  “[Reserved]. For
guidance see §86.007-38.”. 

(a) thru (i)

(a)–(f) [Reserved]. For guidance see §86.004–38. 

(g) [Reserved]. For guidance see §86.096–38. For incorporation by
reference see §§86.1 and 86.096–38.

(h) [Reserved]. For guidance see §86.004–38. 

(i) [Reserved]. For guidance see §86.007-38.  

(j) Service info for >14K applications

Emission control diagnostic service information for heavy-duty engines
used in vehicles over 14,000 pounds gross vehicle weight (GVW)

Manufacturers of heavy-duty engines used in applications weighing more
than 14,000 pounds gross vehicle weight (GVW) that are subject to the
applicable OBD requirements of this subpart A are subject to the
provisions of this paragraph (j) beginning in the 2010 model year.  The
provisions of this paragraph (j) apply only to those heavy-duty engines
subject to the applicable OBD requirements.  

Upon Administrator approval, manufacturers may alternatively comply with
all service information and tool provisions found in §86.096-38 that
are applicable to 1996 and subsequent vehicles weighing less than 14,000
pounds gross vehicle weigh (GVW).

General Requirements 

Manufacturers shall furnish or cause to be furnished to any person
engaged in the repairing or servicing of  heavy-duty engines, or the
Administrator upon request, any and all information needed to make use
of the on-board diagnostic system and such other information, including
instructions for making emission-related diagnosis and repairs,
including but not limited to service manuals, technical service
bulletins, recall service information, bi-directional control
information, and training information, unless such information is
protected by section 208(c) as a trade secret. No such information may
be withheld under section 208(c) of the Act if that information is
provided (directly or indirectly) by the manufacturer to franchised
dealers or other persons engaged in the repair, diagnosing, or servicing
of heavy-duty engines.

Definitions.  The following definitions apply for this paragraph (j):

Aftermarket service provider means any individual or business engaged in
the diagnosis, service, and repair of a heavy-duty engine, who is not
directly affiliated with a manufacturer or manufacturer franchised
dealership.

Bi-directional control means the capability of a diagnostic tool to send
messages on the data bus that temporarily overrides the module's control
over a sensor or actuator and gives control to the diagnostic tool
operator. Bi-directional controls do not create permanent changes to
engine or component calibrations.

Data stream information means information (i.e., messages and
parameters) originated within the engine by a module or intelligent
sensors (i.e., a sensor that contains and is controlled by its own
module) and transmitted between a network of modules and/or intelligent
sensors connected in parallel with either one or more communication
wires.  The information is broadcast over the communication wires for
use by the OBD system to gather information on emissions-related
components or systems and from other engine modules that may impact
emissions.  For the purposes of this section, data stream information
does not include engine calibration related information, or any data
stream information from systems or modules that do not impact emissions.

Emissions-related information means any information related to the
diagnosis, service, and repair of emissions-related components.
Emissions-related information includes, but is not limited to,
information regarding any system, component or part of an engine that
controls emissions and any system, component and/or part associated with
the engine, including, but not limited to:  the engine, the fuel system
and ignition system; information for any system, component or part that
is likely to impact emissions, and any other information specified by
the Administrator to be relevant to the diagnosis and repair of an
emissions-related problem; any other information specified by the
Administrator to be relevant for the diagnosis and repair of an
emissions-related failure found through an evaluation of vehicles in-use
and after such finding has been communicated to the affected
manufacturer(s). 

Emissions-related training information means any information related
training or instruction for the purpose of the diagnosis, service, and
repair of emissions-related components.

Enhanced service and repair information means information which is
specific for an original equipment manufacturer's brand of tools and
equipment. This includes computer or anti-theft system initialization
information necessary for the completion of any emissions-related repair
on engines that employ integral security systems.

Equipment and Tool Company means a registered equipment or software
company either public or private that is engaged in, or plans to engage
in, the manufacture of scan tool reprogramming equipment or software.

Generic service and repair information means information which is not
specific for an original equipment manufacturer’s brand of tools and
equipment.

Indirect information means any information that is not specifically
contained in the service literature, but is contained in items such as
tools or equipment provided to franchised dealers (or others).  This
includes computer or anti-theft system initialization information
necessary for the completion of any emissions-related repair on engines
that employ integral security systems.

Intermediary means any individual or entity, other than an original
equipment manufacturer, which provides service or equipment to
aftermarket service providers.

Manufacturer franchised dealership means any service provider with which
a manufacturer has a direct business relationship.

Third party information provider means any individual or entity, other
than an original equipment manufacturer, who consolidates manufacturer
service information and makes this information available to aftermarket
service providers.

Third party training provider means any individual or entity, other than
an original equipment manufacturer who develops and/or delivers
instructional and educational material for training courses.

Information dissemination.  By July 1, 2010 each manufacturer shall
provide or cause to be provided to the persons specified in paragraph
(j)(3)(i) of this section and to any other interested parties a
manufacturer-specific World Wide Web site containing the information
specified in paragraph (j)(3)(i) of this section for 2010 and later
model year engines which have been certified to the OBD requirements
specified in §86.010-18 and are offered for sale; this requirement does
not apply to indirect information, including the information specified
in paragraphs (j)(13) through (j)(17) of this section.  Upon request and
approval of the Administrator, manufacturers who can demonstrate
significant hardship in complying with this provision within four months
after the effective date may request an additional six months lead time
to meet this requirement.  Each manufacturer Web site shall:

Provide access in full-text to all of the information specified in
paragraph (j)(5) of this section. 

Be updated at the same time as manufacturer franchised dealership World
Wide Web sites.

Provide users with a description of the minimum computer hardware and
software needed by the user to access that manufacturer's information
(e.g., computer processor speed and operating system software).  This
description shall appear when users first log-on to the home page of the
manufacturer's Web site.

Provide Short-Term (24 to 72 hours), Mid-Term (30 day period), and
Long-Term (365 day period) Web site subscription options to any person
specified in paragraph (j)(2)(i) of this section whereby the user will
be able to access the site, search for the information, and purchase,
view and print the information at a fair and reasonable cost as
specified in paragraph (j)(7) of this section for each of the options.
In addition, for each of the tiers, manufacturers are required to make
their entire site accessible for the respective period of time and
price.  In other words, a manufacturer may not limit any or all of the
tiers to just one make or one model. 

Allow the user to search the manufacturer Web site by various topics
including but not limited to model, model year, key words or phrases,
etc., while allowing ready identification of the latest calibration. 
Manufacturers who do not use model year to classify their engines in
their service information may use an alternate delineation such as body
series.  Any manufacturer utilizing this flexibility shall create a
cross-reference to the corresponding model year and provide this
cross-reference on the manufacturer Web site home page.

Provide accessibility using common, readily available software and shall
not require the use of software, hardware, viewers, or browsers that are
not readily available to the general public.  Manufacturers shall also
provide hyperlinks to any plug-ins, viewers or browsers (e.g. Adobe
Acrobat or Netscape) needed to access the manufacturer Web site.

Allow simple hyper-linking to the manufacturer Web site from Government
Web sites and automotive-related Web sites.

Posses sufficient server capacity to allow ready access by all users and
has sufficient capacity to assure that all users may obtain needed
information without undue delay.

Correct or delete broken Web links on a weekly basis.

Allow for Web site navigation that does not require a user to return to
the manufacturer home page or a search engine in order to access a
different portion of the site. 

Allow users to print out any and all of the materials required to be
made available on the manufacturers Web site, including the ability to
print it at the user’s location.

Small volume provisions for information dissemination.

Manufacturers with total annual sales of less than 5,000 engines shall
have until July 1, 2011 to launch their individual Web sites as required
by paragraph (j)(4) of this section.

Manufacturers with total annual sales of less than 1,000 engines may, in
lieu of meeting the requirement of paragraph (j)(4) of this section,
request the Administrator to approve an alternative method by which the
required emissions-related information can be obtained by the persons
specified in paragraph (j)(3)(i) of this section.

Required information. All information relevant to the diagnosis and
completion of emissions-related repairs shall be posted on manufacturer
Web sites. This excludes indirect information specified in paragraphs
(j)(7) and (j)(13) through (j)(17) of this section.  To the extent that
this information does not already exist in some form for their
manufacturer franchised dealerships, manufacturers are required to
develop and make available the information required by this section to
both their manufacturer franchised dealerships and the aftermarket. The
required information includes, but is not limited to:

Manuals, including subsystem and component manuals developed by a
manufacturer’s third party supplier that are made available to
manufacturer franchised dealerships, technical service bulletins (TSBs),
recall service information, diagrams, charts, and training materials.
Manuals and other such service information from third party suppliers
are not required to be made available in full-text on manufacturer Web
sites as described in paragraph (j)(3) of this section.  Rather,
manufacturers must make available on the manufacturer Web site as
required by paragraph (j)(3) of this section an index of the relevant
information and instructions on how to order such information.  In the
alternate, a manufacturer can create a link from its Web site to the Web
site(s) of the third party supplier.

OBD system information which includes, but is not limited to, the
following:

a general description of the operation of each monitor, including a
description of the parameter that is being monitored;

a listing of all typical OBD diagnostic trouble codes associated with
each monitor;

a description of the typical enabling conditions (either generic or
monitor-specific) for each monitor (if equipped) to execute during
engine operation, including, but not limited to, minimum and maximum
intake air and engine coolant temperature, speed range, and time after
engine startup.  In addition, manufacturers shall list all
monitor-specific OBD drive cycle information for all major OBD monitors
as equipped including, but not limited to, catalyst, catalyst heater,
oxygen sensor, oxygen sensor heater, evaporative system, exhaust gas
re-circulation (EGR), secondary air, and air conditioning system.
Additionally, for diesel engines which also perform misfire, fuel system
and comprehensive component monitoring under specific driving conditions
(i.e., non-continuous monitoring; as opposed to spark ignition engines
that monitor these systems under all conditions or continuous
monitoring), the manufacturer shall make available monitor-specific
drive cycles for these monitors.  Any manufacturer who develops generic
drive cycles, either in addition to, or instead of, monitor-specific
drive cycles shall also make these available in full-text on
manufacturer Web sites;

a listing of each monitor sequence, execution frequency and typical
duration;

a listing of typical malfunction thresholds for each monitor;

for OBD parameters for specific engines that deviate from the typical
parameters, the OBD description shall indicate the deviation and provide
a separate listing of the typical values for those engines;	

identification and scaling information necessary to interpret and
understand data available through Diagnostic Message 8 pursuant to SAE
Recommended Practice J1939-73, Application Layer – Diagnostics,
revised June 2001 or through Service/Mode $06 pursuant to SAE
Recommended Practice J1979, E/E Diagnostic Test Modes – Equivalent to
ISO/DIS 15031-5: April 30, 2002.  These documents are Incorporated by
Reference in §86.1.

Algorithms, look-up tables, or any values associated with look-up tables
are not required to be made available.	

Any information regarding any system, component, or part of a engine
monitored by the OBD system that could in a failure mode cause the OBD
system to illuminate the malfunction indicator light (MIL); 

Manufacturer-specific emissions-related diagnostic trouble codes (DTCs)
and any related service bulletins, trouble shooting guides, and/or
repair procedures associated with these manufacturer-specific DTCs; and

Information regarding how to obtain the information needed to perform
reinitialization of any computer or anti-theft system following an
emissions-related repair. 

Anti-theft System Initialization Information.  Computer or anti-theft
system initialization information and/or related tools necessary for the
proper installation of on-board computers or necessary for the
completion of any emissions-related repair on engines that employ
integral security systems or the repair or replacement of any other
emission-related part shall be made available at a fair and reasonable
cost to the persons specified in paragraph (j)(3)(i) of this section.

Except as provided under paragraph (j)(7)(ii) of this section,
manufacturers must make this information available to persons specified
in paragraph (j)(3)(i) of this section, such that such persons will not
need any special tools or manufacturer-specific scan tools to perform
the initialization.  Manufacturers may make such information available
through, for example, generic aftermarket tools, a pass-through device,
or inexpensive manufacturer specific cables.

A manufacturer may request Administrator approval for an alternative
means to re-initialize engines for some or all model years through the
2013 model year by 90 days following the effective date of the final
rule.  The Administrator shall approve the request only after the
following conditions have been met:

The manufacturer must demonstrate that the availability of such
information to aftermarket service providers would significantly
increase the risk of theft. 

The manufacturer must make available a reasonable alternative means to
install or repair computers, or to otherwise repair or replace an
emission-related part. 

Any alternative means proposed by a manufacturer cannot require
aftermarket technicians to use a manufacturer franchised dealership to
obtain information or special tools to re-initialize the anti-theft
system.  All information must come directly from the manufacturer or a
single manufacturer-specified designee.

Any alternative means proposed by a manufacturer must be available to
aftermarket technicians at a fair and reasonable price.

Any alternative must be available to aftermarket technicians within
twenty-four hours of the initial request.

Any alternative must not require the purchase of a special tool or
tools, including manufacturer-specific tools, to complete this repair. 
Alternatives may include lease of such tools, but only for appropriately
minimal cost.

In lieu of leasing their manufacturer-specific tool to meet this
requirement, a manufacturer may also choose to release the necessary
information to equipment and tool manufacturers for incorporation into
aftermarket scan tools.  Any manufacturer choosing this option must
release the information to equipment and tool manufacturers within 60
days of Administrator approval.  

Cost of required information. 

All information required to be made available by this section, shall be
made available at a fair and reasonable price.  In determining whether a
price is fair and reasonable, consideration may be given to relevant
factors, including, but not limited to, the following:

The net cost to the manufacturer franchised dealerships for similar
information obtained from manufacturers, less any discounts, rebates, or
other incentive programs; 

The cost to the manufacturer for preparing and distributing the
information, excluding any research and development costs incurred in
designing and implementing, upgrading or altering the onboard computer
and its software or any other engine part or component.  Amortized
capital costs for the preparation and distribution of the information
may be included;

The price charged by other manufacturers for similar information;

The price charged by manufacturers for similar information prior to the
launch of manufacturer Web sites; 

The ability of the average aftermarket technician or shop to afford the
information;

The means by which the information is distributed;

The extent to which the information is used, which includes the number
of users, and frequency, duration, and volume of use; and

Inflation.	

Manufacturers must submit to EPA a request for approval of their pricing
structure for their Web sites and amounts to be charged for the
information required to be made available under paragraphs (j)(4) and
(j)(6) of this section at least 180 days in advance of the launch of the
web site.  Subsequent to the approval of the manufacturer Web site
pricing structure, manufacturers shall notify EPA upon the increase in
price of any one or all of the subscription options of 20 percent or
more above the previously approved price, taking inflation into account.

The manufacturer shall submit a request to EPA that sets forth a
detailed description of the pricing structure and amounts, and support
for the position that the pricing structure and amounts are fair and
reasonable by addressing, at a minimum, each of the factors specified in
paragraph (j)(8)(i) of this section.

EPA will act upon on the request within180 days following receipt of a
complete request or following receipt of any additional information
requested by EPA.

EPA may decide not to approve, or to withdraw approval for a
manufacturer's pricing structure and amounts based on a conclusion that
this pricing structure and/or amounts are not, or are no longer, fair
and reasonable, by sending written notice to the manufacturer explaining
the basis for this decision.

In the case of a decision by EPA not to approve or to withdraw approval,
the manufacturer shall within three months following notice of this
decision, obtain EPA approval for a revised pricing structure and
amounts by following the approval process described in this paragraph.

Unavailable information.  Any information which is not provided at a
fair and reasonable price shall be considered unavailable, in violation
of these regulations and section 202(m)(5) of the Clean Air Act.

Third party information providers.  By January 1, 2011 manufacturers
shall, for model year 2010 and later engines, make available to
third-party information providers as defined in paragraph (j)(3)(ii) of
this section with whom they engage in licensing or business
arrangements;

the required emissions-related information as specified in paragraph
(j)(6) of this section either:

directly in electronic format such as diskette or CD-ROM using
non-proprietary software, in English; or 

indirectly via a Web site other than that required by paragraph (j)(4)
of this section;

for any manufacturer who utilizes an automated process in their
manufacturer-specific scan tool for diagnostic fault trees, the data
schema, detail specifications, including category types/codes and engine
codes, and data format/content structure of the diagnostic trouble
trees. 

Manufacturers can satisfy the requirement of paragraph (j)(10)(ii) of
this section by making available diagnostic trouble trees on their
manufacturer Web sites in full-text.

Manufacturers are not responsible for the accuracy of the information
distributed by third parties.  However, where manufacturers charge
information intermediaries for information, whether through licensing
agreements or other arrangements, manufacturers are responsible for
inaccuracies contained in the information they provide to third party
information providers.

Required emissions-related training information.  By January 1, 2011,
for emissions-related training information, manufacturers shall:

Video tape or otherwise duplicate and make available for sale on
manufacturer Web sites within 30 days after transmission any
emissions-related training courses provided to manufacturer franchised
dealerships via the Internet or satellite transmission;

Provide on the manufacturer Web site an index of all emissions-related
training information available for purchase by aftermarket service
providers for 2010 and newer engines.  The required information must be
made available for purchase within 3 months of model introduction and
then must be made available at the same time it is made available to
manufacturer franchised dealerships, whichever is earlier.  The index
shall describe the title of the course or instructional session, the
cost of the video tape or duplicate, and information on how to order the
item(s) from the manufacturer Web site.  All of the items available must
be shipped within 24 hours of the order being placed and are to made
available at a fair and reasonable price as described in paragraph
(j)(8) of this section. Manufacturers unable to meet the 24 hour
shipping requirement under circumstances where orders exceed supply and
additional time is needed by the distributor to reproduce the item being
ordered, may exceed the 24 hour shipping requirement, but in no instance
can take longer than 14 days to ship the item.

Provide access to third party training providers as defined in paragraph
(j)(3)(ii) of this section all emission-related training courses
transmitted via satellite or Internet offered to their manufacturer
franchised dealerships.  Manufacturers may not charge unreasonable
up-front fees to third party training providers for this access, but may
require a royalty, percentage, or other arranged fee based on per-use
enrollment/subscription basis.  Manufacturers may take reasonable steps
to protect any copyrighted information and are not required to provide
this information to parties that do not agree to such steps. 

Timeliness and maintenance of information dissemination.  

Subsequent to the initial launch of the manufacturer’s Web site,
manufacturers must make the information required under paragraph (j)(6)
of this section available on their Web site within six months of model
introduction, or at the same time it is made available to manufacturer
franchised dealerships.  After this six month period, the information
must be available and updated on the manufacturer Web site at the same
time that the updated information is made available to manufacturer
franchised dealerships, except as otherwise specified in this section.  

Archived information.  Manufacturers must maintain the required
information on their Web sites in full-text as defined in paragraph
(j)(6) of this section for a minimum of 15 years after model
introduction. Subsequent to this fifteen year period, manufacturers may
archive the information in the manufacturer’s format of choice and
provide an index of the archived information on the manufacturer Web
site and how it can be obtained by interested parties.  Manufacturers
shall index their available information with a title that adequately
describes the contents of the document to which it refers. Manufacturers
may allow for the ordering of information directly from their Web site,
or from a Web site hyperlinked to the manufacturer Web site.  In the
alternate, manufacturers shall list a phone number and address where
aftermarket service providers can call or write to obtain the desired
information.  Manufacturers must also provide the price of each item
listed, as well as the price of items ordered on a subscription basis. 
To the extent that any additional information is added or changed for
these model years, manufacturers shall update the index as appropriate.
Manufacturers will be responsible for ensuring that their information
distributors do so within one regular business day of receiving the
order.  Items that are less than 20 pages (e.g. technical service
bulletins) shall be faxed to the requestor and distributors are required
to deliver the information overnight if requested and paid for by the
ordering party. Archived information must be made available on demand
and at a fair and reasonable price.

Recalibration Information.  

Manufacturers shall make available to the persons specified in paragraph
(j)(3)(i) of this section all emissions-related recalibration or
reprogramming events (including driveability reprogramming events that
may affect emissions) in the format of their choice at the same time
they are made available to manufacturer franchised dealerships.  This
requirement takes effect on July 1, 2010.

Manufacturers shall provide persons specified in paragraph (j)(3)(i) of
this section with an efficient and cost-effective method for identifying
whether the calibrations on engines are the latest to be issued.  This
requirement takes effect on July 1, 2010. 

aintenance Council’s (TMC) Recommended Practice RP1210A. 
“Windows™ Communication API”, July 1999.  These documents are
Incorporated by Reference in §86.1.

For model years 2010 and later, manufacturers shall make available to
aftermarket service providers the necessary manufacturer-specific
software applications and calibrations needed to initiate pass-through
reprogramming.  This software shall be able to run on a standard
personal computer that utilizes standard operating systems as specified
in either J2534 or RP1210A.

Manufacturers may take any reasonable business precautions necessary to
protect proprietary business information and are not required to provide
this information to any party that does not agree to these reasonable
business precautions.  The requirements to make hardware available and
to release the information to equipment and tool companies takes effect
on July 1, 2010, and within 3 months of model introduction for all new
model years. 

Generic and enhanced information for scan tools. By July 1, 2010,
manufacturers shall make available to equipment and tool companies all
generic and enhanced service information including bi-directional
control and data stream information as defined in paragraph (j)(4)(ii)
of this section.  This requirement applies for 2010 and later model year
engines. 

The information required by this paragraph (j)(14) shall be provided
electronically using common document formats to equipment and tool
companies with whom they have appropriate licensing, contractual, and/or
confidentiality arrangements.  To the extent that a central repository
for this information (e.g. the TEK-NET library developed by the
Equipment and Tool Institute) is used to warehouse this information, the
Administrator shall have free unrestricted access.  In addition,
information required by this paragraph (j)(14) shall be made available
to equipment and tool companies who are not otherwise members of any
central repository and shall have access if the non-members have
arranged for the appropriate licensing, contractual and/or
confidentiality arrangements with the manufacturer and/or a central
repository.  

In addition to the generic and enhanced information defined in paragraph
(j)(3)(ii) of this section,  manufacturers shall also make available the
following information necessary for developing generic diagnostic scan
tools: 

The physical hardware requirements for data communication (e.g. system
voltage requirements, cable terminals/pins, connections such as RS232 or
USB, wires, etc.)

Electronic Control Unit (ECU) data communication (e.g. serial data
protocols, transmission speed or baud rate, bit timing requirements,
etc),

Information on the application physical interface (API) or layers.
(i.e., processing algorithms or software design descriptions for
procedures such as connection, initialization, and termination),

Engine application information or any other related service information
such as special pins and voltages or additional connectors that require
enablement and specifications for the enablement.

Any manufacturer who utilizes an automated process in their
manufacturer-specific scan tool for diagnostic fault trees shall make
available to equipment and tool companies the data schema, detail
specifications, including category types/codes and codes, and data
format/content structure of the diagnostic trouble trees. 

Manufacturers can satisfy the requirement of paragraph (j)(14)(iii) of
this section by making available diagnostic trouble trees on their
manufacturer Web sites in full-text.

Manufacturers shall make all required information available to the
requesting equipment and tool company within 14 days after the request
to purchase has been made unless the manufacturer requests Administrator
approval to refuse to disclose such information to the requesting
company or requests Administrator approval for additional time to
comply.  After receipt of a request and consultation with the affected
parties, the Administrator shall either grant or refuse the petition
based on the evidence submitted during the consultation process:

If the evidence demonstrates that the engine manufacturer has a
reasonably based belief that the requesting equipment and tool company
could not produce safe and functionally accurate tools that would not
cause damage to the engine, the petition for non-disclosure will be
granted.  Engine manufacturers are not required to provide data stream
and bi-directional control information that would permit an equipment
and tool company’s products to modify an EPA-certified engine or
transmission configuration.

If the evidence does not demonstrate that the engine manufacturer has a
reasonably-based belief that the requesting equipment and tool company
could not produce safe and functionally accurate tools that would not
cause damage to the engine, the petition for non-disclosure will be
denied and the engine manufacturer, as applicable, shall make the
requested information available to the requesting equipment and tool
company within 2 days of the denial.

If the manufacturer submits a request for Administrator approval for
additional time, and satisfactorily demonstrates to the Administrator
that the engine manufacturer is able to comply but requires additional
time within which to do so, the Administrator shall grant the request
and provide additional time to fully and expeditiously comply. 

Manufacturers may require that tools using information covered under
paragraph (j)(14) of this section comply with the Component Identifier
message specified in SAE J1939-71 as Parameter Group Number (PGN) 65249
(including the message parameter’s make, model, and serial number) and
the SAE J1939-81 Address Claim PGN.

Availability of manufacturer-specific scan tools. Manufacturers shall
make available for sale to the persons specified in paragraph (j)(3)(i)
of this section their own manufacturer-specific diagnostic tools at a
fair and reasonable cost.  These tools shall also be made available in a
timely fashion either through the manufacturer Web site or through a
manufacturer-designated intermediary.  Manufacturers shall ship
purchased tools in a timely manner after a request and training, if any,
has been completed.  Any required training materials and classes must be
made available at a fair and reasonable price.  Manufacturers who
develop different versions of one or more of their diagnostic tools that
are used in whole or in part for emission-related diagnosis and repair
shall also insure that all emission-related diagnosis and repair
information is available for sale to the aftermarket at a fair and
reasonable cost.  Factors for determining fair and reasonable cost
include, but are not limited to:

The net cost to the manufacturer’s franchised dealerships for similar
tools obtained from manufacturers, less any discounts, rebates, or other
incentive programs; 

The cost to the manufacturer for preparing and distributing the tools,
excluding any research and development costs;

The price charged by other manufacturers of similar sizes for similar
tools;

The capabilities and functionality of the manufacturer tool;

The means by which the tools are distributed;

Inflation;

The ability of aftermarket technicians and shops to afford the tools.
Manufacturers shall provide technical support to aftermarket service
providers for the tools described in this section, either themselves or
through a third-party of their choice.

Changing content of manufacturer-specific scan tools. Manufacturers who
opt to remove non-emissions related content from their
manufacturer-specific scan tools and sell them to the persons specified
in paragraph (j)(3)(i) of this section shall adjust the cost of the tool
accordingly lower to reflect the decreased value of the scan tool.  All
emissions-related content that remains in the manufacturer-specific tool
shall be identical to the information that is contained in the complete
version of the manufacturer specific tool.  Any manufacturer who wishes
to implement this option must request approval from the Administrator
prior to the introduction of the tool into commerce.

Reference Materials. Manufacturers shall conform with the following
Society of Automotive Engineers (SAE) standards.  These documents are
incorporated by reference in §86.1.

For Web-based delivery of service information, manufacturers shall
comply with  SAE Recommended Practice J2403, Medium/Heavy-Duty E/E
Systems Diagnosis Nomenclature; August 2004.  This recommended practice
standardizes various terms, abbreviations, and acronyms associated with
on-board diagnostics.  Manufacturers shall comply with SAE J2403
beginning with the Model Year 2013.

For identification and scaling information necessary to interpret and
understand data available through Diagnostic Message 8, manufacturers
shall comply with SAE Recommended Practice J1939-73, Application Layer
– Diagnostics, revised June 2001.  In the alternate, manufacturers may
comply with Service/Mode $06 pursuant to SAE Recommended Practice J1979,
E/E Diagnostic Test Modes – Equivalent to ISO/DIS 15031-5: April 30,
2002.  These recommended practices describe the implementation of
diagnostic test modes for emissions related test data.  Manufacturers
shall comply with either SAE J1939-73 or SAE J1979 beginning with Model
Year 2013.  These recommended practices describe the implementation of
diagnostic test modes for emissions related test data.

For pass-thru reprogramming capabilities, manufacturers shall comply
with Technology and Maintenance Council’s (TMC) Recommended Practice
RP1210A, “Windows™ Communication API”, July 1999.  In the
alternate, manufacturers may comply with SAE J2534, Recommended Practice
for Pass-Thru Vehicle Programming, December 2004.  These recommended
practices provide technical specifications and information that
manufacturers must supply to equipment and tool companies to develop
aftermarket pass-thru reprogramming tools.  Manufacturers shall comply
with either RP1210A or SAE J2534 beginning with Model Year 2013.

Reporting Requirements.  Performance reports that adequately demonstrate
that each manufacturers website meets the information requirements
outlined in paragraphs (j)(6)(i) through (j)(6)(vi) of this section on
shall be submitted to the Administrator annually or upon request by the
Administrator.  These reports shall indicate the performance and
effectiveness of the websites by using commonly used Internet statistics
(e.g. successful requests, frequency of use, number of subscriptions
purchased, etc)  Manufacturers shall provide to the Administrator
reports on an annual basis within 30 days of the end of the calendar
year. These annual reports shall be submitted to the Administrator
electronically utilizing non-proprietary software in the format as
agreed to by the Administrator and the manufacturers.  

Prohibited Acts, Liability and Remedies. 

It is a prohibited act for any person to fail to promptly provide or
cause a failure to promptly provide information as required by this
paragraph (j), or to otherwise fail to comply or cause a failure to
comply with any provision of this subsection.

Any person who fails or causes the failure to comply with any provision
of this paragraph (j) is liable for a violation of that provision.  A
corporation is presumed liable for any violations of this subpart that
are committed by any of its subsidiaries, affiliates or parents that are
substantially owned by it or substantially under its control. 

Any person who violates a provision of this paragraph (j) shall be
subject to a civil penalty of not more than $ 31,500 per day for each
violation.  This maximum penalty is shown for calendar year 2002. 
Maximum penalty limits for later years may be set higher based on the
Consumer Price Index, as specified in 40 CFR part 19.  In addition, such
person shall be liable for all other remedies set forth in Title II of
the Clean Air Act, remedies pertaining to provisions of Title II of the
Clean Air Act, or other applicable provisions of law.

§ 86.013-2   Definitions.

The definitions of §86.004–2 continue to apply to 2004 and later
model year vehicles, and the definitions of §86.010-2 continue to apply
to 2010 and later model year vehicles. The definitions listed in this
section apply beginning with the 2013 model year.

Onboard Diagnostics (OBD) group means a combination of engines, engine
families, or engine ratings that use the same OBD strategies and similar
calibrations.  

§ 86.013-17 On-board Diagnostics for engines used in applications less
than or equal to 14,000 pounds GVWR.

Section 86.013–17 includes text that specifies requirements that
differ from §86.005–17, §86.007–17, and §86.010–17. Where a
paragraph in §86.005–17 or §86.007–17 or §86.010–17 is
identical and applicable to §86.013–17, this may be indicated by
specifying the corresponding paragraph and the statement “[Reserved].
For guidance see §86.005–17.” or “[Reserved]. For guidance see
§86.007–17.” or “[Reserved]. For guidance see §86.010–17.”

(a) General

(a) through  (b)(1)(i) [Reserved]. For guidance see §86.010–17.

(b) Malfunction descriptions

(b)(1)(ii) Diesel. 

(b)(1)(ii)(A) If equipped, reduction catalyst deterioration or
malfunction before it results in exhaust NOx emissions exceeding the
applicable NOx FEL+0.3 g/bhp-hr.  If equipped, oxidation catalyst
deterioration or malfunction before it results in exhaust NMHC emissions
exceeding 2 times the applicable NMHC standard. These catalyst
monitoring requirements need not be done if the manufacturer can
demonstrate that deterioration or malfunction of the system will not
result in exceedance of the threshold. 

(b)(1)(ii)(B) If equipped, diesel particulate trap deterioration or
malfunction before it results in exhaust emissions exceeding any of the
following levels: the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr
PM, whichever is higher; or, exhaust NMHC emissions exceeding 2 times
the applicable NMHC standard.  Catastrophic failure of the particulate
trap must also be detected.  In addition, the absence of the particulate
trap or the trapping substrate must be detected.

(b)(2) [Reserved]. For guidance see §86.005–17.

(b)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices. 

(b)(3)(i)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(i)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the
applicable NMHC standard.

(b)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices. 

(b)(3)(ii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO. 

(b)(3)(ii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the
applicable NMHC standard; or, 2 times the applicable CO standard.

(b)(3)(iii) NOx sensors. 

(b)(3)(iii)(A) Otto-cycle. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding 1.5 times the
applicable standard or FEL for NMHC, NOx or CO.

(b)(3)(iii)(B) Diesel. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr.

(b)(4) [Reserved]. For guidance see §86.005–17.

(b)(5) Other emission control systems and components. 

(b)(5)(i) Otto-cycle. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, the secondary air system, if equipped, and
the fuel control system, singularly resulting in exhaust emissions
exceeding 1.5 times the applicable emission standard or FEL for NMHC,
NOx or CO. For engines equipped with a secondary air system, a
functional check, as described in §86.005-17(b)(6), may satisfy the
requirements of this paragraph (b)(5) provided the manufacturer can
demonstrate that deterioration of the flow distribution system is
unlikely. This demonstration is subject to Administrator approval and,
if the demonstration and associated functional check are approved, the
diagnostic system must indicate a malfunction when some degree of
secondary airflow is not detectable in the exhaust system during the
check. For engines equipped with positive crankcase ventilation (PCV),
monitoring of the PCV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the PCV
system is unlikely to fail.

(b)(5)(ii) Diesel. Any deterioration or malfunction occurring in an
engine system or component directly intended to control emissions,
including but not necessarily limited to, the exhaust gas recirculation
(EGR) system, if equipped, and the fuel control system, singularly
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the
applicable NMHC standard; or, 2 times the applicable CO standard. A
functional check, as described in §86.005-17(b)(6), may satisfy the
requirements of this paragraph (b)(5) provided the manufacturer can
demonstrate that a malfunction would not cause emissions to exceed the
applicable levels. This demonstration is subject to Administrator
approval. For engines equipped with crankcase ventilation (CV),
monitoring of the CV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the CV system
is unlikely to fail.

(b)(6) through (j) [Reserved]. For guidance see §86.010–17.

(k) [Reserved.]

§ 86.013-18 On-board Diagnostics for engines used in applications
greater than 14,000 pounds GVWR.

Section 86.013–18 includes text that specifies requirements that
differ from §86.010–18. Where a paragraph in §86.010–18 is
identical and applicable to §86.013–18, this may be indicated by
specifying the corresponding paragraph and the statement “[Reserved].
For guidance see §86.010–18.”  However, where a paragraph in
§86.010–18 is identical and applicable to §86.013–18, and there
appears the statement “[Reserved]. For guidance see §86.010–18,”
it shall be understood that any referenced tables within §86.010-18
shall actually refer to the applicable table shown in §86.013-18.

(a) General

General. All heavy-duty engines intended for use in a heavy-duty vehicle
weighing more than 14,000 pounds GVWR must be equipped with an on-board
diagnostic (OBD) system capable of monitoring all emission-related
engine systems or components during the life of the engine. The OBD
system is required to detect all malfunctions specified in paragraphs
(g) and (i) of this section and paragraph (h) of §86.010-18 although
the OBD system is not required to use a unique monitor to detect each of
those malfunctions.

[Reserved]. For guidance see §86.010-18.

The OBD system must be equipped with a standardized data link connector
to provide access to the stored DTCs as specified in paragraph (k)(2) of
this section.

and (a)(4) [Reserved]. For guidance see §86.010-18.

(b) MIL and DTCs

Malfunction indicator light (MIL) and Diagnostic Trouble Codes (DTC).
The OBD system must incorporate a malfunction indicator light (MIL) or
equivalent and must store specific types of diagnostic trouble codes
(DTC).

(b)(1) MIL specifications. 

(b)(1)(i)The MIL must be located on the driver’s side instrument panel
and be of sufficient illumination and location to be readily visible
under all lighting conditions.  The MIL must be amber (yellow) in color;
the use of red for the OBD-related MIL is prohibited. More than one
general purpose malfunction indicator light for emission-related
problems shall not be used; separate specific purpose warning lights
(e.g., brake system, fasten seat belt, oil pressure, etc.) are
permitted. When activated, the MIL must display the engine symbol
designated as F01 by the International Standards Organization (ISO) in
“Road vehicles -- Symbols for controls, indicators and tell-tales,”
ISO 2575:2004.

(b)(1)(ii) through (b)(1)(iv) [Reserved]. For guidance see §86.010-18.

(b)(1)(v) The MIL required by this paragraph (b) must not be used in any
other way than is specified in this section.

(b)(2) [Reserved]. For guidance see §86.010-18.

(b)(3) MIL deactivation and DTC erasure protocol. 

(b)(3)(i) Deactivating the MIL.  Except as otherwise provided for in
paragraph (g)(2)(iv)(E) of this section §86.010-18(g)(6)(iv)(B) for
diesel misfire malfunctions and empty reductant tanks, and paragraphs
(h)(1)(iv)(F), (h)(2)(viii), and (h)(7)(iv)(B) of §86.010-18 for
gasoline fuel system, misfire, and evaporative system malfunctions, once
the MIL has been activated, it may be deactivated after three subsequent
sequential drive cycles during which the monitoring system responsible
for activating the MIL functions and the previously detected malfunction
is no longer present and provided no other malfunction has been detected
that would independently activate the MIL according to the requirements
outlined in §86.010-18(b)(2).

(b)(3)(ii) through (b)(4) [Reserved.] For guidance see §86.010-18.

(c) Monitoring conditions

(c) Monitoring conditions. The OBD system must monitor and detect the
malfunctions specified in paragraphs (g) and (i) of this section and
§86.010-18(h) under the following general monitoring conditions.  The
more specific monitoring conditions of paragraph (d) of this section are
sometimes required according to the provisions of paragraphs (g) and (i)
of this section and §86.010-18(h).

(c)(1) As specifically provided for in paragraphs (g) and (i) of this
section and §86.010-18(h), the monitoring conditions for detecting
malfunctions must be technically necessary to ensure robust detection of
malfunctions (e.g., avoid false passes and false indications of
malfunctions); designed to ensure monitoring will occur under conditions
that may reasonably be expected to be encountered in normal vehicle
operation and normal vehicle use; and, designed to ensure monitoring
will occur during the FTP transient test cycle contained in Appendix I
paragraph (f), of this part, or similar drive cycle as approved by the
Administrator.

(c)(2) [Reserved]. For guidance see §86.010-18.

(c)(3) Manufacturers may request approval to define monitoring
conditions that are not encountered during the FTP cycle as required in
paragraph (c)(1) of this section.  In evaluating the manufacturer’s
request, the Administrator will consider the degree to which the
requirement to run during the FTP transient cycle restricts monitoring
during in-use operation, the technical necessity for defining monitoring
conditions that are not encountered during the FTP cycle, data and/or an
engineering evaluation submitted by the manufacturer that demonstrate
that the component/system does not normally function during the FTP,
whether monitoring is otherwise not feasible during the FTP cycle,
and/or the ability of the manufacturer to demonstrate that the
monitoring conditions satisfy the minimum acceptable in-use monitor
performance ratio requirement as defined in paragraph (d)(1)(ii) of this
section.

(d) In-use performance tracking

(d) through (d)(1)(i) [Reserved]. For guidance see §86.010-18.

(d)(1)(ii) Manufacturers must define monitoring conditions that, in
addition to meeting the criteria in paragraph (c)(1) of this section and
§86.010-18(d) through (d)(1)(i), ensure that the monitor yields an
in-use performance ratio (as defined in §86.010-18(d)(2)) that meets or
exceeds the minimum acceptable in-use monitor performance ratio of 0.100
for all monitors specifically required in paragraphs (g) and (i) of this
section and §86.010-18(h) to meet the monitoring condition requirements
in §86.010-18(d)(1)(i).

(d)(1)(iii) If the most reliable monitoring method developed requires a
lower ratio for a specific monitor than that specified in paragraph
(d)(1)(ii) of this section, the Administrator may lower the minimum
acceptable in-use monitoring performance ratio.

(d)(2) through (d)(3)(iv) [Reserved]. For guidance see §86.010-18.

(d)(3)(v) Manufacturers that use alternative statistical MIL activation
protocols as allowed in §86.010-18(b)(2)(iii) for any of the monitors
requiring a numerator, are required to increment the numerator(s)
appropriately.  The manufacturer may be required to provide supporting
data and/or engineering analyses demonstrating both the equivalence of
their incrementing approach to the incrementing specified in this
paragraph (d)(3) for monitors using the standard MIL activation
protocol, and the overall equivalence of the incrementing approach in
determining that the minimum acceptable in-use performance ratio of
paragraph (d)(1)(ii) of this section has been satisfied.  

(d)(4) through (f) [Reserved]. For guidance see §86.010-18.

(e) Standardized tracking and reporting of in-use monitor performance

(e) [Reserved].  For guidance see §86.010-18.

(f) Malfunction criteria determination

(f) [Reserved].  For guidance see §86.010-18.

(g) OBD monitoring requirements for diesel-fueled/CI engines

(g) OBD monitoring requirements for diesel-fueled/compression-ignition
engines. The following table shows the thresholds at which point certain
components or systems, as specified in this paragraph (g), are
considered 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)

Component	§86.013-18 reference	NMHC	CO	NOx	PM

NMHC catalyst system	(g)(5)	2x	--	--	--

NOx aftertreatment system	(g)(6)

(g)(7)	--	--	+0.3	--

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)

(g)(2)

(g)(3)

(g)(4)

(g)(10)	2x	2x	+0.3	0.03/+0.02

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, whilchever level is higher; these
emissions thresholds apply to the monitoring requirements of paragraph
(g) of this section 86.013-18.



(g)(1) Fuel system

(g)(1) Fuel system monitoring.

(g)(1)(i) through (g)(1)(iii)(A) [Reserved]. For guidance see
§86.010-18.

(g)(1)(iii)(B) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(1)(ii)(B) and
(g)(1)(ii)(C) and Table 1 of paragraph (g) of this section in accordance
with paragraphs (c) and (d) of this section.

(g)(1)(iv) Fuel system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(2) Engine misfire

(g)(2) Engine misfire monitoring. 

(g)(2)(i) [Reserved]. For guidance see §86.010-18.

(g)(2)(ii) Engine misfire malfunction criteria.

(g)(2)(ii)(A) The OBD system must be capable of detecting misfire
occurring in one or more cylinders.  To the extent possible without
adding hardware for this specific purpose, the OBD system must also
identify the specific misfiring cylinder. If more than one cylinder is
continuously misfiring, a separate DTC must be stored indicating that
multiple cylinders are misfiring.  When identifying multiple cylinder
misfire, the OBD system is not required to identify individually through
separate DTCs each of the continuously misfiring cylinders.

(g)(2)(ii)(B) On engines equipped with sensors that can detect
combustion or combustion quality (e.g., for use in engines with
homogeneous charge compression ignition (HCCI) control systems), the OBD
system must detect a misfire malfunction causing emissions to exceed the
applicable thresholds for “other monitors” shown in Table 1 of this
paragraph (g). To determine what level of misfire would cause emissions
to exceed the applicable emissions thresholds, the manufacturer must
determine the percentage of misfire evaluated in 1,000 revolution
increments that would cause emissions from an emission durability
demonstration engine to exceed the emissions thresholds if the
percentage of misfire were present from the beginning of the test.  To
establish this percentage of misfire, the manufacturer must use misfire
events occurring at equally spaced, complete engine cycle intervals,
across randomly selected cylinders throughout each 1,000-revolution
increment.  If this percentage of misfire is determined to be lower than
one percent, the manufacturer may set the malfunction criteria at one
percent.  Any misfire malfunction must be detected if the percentage of
misfire established via this testing is exceeded regardless of the
pattern of misfire events (e.g., random, equally spaced, continuous).
The manufacturer may employ other revolution increments besides the
1,000 revolution increment.  To do so, the manufacturer must demonstrate
that the strategy is equally effective and timely in detecting misfire.

(g)(2)(iii) Engine misfire monitoring conditions.

(g)(2)(iii)(A) and (g)(2)(iii)(B) [Reserved]. For guidance see
§86.010-18.

(g)(2)(iii)(C) For engines equipped with sensors that can detect
combustion or combustion quality the OBD system must monitor
continuously for engine misfire under all positive torque engine speed
and load conditions. If a monitoring system cannot detect all misfire
patterns under all required engine speed and load conditions, the
manufacturer may request that the Administrator approve the monitoring
system nonetheless.  In evaluating the manufacturer’s request, the
Administrator will consider the following factors:  the magnitude of the
region(s) in which misfire detection is limited; the degree to which
misfire detection is limited in the region(s) (i.e., the probability of
detection of misfire events); the frequency with which said region(s)
are expected to be encountered in-use; the type of misfire patterns for
which misfire detection is troublesome; and demonstration that the
monitoring technology employed is not inherently incapable of detecting
misfire under required conditions (i.e., compliance can be achieved on
other engines).  The evaluation will be based on the following misfire
patterns: equally spaced misfire occurring on randomly selected
cylinders; single cylinder continuous misfire; and, paired cylinder
(cylinders firing at the same crank angle) continuous misfire.

(g)(2)(iv) Engine misfire MIL activation and DTC storage. 

(g)(2)(iv)(A) General requirements for MIL activation and DTC storage
are set forth in paragraph (b) of this section.

(g)(2)(iv)(B) For engines equipped with sensors that can detect
combustion or combustion quality, upon detection of the percentage of
misfire specified in paragraph (g)(2)(ii)(B) of this section, the
following criteria shall apply for MIL activation and DTC storage: A
pending DTC must be stored no later than after the fourth exceedance of
the percentage of misfire specified in paragraph (g)(2)(ii) of this
section during a single drive cycle; if a pending fault code has been
stored, the OBD system must activate the MIL and store a MIL-on DTC
within 10 seconds if the percentage of misfire specified in paragraph
(g)(2)(ii) of this section is again exceeded four times during the drive
cycle immediately following storage of the pending DTC, regardless of
the conditions encountered during the drive cycle, or on the next drive
cycle in which similar conditions are encountered to those  that were
occurring when the pending DTC was stored. Similar conditions means an
engine speed within 375 rpm, engine load within 20 percent, and the same
warm up status (i.e., cold or hot).  The Administrator may approve other
definitions of similar conditions based on comparable timeliness and
reliability in detecting similar engine operation. The pending DTC may
be erased at the end of the next drive cycle in which similar conditions
are encountered to those that were occurring when the pending DTC was
stored provided the specified percentage of misfire was not again
exceeded.  The pending DTC may also be erased if similar conditions are
not encountered during the 80 drive cycles immediately following initial
detection of the malfunction.

(g)(2)(iv)(C) For engines equipped with sensors that can detect
combustion or combustion quality, the OBD system must store and erase
freeze frame conditions either in conjunction with storing and erasing a
pending DTC or in conjunction with storing and erasing a MIL-on DTC. If
freeze frame conditions are stored for a malfunction other than a
misfire malfunction when a DTC is stored as specified in paragraph
(g)(2)(iv)(B) of this section, the stored freeze frame information must
be replaced with the freeze frame information regarding the misfire
malfunction.

(g)(2)(iv)(D) For engines equipped with sensors that can detect
combustion or combustion quality, upon detection of misfire according to
paragraph (g)(2)(iv)(B) of this section, the OBD system must also store
the following engine conditions: engine speed, load, and warm up status
of the first misfire event that resulted in the storage of the pending
DTC. 

(g)(2)(iv)(E) For engines equipped with sensors that can detect
combustion or combustion quality, the MIL may be deactivated after three
sequential drive cycles in which similar conditions have been
encountered without an exceedance of the specified percentage of
misfire.

(g)(3) EGR system

(g)(3) EGR system monitoring.

(g)(3)(i) and (g)(3)(ii) [Reserved]. For guidance see §86.010-18.

(g)(3)(iii) EGR system monitoring conditions.

(g)(3)(iii)(A) [Reserved]. For guidance see §86.010-18.

(g)(3)(iii)(B) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(3)(ii)(C) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section, with the exception that monitoring must occur every
time the monitoring conditions are met during the drive cycle rather
than once per drive cycle as required in §86.010-18(c)(2).  For
purposes of tracking and reporting as required in §86.010-18(d) through
(d)(1)(i), all monitors used to detect malfunctions identified in 
§86.010-18(g)(3)(ii)(C) and Table 1 of paragraph (g) of this section
must be tracked separately but reported as a single set of values as
specified in §86.010-18(e)(1)(iii).

(g)(3)(iii)(C) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(3)(ii)(E) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section. For purposes of tracking and reporting as required in 
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in §86.010-18(g)(3)(ii)(E) and Table 1 of
paragraph (g) of this section must be tracked separately but reported as
a single set of values as specified in  §86.010-18(e)(1)(iii).

(g)(3)(iii)(D) [Reserved]. For guidance see §86.010-18.

(g)(3)(iv) EGR system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(4) Turbo boost control system

(g)(4) Turbo boost control system monitoring.

(g)(4)(i) and (g)(4)(ii) [Reserved]. For guidance see §86.010-18.

(g)(4)(iii) Turbo boost control system monitoring conditions.

(g)(4)(iii)(A) [Reserved]. For guidance see §86.010-18.

(g)(4)(iii)(B) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(4)(ii)(C) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section, with the exception that monitoring must occur every
time the monitoring conditions are met during the drive cycle rather
than once per drive cycle as required in §86.010-18(c)(2).  For
purposes of tracking and reporting as required in  §86.010-18(d)
through (d)(1)(i), all monitors used to detect malfunctions identified
in §86.010-18(g)(4)(ii)(C) and Table 1 of paragraph (g) of this section
must be tracked separately but reported as a single set of values as
specified in §86.010-18(e)(1)(iii).

(g)(4)(iii)(C) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(4)(ii)(E) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section. For purposes of tracking and reporting as required in 
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in §86.010-18(g)(4)(ii)(E) and Table 1 of
paragraph (g) of this section must be tracked separately but reported as
a single set of values as specified in  §86.010-18(e)(1)(iii).

(g)(4)(iv) Turbo boost system MIL activation and DTC storage. The MIL
must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(5) NMHC catalyst

(g)(5) NMHC converting catalyst monitoring.

(g)(5)(i) and (g)(5)(ii) [Reserved]. For guidance see §86.010-18.

(g)(5)(iii) NMHC converting catalyst monitoring conditions. The
manufacturer must define the monitoring conditions for malfunctions
identified in §86.010-18(g)(5)(ii)(A) and (g)(5)(ii)(B) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section. For purposes of tracking and reporting as required in
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in  §86.010-18(g)(5)(ii)(A) and (g)(5)(ii)(B)
and Table 1 of paragraph (g) of this section must be tracked separately
but reported as a single set of values as specified in
§86.010-18(e)(1)(iii).

(g)(5)(iv) NMHC converting catalyst MIL activation and DTC storage. The
MIL must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section. The monitoring method for the NMHC
converting catalyst(s) must be capable of detecting all instances,
except diagnostic self-clearing, when a catalyst DTC has been erased but
the catalyst has not been replaced (e.g., catalyst over-temperature
histogram approaches are not acceptable).

(g)(6) SCR & lean NOx catalyst

(g)(6) Selective catalytic reduction (SCR) and lean NOx catalyst
monitoring.

(g)(6)(i) and (g)(6)(ii) [Reserved]. For guidance see §86.010-18

(g)(6)(iii) SCR and lean NOx catalyst monitoring conditions.

(g)(6)(iii)(A) The manufacturers must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(6)(ii)(A) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section. For purposes of tracking and reporting as required in
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in §86.010-18(g)(6)(ii)(A) and Table 1 of
paragraph (g) of this section must be tracked separately but reported as
a single set of values as specified in  §86.010-18(e)(1)(iii).

(g)(6)(iii)(B) [Reserved]. For guidance see §86.010-18.

(g)(6)(iv) SCR and lean NOx catalyst MIL activation and DTC storage. 

(g)(6)(iv)(A) For malfunctions identified in  §86.010-18(g)(6)(ii)(A)
and Table 1 of paragraph (g) of this section , the MIL must activate and
DTCs must be stored according to the provisions of paragraph (b) of this
section.

(g)(6)(iv)(B) and (g)(6)(iv)(C) [Reserved]. For guidance see
§86.010-18.

(g)(7) NOx adsorber system

(g)(7) NOx adsorber system monitoring.

(g)(7)(i) and (g)(7)(ii) [Reserved]. For guidance see §86.010-18.

(g)(7)(iii) NOx adsorber system monitoring conditions. 

(g)(7)(iii)(A) The manufacturer must define the monitoring conditions
for malfunctions identified in  §86.010-18(g)(7)(ii)(A) and Table 1 of
paragraph (g) of this section in accordance with paragraphs (c) and (d)
of this section. For purposes of tracking and reporting as required in
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in  §86.010-18(g)(7)(ii)(A) and Table 1 of
paragraph (g) of this section must be tracked separately but reported as
a single set of values as specified in of §86.010-18(e)(1)(iii).

(g)(7)(iii)(B) [Reserved]. For guidance see §86.010-18.

(g)(7)(iv) NOx adsorber system MIL activation and DTC storage. The MIL
must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(8) DPF system

(g)(8) Diesel particulate filter (DPF) system monitoring.

(g)(8)(i) and (g)(8)(ii) [Reserved]. For guidance see §86.010-18.

(g)(8)(iii) DPF monitoring conditions. The manufacturer must define the
monitoring conditions for malfunctions identified in
§86.010-18(g)(8)(ii) and Table 1 of paragraph (g) of this section in
accordance with paragraphs (c) and (d) of this section, with the
exception that monitoring must occur every time the monitoring
conditions are met during the drive cycle rather than once per drive
cycle as required in  §86.010-18(c)(2).  For purposes of tracking and
reporting as required in  §86.010-18(d) through (d)(1)(i), all monitors
used to detect malfunctions identified in §86.010-18(g)(8)(ii) and
Table 1 of paragraph (g) of this section must be tracked separately but
reported as a single set of values as specified in
§86.010-18(e)(1)(iii).

(g)(8)(iv) DPF system MIL activation and DTC storage. The MIL must
activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(g)(9) Exhaust gas sensors

(g)(9) Exhaust gas sensor and sensor heater monitoring.

(g)(9)(i) through (g)(9)(vi) [Reserved]. For guidance see §86.010-18.

(g)(9)(vii) Monitoring conditions for exhaust gas sensors.

(g)(9)(vii)(A) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(9)(ii)(A), (g)(9)(iii)(A),
and (g)(9)(iv)(A) (i.e., sensor performance) and Table 1 of paragraph
(g) of this section in accordance with paragraphs (c) and (d) of this
section. For purposes of tracking and reporting as required in 
§86.010-18(d) through (d)(1)(i), all monitors used to detect
malfunctions identified in  §86.010-18 (g)(9)(ii)(A), (g)(9)(iii)(A),
and (g)(9)(iv)(A) and Table 1 of paragraph (g) of this section must be
tracked separately but reported as a single set of values as specified
in  §86.010-18(e)(1)(iii).

(g)(9)(vii)(B) The manufacturer must define the monitoring conditions
for malfunctions identified in §86.010-18(g)(9)(ii)(D), (g)(9)(iii)(D),
and (g)(9)(iv)(D) (i.e., monitoring function) and Table 1 of paragraph
(g) of this section in accordance with paragraphs (c) and (d) of this
section with the exception that monitoring must occur every time the
monitoring conditions are met during the drive cycle rather than once
per drive cycle as required in §86.010-18(c)(2).

(g)(9)(vii)(C) and (g)(9)(vii)(D) [Reserved]. For guidance see
§86.010-18.

(g)(9)(viii) Monitoring conditions for exhaust gas sensor heaters.

(g)(9)(viii)(A) The manufacturer must define monitoring conditions for
malfunctions identified in §86.010-18(g)(9)(vi)(A) (i.e., sensor heater
performance) and Table 1 of paragraph (g) of this section in accordance
with paragraphs (c) and (d) of this section.

(g)(9)(viii)(B) [Reserved]. For guidance see §86.010-18.

(g)(9)(ix) Exhaust gas sensor and sensor heater MIL activation and DTC
storage. The MIL must activate and DTCs must be stored according to the
provisions of paragraph (b) of this section.

(g)(10) VVT system

(g)(10) Variable valve timing (VVT) system monitoring.

(g)(10)(i) and (g)(10)(ii) [Reserved]. For guidance see §86.010-18.

(g)(10)(iii) VVT system monitoring conditions. Manufacturers must define
the monitoring conditions for VVT system malfunctions identified in
§86.010-18(g)(10)(ii) and Table 1 of paragraph (g) of this section in
accordance with paragraphs (c) and (d) of this section, with the
exception that monitoring must occur every time the monitoring
conditions are met during the drive cycle rather than once per drive
cycle as required in  §86.010-18(c)(2).  For purposes of tracking and
reporting as required in  §86.010-18(d) through (d)(1)(i), all monitors
used to detect malfunctions identified in  §86.010-18(g)(10)(ii) and
Table 1 of paragraph (g) of this section must be tracked separately but
reported as a single set of values as specified in
§86.010-18(e)(1)(iii).

(g)(10)(iv) VVT MIL activation and DTC storage. The MIL must activate
and DTCs must be stored according to the provisions of paragraph (b) of
this section.

(h) Monitoring requirements for gasoline-fueled/SI engines

(h) [Reserved]. For guidance see §86.010-18.

(i) Monitoring requirements for all engines

OBD monitoring requirements for all engines.

(i)(1) Cooling system

(i)(1) Engine cooling system monitoring.

(i)(1)(i) through (i)(1)(iii) [Reserved]. For guidance see §86.010-18.

(i)(1)(iv) Monitoring conditions for the thermostat.

(i)(1)(iv)(A) The manufacturer must define the monitoring conditions for
malfunctions identified in §86.010-18(i)(1)(ii)(A) and Table 1 of
paragraph (g) of this section in accordance with paragraph (c) of this
section. Additionally, except as provided for in 
§86.010-18(i)(1)(iv)(B) and (i)(1)(iv)(C), monitoring for malfunctions
identified in  §86.010-18(i)(1)(ii)(A) and Table 1 of paragraph (g) of
this section must be conducted once per drive cycle on every drive cycle
in which the ECT sensor indicates, at engine start, a temperature lower
than the temperature established as the malfunction criteria in 
§86.010-18(i)(1)(ii)(A) and Table 1 of paragraph (g) of this section.

(i)(1)(iv)(B) and (i)(1)(iv)(C) [Reserved]. For guidance see
§86.010-18.

(i)(1)(v) Monitoring conditions for the ECT sensor.

(i)(1)(v)(A) [Reserved]. For guidance see §86.010-18.

(i)(1)(v)(B) The manufacturer must define the monitoring conditions for
malfunctions identified in  §86.010-18(i)(1)(iii)(B) and Table 1 of
paragraph (g) of this section in accordance with paragraph (c) of this
section.  Additionally, except as provided for in 
§86.010-18(i)(1)(v)(D), monitoring for malfunctions identified in
§86.010-18(i)(1)(iii)(B) and Table 1 of paragraph (g) of this section
must be conducted once per drive cycle on every drive cycle in which the
ECT sensor indicates a temperature lower than the closed-loop enable
temperature at engine start (i.e., all engine start temperatures greater
than the ECT sensor out-of-range low temperature and less than the
closed-loop enable temperature).

(i)(1)(v)(C) The manufacturer must define the monitoring conditions for
malfunctions identified in  §86.010-18(i)(1)(iii)(C) and (i)(1)(iii)(D)
and Table 1 of paragraph (g) of this section in accordance with
paragraphs (c) and (d) of this section.

(i)(1)(v)(D) and (i)(1)(v)(E) [Reserved]. For guidance see §86.010-18.

(i)(1)(vi) Engine cooling system MIL activation and DTC storage. The MIL
must activate and DTCs must be stored according to the provisions of
paragraph (b) of this section.

(i)(2) Crankcase ventilation system

(i)(2) Crankcase ventilation (CV) system monitoring.

(i)(2)(i) and (i)(2)(ii) [Reserved]. For guidance see §86.010-18.

(i)(2)(iii) Crankcase ventilation system monitoring conditions. The
manufacturer must define the monitoring conditions for malfunctions
identified in  §86.010-18 (i)(2)(ii) and Table 1 of paragraph (g) of
this section in accordance with paragraphs (c) and (d) of this section.

(i)(2)(iv) Crankcase ventilation system MIL activation and DTC storage.
The MIL must activate and DTCs must be stored according to the
provisions of paragraph (b) of this section.  The stored DTC need not
identify specifically the CV system (e.g., a DTC for idle speed control
or fuel system monitoring can be stored) if the manufacturer can
demonstrate that additional monitoring hardware would be necessary to
make such an identification and provided the manufacturer’s diagnostic
and repair procedures for the detected malfunction include directions to
check the integrity of the CV system.

(i)(3) Comprehensive components

(i)(3) Comprehensive component monitoring.

(i)(3)(i) General. Except as provided for in paragraph (i)(4) of this
section, the OBD system must detect a malfunction of any electronic
engine component or system not otherwise described in paragraphs (g),
(i)(1), and (i)(2) of this section and §86.010-18(h) that either
provides input to (directly or indirectly, such components may include
the crank angle sensor, knock sensor, throttle position sensor, cam
position sensor, intake air temperature sensor, boost pressure sensor,
manifold pressure sensor, mass air flow sensor, exhaust temperature
sensor, exhaust pressure sensor, fuel pressure sensor, fuel composition
sensor of a flexible fuel vehicle, etc.) or receives commands from (such
components or systems may include the idle speed control system, glow
plug system, variable length intake manifold runner systems,
supercharger or turbocharger electronic components, heated fuel
preparation systems, the wait-to-start lamp on diesel applications, the
MIL, etc.) the onboard computer(s) and meets either of the criteria
described in §86.010-18(i)(3)(i)(A) and/or (i)(3)(i)(B).  Note that,
for the purposes of this paragraph (i)(3), “electronic engine
component or system” does not include components that are driven by
the engine and are not related to the control of the fueling, air
handling, or emissions of the engine (e.g., PTO components, air
conditioning system components, and power steering components).

(i)(3)(i)(A) through (i)(3)(iii) [Reserved]. For guidance see
§86.010-18.

(i)(3)(iv) Monitoring conditions for input components.

(i)(3)(iv)(A) [Reserved]. For guidance see §86.010-18.

(i)(3)(iv)(B) For input component rationality checks (where applicable),
the manufacturer must define the monitoring conditions for detecting
malfunctions in accordance with paragraphs (c) and (d) of this section,
with the exception that rationality checks must occur every time the
monitoring conditions are met during the drive cycle rather than once
per drive cycle as required in §86.010-18(c)(2).

(i)(3)(v) Monitoring conditions for output components/systems.

(i)(3)(v)(A) [Reserved]. For guidance see §86.010-18.

(i)(3)(v)(B) For output component/system functional checks, the
manufacturer must define the monitoring conditions for detecting
malfunctions in accordance with paragraphs (c) and (d) of this section.
Specifically for the idle control system, the manufacturer must define
the monitoring conditions for detecting malfunctions in accordance with
paragraphs (c) and (d) of this section, with the exception that
functional checks must occur every time the monitoring conditions are
met during the drive cycle rather than once per drive cycle as required
in §86.010-18(c)(2).

(i)(3)(vi) Comprehensive component MIL activation and DTC storage.

(i)(3)(vi)(A) Except as provided for in  §86.010-18(i)(3)(vi)(B) and
(i)(3)(vi)(C), the MIL must activate and DTCs must be stored according
to the provisions of paragraph (b) of this section.

(i)(3)(vi)(B) and (i)(3)(vi)(C) [Reserved]. For guidance see
§86.010-18.

(i)(4) Other emission control systems

(i)(4) Other emission control system monitoring.

(i)(4)(i) General. For other emission control systems that are either
not addressed in §86.010-18(h) and paragraphs (g) and (i)(1) through
(i)(3) of this section (e.g., hydrocarbon traps, homogeneous charge
compression ignition control systems), or addressed in paragraph (i)(3)
of this section but not corrected or compensated for by an adaptive
control system (e.g., swirl control valves), the manufacturer must
submit a plan for Administrator approval of the monitoring strategy,
malfunction criteria, and monitoring conditions prior to introduction on
a production engine.  The plan must demonstrate the effectiveness of the
monitoring strategy, the malfunction criteria used, the monitoring
conditions required by the monitor, and, if applicable, the
determination that the requirements of  §86.010-18(i)(4)(ii) are
satisfied.

(i)(4)(ii) [Reserved]. For guidance see §86.010-18.

(i)(5) Exceptions to monitoring requirements

(i)(5) [Reserved]. For guidance see §86.010-18.

(i)(6) Feedback control system

(i)(6) Feedback control system monitoring. If the engine is equipped
with feedback control of any of the systems covered in paragraphs (g)
and (i) of this section and §86.010-18(h), then the OBD system must
detect as malfunctions the conditions specified in this paragraph (i)(6)
for each of the individual feedback controls.

(i)(6)(i) through (i)(6)(iv) [Reserved]. For guidance see §86.010-18.

(j) Production evaluation testing

(j) Production evaluation testing.

(j)(1) Verification of standardization requirements.

(j)(1)(i) The manufacturer must perform testing to verify that
production vehicles meet the requirements of paragraphs (k)(3) and
(k)(4) of this section relevant to the proper communication of required
emissions-related messages to a SAE J1978/J1939 scan tool.

(j)(1)(ii) Selection of test vehicles.

(j)(1)(ii)(A) The manufacturer must perform this testing every model
year on ten unique production vehicles (i.e., engine rating and chassis
application combination) per engine family. If there are less than ten
unique production vehicles for a certain engine family, the manufacturer
must test each unique production vehicle in that engine family. The
manufacturer must perform this testing within either three months of the
start of engine production or one month of the start of vehicle
production, whichever is later. The manufacturer may request approval to
group multiple production vehicles together and test one representative
vehicle per group.  To do so, the software and hardware designed to
comply with the standardization requirements of paragraph (k) of this
section (e.g., communication protocol message timing, number of
supported data stream parameters, engine and vehicle communication
network architecture) in the representative vehicle must be identical to
all others in the group and any differences in the production vehicles
cannot be relevant with respect to meeting the criteria of paragraph
(j)(1)(iv) of this section.

(j)(1)(ii)(B) For 2016 and subsequent model years, the required number
of vehicles to be tested shall be reduced to five per engine family
provided zero vehicles fail the testing required by paragraph (j)(1) of
this section for two consecutive years.

(j)(1)(ii)(C) For 2019 and subsequent model years, the required number
of vehicles to be tested shall be reduced to three per engine family
provided zero vehicles fail the testing required by paragraph (j)(1) of
this section for three consecutive years.

(j)(1)(ii)(D) The requirement for submittal of data from one or more of
the production vehicles shall be waived if data have been submitted
previously for all of the production vehicles.  The manufacturer may
request approval to carry over data collected in previous model years. 
To do so, the software and hardware designed to comply with the
standardization requirements of paragraph (k) of this section must be
identical to the previous model year and there must not have been other
hardware or software changes that affect compliance with the
standardization requirements.

(j)(1)(iii) Test equipment. For the testing required by paragraph (j)(1)
of this section, the manufacturer shall use an off-board device to
conduct the testing.  The manufacturer must be able to show that the
off-board device is able to verify that the vehicles tested using the
device are able to perform all of the required functions in paragraph
(j)(1)(iv) of this section with any other off-board device designed and
built in accordance with the SAE J1978/J1939 generic scan tool
specifications.

(j)(1)(iv) Required testing. The testing must verify that communication
can be established properly between all emission-related on-board
computers and any SAE J1978/J1939 scan tool designed to adhere strictly
to the communication protocols allowed in paragraph (k)(3) of this
section. The testing must also verify that all emission-related
information is communicated properly between all emission-related
on-board computers and any SAE J1978/J1939 scan tool in accordance with
the requirements of paragraph (k) of this section and the applicable ISO
and SAE specifications including specifications for physical layer,
network layer, message structure, and message content. The testing must
also verify that the onboard computer(s) can properly respond to any SAE
J1978/J1939 scan tool request to clear emissions-related DTCs and reset
the ready status in accordance with paragraph (k)(4)(ix) of this
section. The testing must further verify that the following information
can be properly communicated to any SAE J1978/J1939 scan tool:

(j)(1)(iv)(A) The current ready status from all onboard computers
required to support ready status in accordance with SAE J1978/J1939-73
and paragraph (k)(4)(i) of this section in the key-on, engine-off
position and while the engine is running.

(j)(1)(iv)(B) The MIL command status while a deactivated MIL is
commanded and while an activated MIL is commanded in accordance with SAE
J1979/J1939 and paragraph (k)(4)(ii) of this section in the key-on,
engine-off position and while the engine is running, and in accordance
with SAE J1979/J1939 and §86.010-18(b)(1)(ii) during the MIL functional
check and, if applicable, (k)(4)(i)(C) of this section during the MIL
ready status check while the engine is off.

(j)(1)(iv)(C) All data stream parameters required in paragraph
(k)(4)(ii) of this section in accordance with SAE J1979/J1939 including,
if applicable, the proper identification of each data stream parameter
as supported in SAE J1979 (e.g., Mode/Service $01, PID $00).

(j)(1)(iv)(D) The CAL ID, CVN, and VIN as required by paragraphs
(k)(4)(vi), (k)(4)(vii), and (k)(4)(viii) of this section and in
accordance with SAE J1979/J1939.

(j)(1)(iv)(E) An emissions-related DTC (permanent, pending, MIL-on,
previous-MIL-on) in accordance with SAE J1979/J1939-73 (including the
correct indication of the number of stored DTCs (e.g., Mode/Service $01,
PID $01, Data A for SAE J1979)) and paragraph (k)(4)(iv) of this
section.

(j)(1)(v) Reporting of results. The manufacturer must submit to the
Administrator the following, based on the results of the testing
required by paragraph (j)(1)(iv) of this section:

(j)(1)(v)(A) If  a variant meets all the requirements of paragraph
(j)(1)(iv) of this section, a statement specifying that the variant
passed all the tests. Upon request from the Administrator, the detailed
results of any such testing may have to be submitted.

(j)(1)(v)(B) If any variant does not meet the requirements of paragraph
(j)(1)(iv) of this section, a written report detailing the problem(s)
identified and the manufacturer’s proposed corrective action (if any)
to remedy the problem(s).  This report must be submitted within one
month of testing the specific variant. The Administrator will consider
the proposed remedy and, if in disagreement, will work with the
manufacturer to propose an alternative remedy. Factors to be considered
by the Administrator in considering the proposed remedy will include the
severity of the problem(s), the ability of service technicians to access
the required diagnostic information, the impact on equipment and tool
manufacturers, and the amount of time prior to implementation of the
proposed corrective action.

(j)(1)(vi) Alternative testing protocols. Manufacturers may request
approval to use other testing protocols.  To do so, the manufacturer
must demonstrate that the alternative testing methods and equipment will
provide an equivalent level of verification of compliance with the
standardization requirements as is required by paragraph (j)(1) of this
section.

(j)(2) Verification of monitoring requirements.

(j)(2)(i) through (j)(2)(ii)(C) [Reserved]. For guidance see
§86.010-18. 

(j)(2)(iii) Evaluation requirements.

(j)(2)(iii)(A) The evaluation must demonstrate the ability of the OBD
system on the selected test vehicle to detect a malfunction, activate
the MIL, and, where applicable, store an appropriate DTC readable by a
SAE J1978/J1939 scan tool when a malfunction is present and the
monitoring conditions have been satisfied for each individual monitor
required by this section.

(j)(2)(iii)(B) through (j)(2)(iv) [Reserved]. For guidance see
§86.010-18.

(j)(3) Verification of in-use monitoring performance ratios.

(j)(3)(i) through (j)(3)(iii) [Reserved]. For guidance see §86.010-18.

(j)(3)(iv) For each monitoring performance group, the data must include
all of the in-use performance tracking data reported through SAE
J1979/J1939 (i.e., all numerators, denominators, the general
denominator, and the ignition cycle counter), the date the data were
collected, the odometer reading, the VIN, and the calibration ID.

(j)(3)(v) and (j)(3)(vi) [Reserved]. For guidance see §86.010-18.

(k) Standardization requirements

Standardization requirements.

(k)(1) through (k)(1)(i)(B) [Reserved]. For guidance see §86.010-18.

(k)(1)(i)(C) SAE J1962 “Diagnostic Connector – Equivalent to ISO/DIS
15031-3: December 14, 2001,” April 2002.

(k)(1)(i)(D) through (k)(1)(ii)(A) [Reserved]. For guidance see
§86.010-18.

(k)(2) Diagnostic connector. A standard data link connector conforming
to SAE J1962 or SAE J1939-13 specifications (except as provided for in
paragraph (k)(2)(iii) of this section) must be included in each vehicle.

(k)(2)(i) The connector must be located in the driver’s side foot-well
region of the vehicle interior in the area bound by the driver’s side
of the vehicle and the driver’s side edge of the center console (or
the vehicle centerline if the vehicle does not have a center console)
and at a location no higher than the bottom of the steering wheel when
in the lowest adjustable position.  The connector shall not be located
on or in the center console (i.e., neither on the horizontal faces near
the floor-mounted gear selector, parking brake lever, or cup-holders nor
on the vertical faces near the car stereo, climate system, or navigation
system controls).  The location of the connector shall be capable of
being easily identified and accessed (e.g., to connect an off-board
tool).  For vehicles equipped with a driver’s side door, the connector
must be identified and accessed easily by someone standing (or
“crouched”) on the ground outside the driver’s side of the vehicle
with the driver’s side door open.  The Administrator may approve an
alternative location upon request from the manufacturer.  In all cases,
the installation position of the connector must be both identified and
accessed easily by someone standing outside the vehicle and protected
from accidental damage during normal vehicle use.

(k)(2)(ii) If the connector is covered, the cover must be removable by
hand without the use of any tools and be labeled “OBD” to aid
technicians in identifying the location of the connector.  Access to the
diagnostic connector shall not require opening or the removal of any
storage accessory (e.g., ashtray, coinbox).  The label must clearly
identify that the connector is located behind the cover and is
consistent with language and/or symbols commonly used in the automobile
and/or heavy truck industry.

(k)(2)(iii) If the ISO 15765-4 communication protocol is used for the
required OBD standardized functions, the connector must meet the “Type
A” specifications of SAE J1962.  Any pins in the connector that
provide electrical power must be properly fused to protect the integrity
and usefulness of the connector for diagnostic purposes and shall not
exceed 20.0 Volts DC regardless of the nominal vehicle system or battery
voltage (e.g., 12V, 24V, 42V).

(k)(2)(iv) If the SAE J1939 protocol is used for the required OBD
standardized functions, the connector must meet the specifications of
SAE J1939-13.  Any pins in the connector that provide electrical power
must be properly fused to protect the integrity and usefulness of the
connector for diagnostic purposes.

(k)(2)(v) The manufacturer may equip engines/vehicles with additional
diagnostic connectors for manufacturer-specific purposes (i.e., purposes
other than the required OBD functions).  However, if the additional
connector conforms to the “Type A” specifications of SAE J1962 or
the specifications of SAE J1939-13 and is located in the vehicle
interior near the required connector as described in this paragraph
(k)(2) of this section, the connector(s) must be labeled clearly to
identify which connector is used to access the standardized OBD
information required by paragraph (k) of this section.

(k)(3) Communications to a scan tool. All OBD control modules (e.g.,
engine, auxiliary emission control module) on a single vehicle must use
the same protocol for communication of required emission-related
messages from on-board to off-board network communications to a scan
tool meeting SAE J1978 specifications or designed to communicate with an
SAE J1939 network.  Engine manufacturers shall not alter normal
operation of the engine emission control system due to the presence of
off-board test equipment accessing information required by this
paragraph (k).  The OBD system must use one of the following
standardized protocols: 

(k)(3)(i) ISO 15765-4. All required emission-related messages using this
protocol must use a 500 kbps baud rate. 

(k)(3)(ii) SAE J1939.  This protocol may only be used on vehicles with
diesel engines.

(k)(4) Required emission related functions. The following standardized
functions must be implemented in accordance with the specifications in
SAE J1979 or SAE J1939 to allow for access to the required information
by a scan tool meeting SAE J1978 specifications or designed to
communicate with an SAE J1939 network:

(k)(4)(i) Ready status. In accordance with SAE J1979/J1939-73
specifications, the OBD system must indicate “complete” or “not
complete” for each of the installed monitored components and systems
identified in paragraphs (g) and (i)(3) of this section, and paragraph
(h) with the exception of  §86.010-18(h)(4). All components or systems
identified in §86.010-18(h)(1) or (h)(2), or (i)(3) of this section
that are monitored continuously must always indicate “complete.”
Components or systems that are not subject to being monitored
continuously must immediately indicate “complete” upon the
respective monitor(s) being executed fully and determining that the
component or system is not malfunctioning.  A component or system must
also indicate “complete” if, after the requisite number of decisions
necessary for determining MIL status has been executed fully, the
monitor indicates a malfunction of the component or system.  The status
for each of the monitored components or systems must indicate “not
complete” whenever diagnostic memory has been cleared or erased by a
means other than that allowed in paragraph (b) of this section.  Normal
vehicle shut down (i.e., key-off/engine-off) shall not cause the status
to indicate “not complete.”

(k)(4)(i)(A) [Reserved]. For guidance see §86.010-18.

(k)(4)(i)(B) For the evaporative system monitor, the ready status must
be set in accordance with this paragraph (k)(4)(i) when both the
functional check of the purge valve and, if applicable, the leak
detection monitor of the hole size specified in 
§86.010-18(h)(7)(ii)(B)  indicate that they are complete.

(k)(4)(i)(C) If the manufacturer elects to indicate ready status through
the MIL in the key-on/engine-off position as provided for in
§86.010-18(b)(1)(iii), the ready status must be indicated in the
following manner: If the ready status for all monitored components or
systems is “complete,” the MIL shall remain continuously activated
in the key-on/engine-off position for at least 10-20 seconds.  If the
ready status for one or more of the monitored components or systems is
“not complete,” after at least 5 seconds of operation in the
key-on/engine-off position with the MIL activated continuously, the MIL
shall blink once per second for 5-10 seconds.  The data stream value for
MIL status as required in paragraph (k)(4)(ii) of this section must
indicate “commanded off” during this sequence unless the MIL has
also been “commanded on” for a detected malfunction.

(k)(4)(ii) Data stream. The following signals must be made available on
demand through the standardized data link connector in accordance with
SAE J1979/J1939 specifications.  The actual signal value must always be
used instead of a limp home value.

(k)(4)(ii)(A) through (k)(4)(ii)(C) [Reserved]. For guidance see
§86.010-18.

(k)(4)(iii) Freeze frame.

(k)(4)(iii)(A) “Freeze frame” information required to be stored
pursuant to §86.010-18(b)(2)(iv), (h)(1)(iv)(D), and (h)(2)(vi) must be
made available on demand through the standardized data link connector in
accordance with SAE J1979/J1939-73 specifications.

(k)(4)(iii)(B) [Reserved]. For guidance see §86.010-18.

(k)(4)(iii)(C) Only one frame of data is required to be recorded.  The
manufacturer may choose to store additional frames provided that at
least the required frame can be read by a scan tool meeting SAE J1978
specifications or designed to communicate with an SAE J1939 network.

(k)(4)(iv) Diagnostic trouble codes.

(k)(4)(iv)(A) For all monitored components and systems, any stored
pending, MIL-on, and previous-MIL-on DTCs must be made available through
the diagnostic connector in a standardized format in accordance with SAE
J1939 or ISO 15765-4 specifications. Standardized DTCs conforming to the
applicable standardized specifications must be employed.

(k)(4)(iv)(B) and (k)(4)(iv)(C) [Reserved]. For guidance see
§86.010-18.

(k)(4)(iv)(D) A pending or MIL-on DTC (as required in paragraphs (g) and
(i) of this section and §86.010-18(h)) must be stored and available to
an SAE J1978 or SAE J1939 scan tool within 10 seconds after a monitor
has determined that a malfunction or potential malfunction has occurred.
A permanent DTC must be stored and available to an SAE J1978 or SAE
J1939 scan tool no later than the end of an ignition cycle in which the
corresponding MIL-on DTC that caused MIL activation has been stored.

(k)(4)(iv)(E) Pending DTCs for all components and systems (including
those monitored continuously and non-continuously) must be made
available through the diagnostic connector in accordance with the
applicable standard’s specifications. A manufacturer using alternative
statistical protocols for MIL activation as allowed in 
§86.010-18(b)(2)(iii) must submit the details of their protocol for
setting pending DTCs. The protocol must be, overall, equivalent to the
requirements of this paragraph (k)(4)(iv)(E) and provide service
technicians with a quick and accurate indication of a potential
malfunction.

(k)(4)(iv)(F) Permanent DTC for all components and systems must be made
available through the diagnostic connector in a standardized format that
distinguishes permanent DTCs from pending DTCs, MIL-on DTCs, and
previous-MIL-on DTCs. A MIL-on DTC must be stored as a permanent DTC no
later than the end of the ignition cycle and subsequently at all times
that the MIL-on DTC is commanding the MIL on. Permanent DTCs must be
stored in non-volatile random access memory (NVRAM) and shall not be
erasable by any scan tool command or by disconnecting power to the
on-board computer. Permanent DTCs must be erasable if the engine control
module is reprogrammed and the ready status described in paragraph
(k)(4)(i) of this section for all monitored components and systems are
set to “not complete.” The OBD system must have the ability to store
a minimum of four current MIL-on DTCs as permanent DTCs in NVRAM.  If
the number of MIL-on DTCs currently commanding activation of the MIL
exceeds the maximum number of permanent DTCs that can be stored, the OBD
system must store the earliest detected MIL-on DTC as permanent DTC.  If
additional MIL-on DTCs are stored when the maximum number of permanent
DTCs is already stored in NVRAM, the OBD system shall not replace any
existing permanent DTC with the additional MIL-on DTCs.

(k)(4)(v) Test results.

(k)(4)(v)(A) Except as provided for in §86.010-18(k)(4)(v)(G), for all
monitored components and systems identified in paragraph (g) of this
section and §86.010-18(h), results of the most recent monitoring of the
components and systems and the test limits established for monitoring
the respective components and systems must be stored and available
through the data link in accordance with the standardized format
specified in SAE J1979 (for engines using the ISO 15765-4 protocol) or
SAE J1939.

(k)(4)(v)(B) [Reserved]. For guidance see §86.010-18.

(k)(4)(v)(C) The test results must be standardized such that the name of
the monitored component (e.g., catalyst bank 1) can be identified by a
generic scan tool and the test results and limits can be scaled and
reported by a generic scan tool with the appropriate engineering units.

(k)(4)(v)(D) through (k)(4)(v)(G) [Reserved]. For guidance see
§86.010-18.

(k)(4)(vi) Software calibration identification (CAL ID). On all engines,
a single software calibration identification number (CAL ID) for each
monitor or emission critical control unit(s) must be made available
through the standardized data link connector in accordance with the SAE
J1979/J1939 specifications.  A unique CAL ID must be used for every
emission-related calibration and/or software set having at least one bit
of different data from any other emission-related calibration and/or
software set.  Control units coded with multiple emission or diagnostic
calibrations and/or software sets must indicate a unique CAL ID for each
variant in a manner that enables an off-board device to determine which
variant is being used by the vehicle.  Control units that use a strategy
that will result in MIL activation if the incorrect variant is used
(e.g., control units that contain variants for manual and automatic
transmissions but will activate the MIL if the selected variant does not
match the type of transmission mated to the engine) are not required to
use unique CAL IDs.

(k)(4)(vii) Software calibration verification number (CVN).

(k)(4)(vii)(A) All engines must use an algorithm to calculate a single
calibration verification number (CVN) that verifies the on-board
computer software integrity for each monitor or emission critical
control unit that is electronically reprogrammable.  The CVN must be
made available through the standardized data link connector in
accordance with the SAE J1979/J1939 specifications.  The CVN must
indicate whether the emission-related software and/or calibration data
are valid and applicable for the given vehicle and CAL ID.

(k)(4)(vii)(B) [Reserved]. For guidance see §86.010-18.

(k)(4)(vii)(C) The CVN must be calculated at least once per drive cycle
and stored until the CVN is subsequently updated.  Except for
immediately after a reprogramming event or a non-volatile memory clear
or for the first 30 seconds of engine operation after a volatile memory
clear or battery disconnect, the stored value must be made available
through the data link connector to a generic scan tool in accordance
with SAE J1979/J1939 specifications.  The stored CVN value shall not be
erased when DTC memory is erased by a generic scan tool in accordance
with SAE J1979/J1939 specifications or during normal vehicle shut down
(i.e., key-off/engine-off).

(k)(4)(vii)(D) The CVN and CAL ID combination information must be
available for all engines/vehicles in a standardized electronic format
that allows for off-board verification that the CVN is valid and
appropriate for a specific vehicle and CAL ID.

(k)(4)(viii) Vehicle identification number (VIN).

(k)(4)(viii)(A) All vehicles must have the vehicle identification number
(VIN) available in a standardized format through the standardized data
link connector in accordance with SAE J1979/J1939 specifications.  Only
one electronic control unit per vehicle may report the VIN to an SAE
J1978/J1939 scan tool.

(k)(4)(viii)(B) [Reserved]. For guidance see §86.010-18.

(k)(4)(ix) Erasure of diagnostic information. 

(k)(4)(ix)(A) For purposes of this paragraph (k)(4)(ix),
“emission-related diagnostic information” includes all of the
following:  ready status as required by paragraph (k)(4)(i) of this
section; data stream information as required by paragraph (k)(4)(ii) of
this section including the number of stored MIL-on DTCs, distance
traveled while MIL activated, number of warm-up cycles since DTC memory
last erased, and distance traveled since DTC memory last erased; freeze
frame information as required by paragraph (k)(4)(iii) of this section;
pending, MIL-on, and previous-MIL-on DTCs as required by paragraph
(k)(4)(iv) of this section; and, test results as required by paragraph
(k)(4)(v) of this section.

(k)(4)(ix)(B) [Reserved]. For guidance see §86.010-18.

(k)(5) In-use performance ratio tracking requirements.

(k)(5)(i) For each monitor required in paragraphs (g) and (i) of this
section and §86.010-18(h) to separately report an in-use performance
ratio, manufacturers must implement software algorithms to report a
numerator and denominator in the standardized format specified in this
paragraph (k)(5) in accordance with the SAE J1979/J1939 specifications.

(k)(5)(ii) For the numerator, denominator, general denominator, and
ignition cycle counters required by  §86.010-18(e), the following
numerical value specifications apply:

(k)(5)(ii)(A) Each number shall have a minimum value of zero and a
maximum value of 65,535 with a resolution of one.

(k)(5)(ii)(B) Each number shall be reset to zero only when a
non-volatile random access memory (NVRAM) reset occurs (e.g.,
reprogramming event) or, if the numbers are stored in keep-alive memory
(KAM), when KAM is lost due to an interruption in electrical power to
the control unit (e.g., battery disconnect).  Numbers shall not be reset
to zero under any other circumstances including when a scan tool command
to clear DTCs or reset KAM is received.

(k)(5)(ii)(C) To avoid overflow problems, if either the numerator or
denominator for a specific component reaches the maximum value of 65,535
±2, both numbers shall be divided by two before either is incremented
again.

(k)(5)(ii)(D) To avoid overflow problems, if the ignition cycle counter
reaches the maximum value of 65,535 ±2, the ignition cycle counter
shall rollover and increment to zero on the next ignition cycle.

(k)(5)(ii)(E) To avoid overflow problems, if the general denominator
reaches the maximum value of 65,535 ±2, the general denominator shall
rollover and increment to zero on the next drive cycle that meets the
general denominator definition.

(k)(5)(ii)(F) If a vehicle is not equipped with a component (e.g.,
oxygen sensor bank 2, secondary air system), the corresponding numerator
and denominator for that specific component shall always be reported as
zero.

(k)(5)(iii) For the ratio required by §86.010-18(e), the following
numerical value specifications apply:

(k)(5)(iii)(A) The ratio shall have a minimum value of zero and a
maximum value of 7.99527 with a resolution of 0.000122.

(k)(5)(iii)(B) The ratio for a specific component shall be considered to
be zero whenever the corresponding numerator is equal to zero and the
corresponding denominator is not zero.

(k)(5)(iii)(C) The ratio for a specific component shall be considered to
be the maximum value of 7.99527 if the corresponding denominator is zero
or if the actual value of the numerator divided by the denominator
exceeds the maximum value of 7.99527.

(k)(6) Engine run time tracking requirements.

(k)(6)(i) For all gasoline and diesel engines, the manufacturer must
implement software algorithms to track and report individually in a
standardized format the amount of time the engine has been operated in
the following conditions:

(k)(6)(i)(A) Total engine run time.

(k)(6)(i)(B) Total idle run time (with “idle” defined as accelerator
pedal released by the driver, vehicle speed less than or equal to one
mile per hour, engine speed greater than or equal to 50 to 150 rpm below
the normal, warmed-up idle speed (as determined in the drive position
for vehicles equipped with an automatic transmission), and power
take-off not active).

(k)(6)(i)(C) Total run time with power take off active.

(k))(6)(ii) For each counter specified in paragraph (k)(6)(i) of this
section, the following numerical value specifications apply:

(k)(6)(ii)(A) Each number shall be a four-byte value with a minimum
value of zero, a resolution of one second per bit, and an accuracy of
+/- ten seconds per drive cycle.

(k)(6)(ii)(B) Each number shall be reset to zero only when a
non-volatile memory reset occurs (e.g., reprogramming event).  Numbers
shall not be reset to zero under any other circumstances including when
a scan tool (generic or enhanced) command to clear fault codes or reset
KAM is received.

(k)(6)(ii)(C) To avoid overflow problems, if any of the individual
counters reach the maximum value, all counters shall be divided by two
before any are incremented again.

(k)(6)(ii)(D) The counters shall be made available to a generic scan
tool in accordance with the SAE J1979/J1939 specifications and may be
rescaled when transmitted, if required by the SAE specifications, from a
resolution of one second per bit to no more than three minutes per bit.

(l) Monitoring system demonstration requirements for certification

(l) Monitoring system demonstration requirements for certification.

(l)(1) General. 

(l)(1)(i) through (l)(1)(iii) [Reserved]. For guidance see §86.010-18.

(l)(2) Selection of test engines.

(l)(2)(i) [Reserved]. For guidance see §86.010-18.

(l)(2)(ii) A manufacturer certifying one to five engine families in a
given model year must provide emissions test data for a single test
engine from one engine rating.  A manufacturer certifying six to ten
engine families in a given model year must provide emissions test data
for a single test engine from two different engine ratings.  A
manufacturer certifying eleven or more engine families in a given model
year must provide emissions test data for a single test engine from
three different engine ratings.  A manufacturer may forego submittal of
test data for one or more of these test engines if data have been
submitted previously for all of the engine ratings and/or if all
requirements for certification carry-over from one model year to the
next are satisfied.

(l)(2)(iii) For a given model year, a manufacturer may elect to provide
emissions data for test engines from more engine ratings than required
by paragraph (l)(2)(ii) of this section.  For each additional engine
rating tested in that given model year, the number of engine ratings
required for testing in one future model year will be reduced by one.  

(l)(2)(iv) For the test engine, the manufacturer must use an engine aged
for a minimum of 125 hours fitted with exhaust aftertreatment emission
controls aged to be representative of useful life aging.  The
manufacturer is required to submit a description of the accelerated
aging process and/or supporting data.  The process and/or data must
demonstrate assurance that deterioration of the exhaust aftertreatment
emission controls is stabilized sufficiently such that it represents
emission control performance at the end of the useful life.

(l)(3) Required testing. Except as otherwise described in this paragraph
(l)(3) of this section, the manufacturer must perform single malfunction
testing based on the applicable test with the components/systems set at
their malfunction criteria limits as determined by the manufacturer for
meeting the emissions thresholds required in paragraphs (g) and (i) of
this section and §86.010-18(h).

(l)(3)(i) Required testing for diesel-fueled/compression ignition
engines.

(l)(3)(i)(A) [Reserved]. For guidance see §86.010-18.

(l)(3)(i)(B) Engine misfire.  The manufacturer must perform a test at
the malfunction limit established by the manufacturer for the monitoring
required by paragraph (g)(2)(ii)(B) of this section. 

(l)(3)(i)(C) through (l)(3)(i)(K) [Reserved]. For guidance see
§86.010-18.

(l)(3)(ii) Required testing for gasoline-fueled/spark-ignition engines.

(l)(3)(ii)(A) through (l)(3)(ii)(I) [Reserved]. For guidance see
§86.010-18.

(l)(3)(iii) Required testing for all engines. 

(l)(3)(iii)(A) and (l)(3)(iii)(B) [Reserved]. For guidance see
§86.010-18.

(l)(3)(iv) [Reserved]. For guidance see §86.010-18.

(l)(4) Testing protocol.

(l)(4)(i) [Reserved]. For guidance see §86.010-18.

(l)(4)(ii) Test sequence.

(l)(4)(ii)(A) through (l)(4)(ii)(C) [Reserved]. For guidance see
§86.010-18.

(l)(4)(iii) A manufacturer required to test more than one test engine
according to paragraph (l)(2)(ii) of this section may use internal
calibration sign-off test procedures (e.g., forced cool downs, less
frequently calibrated emission analyzers) instead of official test
procedures to obtain the emission test data required by this paragraph
(l) of this section for all but one of the required test engines.  The
manufacturer may elect this option if the data from the alternative test
procedure are representative of official emissions test results.  A
manufacturer using this option is still responsible for meeting the
malfunction criteria specified in paragraphs (g) and (i) of this section
and §86.010-18(h) if and when emissions tests are performed in
accordance with official test procedures.

(l)(4)(iv) [Reserved]. For guidance see §86.010-18.

(l)(5) Evaluation protocol.

(l)(5)(i) [Reserved]. For guidance see §86.010-18.

(l)(5)(ii) If the MIL activates prior to emissions exceeding the
applicable malfunction criteria limits specified in paragraphs (g) and
(i) of this section and §86.010-18(h), no further demonstration is
required.  With respect to the misfire monitor demonstration test, if
the manufacturer has elected to use the minimum misfire malfunction
criteria of one percent as allowed in paragraphs (g)(2)(ii)(B) of this
section and §86.010-18(h)(2)(ii)(B), no further demonstration is
required provided the MIL activates with engine misfire occurring at the
malfunction criteria limit.

(l)(5)(iii) through (l)(5)(iv) [Reserved]. For guidance see §86.010-18.

(l)(6) Confirmatory testing.

(l)(6)(i) The Administrator may perform confirmatory testing to verify
the emission test data submitted by the manufacturer as required by
paragraph (l) of this section comply with its requirements and the
malfunction criteria set forth in paragraphs (g) and (i) of this section
and  §86.010-18(h).  Such confirmatory testing is limited to the test
engine(s) required by paragraph (l)(2) of this section.

(l)(6)(ii) through (l)(7) [Reserved]. For guidance see §86.010-18.

(m) Certification documentation

Certification documentation requirements.

(m)(1) through (m)(2)(iv) [Reserved]. For guidance see §86.010-18.

(m)(2)(v) Emissions test data, a description of the testing sequence
(e.g., the number and types of preconditioning cycles), approximate time
(in seconds) of MIL activation during the test, diagnostic trouble
code(s) and freeze frame information stored at the time of detection,
corresponding test results (e.g. SAE J1979 Mode/Service $06, SAE J1939
Diagnostic Message 8 (DM8)) stored during the test, and a description of
the modified or deteriorated components used for malfunction simulation
with respect to the demonstration tests specified in paragraph (l) of
this section.  The freeze frame data are not required for engines
subject to paragraph (o)(3) of this section.  

(m)(2)(vi) through (m)(2)(x) [Reserved]. For guidance see §86.010-18. 

(m)(2)(xi) A written identification of the communication protocol
utilized by each engine for communication with a SAE J1978/J1939 scan
tool.

(m)(2)(xii) A pictorial representation or written description of the
diagnostic connector location including any covers or labels.

(m)(2)(xiii) [Reserved]. For guidance see §86.010-18.

(m)(2)(xiv) Build specifications provided to engine purchasers or
chassis manufacturers detailing all specifications or limitations
imposed on the engine purchaser relevant to OBD requirements or
emissions compliance (e.g., allowable MIL locations, connector location
specifications, cooling system heat rejection rates).  A description of
the method or copies of agreements used to ensure engine purchasers or
chassis manufacturers will comply with the OBD and emissions relevant
build specifications (e.g., signed agreements, required audit/evaluation
procedures).

(m)(2)(xv) [Reserved]. For guidance see §86.010-18.

(n) Deficiencies

[Reserved]. For guidance see §86.010-18.

(o) Implementation schedule

Implementation schedule. Except as provided for in paragraph (o)(4) of
this section, the requirements of this section must be met according to
the following provisions:

(o)(1) OBD groups. The manufacturer shall define one or more OBD groups
to cover all engine ratings in all engine families. The manufacturer
must submit a grouping plan for Administrator review and approval
detailing the OBD groups and the engine families and engine ratings
within each group for a given model year.

(o)(2) Full OBD.

(o)2)(i) For all engine ratings subject to §86.010-18, the manufacturer
must implement an OBD system meeting the requirements of this section.

(o)(2)(ii) On one engine rating within each of the manufacturer’s OBD
groups, the manufacturer must implement an OBD system meeting the
requirements of this section. These “full OBD” ratings will be known
as the “OBD parent” ratings.  The OBD parent rating for each OBD
group must be chosen as the rating having the highest weighted projected
US sales within the OBD group, with US sales being weighted by the
useful life of the engine rating.

(o)(3) Extrapolated OBD. For all other engine ratings within each OBD
group, the manufacturer must implement an OBD system meeting the
requirements of this section except that the OBD system is not required
to detect a malfunction prior to exceeding the emission thresholds shown
in Table 1 of paragraph (g) of this section and Table 2 of
§86.010-18(h). These extrapolated OBD engines will be know as the
“OBD child” ratings. On these OBD child ratings, rather than
detecting a malfunction prior to exceeding the emission thresholds, the
manufacturer must submit a plan for Administrator review and approval
that details the engineering evaluation the manufacturer will use to
establish the malfunction criteria for the OBD child ratings.  The plan
must demonstrate both the use of good engineering judgment in
establishing the malfunction criteria, and robust detection of
malfunctions, including consideration of differences of base engine,
calibration, emission control components, and emission control
strategies.

(o)(4) Engines certified as alternative fueled engines shall meet the
following requirements:

(o)(4)(i) To the extent feasible, those specified in paragraph (i)(3) of
this section.

(o)(4)(ii) Monitor the NOx aftertreatment system on engines so equipped.
A malfunction must be detected if:

(o)(4)(ii)(A) The NOx aftertreatment system has no detectable amount of
NOx aftertreatment capability (i.e., NOx catalyst conversion or NOx
adsorption).

(o)(4)(ii)(B) The NOx aftertreatment substrate is completely destroyed,
removed, or missing.

(o)(4)(ii)(C) The NOx aftertreatment assembly is replaced with a
straight pipe.

(p) In-use compliance standards

(p) In-use compliance standards. For monitors required to indicate a
malfunction before emissions exceed a certain emission threshold (e.g.,
2 times any of the applicable standards):

(p)(1) On the full OBD ratings as defined in paragraph (o)(2) of this
section, separate in-use emissions thresholds shall apply.  These
thresholds are determined by doubling the applicable thresholds as shown
in Table 1 of paragraph (g) of this section and Table 2 of
§86.010-18(h). The resultant thresholds apply only in-use and do not
apply for certification or selective enforcement auditing.

(p)(2) The extrapolated OBD ratings as defined in paragraph (o)(3) of
this section shall not be evaluated against emissions levels for
purposes of OBD compliance in-use.

(p)(3) Only the test cycle and standard determined and identified by the
manufacturer at the time of certification in accordance with
§86.010-18(f) as the most stringent shall be used for the purpose of
determining OBD system noncompliance in-use.

(p)(4) For monitors subject to meeting the minimum in-use monitor
performance ratio of 0.100 in paragraph (d)(1)(ii) of this section, the
OBD system shall not be considered noncompliant unless a representative
sample indicates the in-use ratio is below 0.050.

(p)(5) An OBD system shall not be considered noncompliant solely due to
a failure or deterioration mode of a monitored component or system that
could not have been reasonably foreseen to occur by the manufacturer.

§ 86.013-30	Certification.

Section 86.013–30 includes text that specifies requirements that
differ from §86.010–30. Where a paragraph in §86.010–30 is
identical and applicable to §86.013–30, this may be indicated by
specifying the corresponding paragraph and the statement “[Reserved].
For guidance see §86.010–30.” 

(a) thru (e)

(a) introductory text through (f)(1)(i) [Reserved]. For guidance see
§86.010-30.

(f) OBD certification

(f)(1)(ii) Diesel.

(f)(1)(ii)(A) If monitored for emissions performance—a reduction
catalyst is replaced with a deteriorated or defective catalyst, or an
electronic simulation of such, resulting in exhaust NOx emissions
exceeding the applicable NOx FEL+0.3 g/bhp-hr.  Also if monitored for
emissions performance—an oxidation catalyst is replaced with a
deteriorated or defective catalyst, or an electronic simulation of such,
resulting in exhaust NMHC emissions exceeding 2 times the applicable
NMHC standard. 

(f)(1)(ii)(B) If monitored for performance—a particulate trap is
replaced with a deteriorated or defective trap, or an electronic
simulation of such, resulting in either exhaust PM emissions exceeding
the applicable FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, exhaust NMHC emissions exceeding 2 times the applicable NMHC
standard.  Also, if monitored for performance—a particulate trap is
replaced with a catastrophically failed trap or a simulation of such.

(f)(2) [Reserved]. For guidance see §86.004-30.

(f)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices.

(f)(3)(i)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(i)(B) Diesel. If so equipped, any oxygen sensor or air-fuel ratio
sensor located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the
applicable NMHC standard.

(f)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices. 

(f)(3)(ii)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(ii)(B) Diesel. If so equipped, any oxygen sensor or air-fuel
ratio sensor located upstream of aftertreatment devices is replaced with
a deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the
applicable NMHC standard; or, 2 times the applicable CO standard.

(f)(3)(iii) NOx sensors. 

(f)(3)(iii)(A) [Reserved]. For guidance see §86.007-30.

(f)(3)(iii)(B) Diesel. If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM FEL+0.04 g/bhp-hr or 0.05 g/bhp-hr PM, whichever is
higher; or, the applicable NOx FEL+0.3 g/bhp-hr. 

(f)(4) [Reserved]. For guidance see §86.010-30.

(f)(5)(i) [Reserved]. For guidance see §86.007-30.

(f)(5)(ii) Diesel. A malfunction condition is induced in any
emission-related engine system or component, including but not
necessarily limited to, the exhaust gas recirculation (EGR) system, if
equipped, and the fuel control system, singularly resulting in exhaust
emissions exceeding any of the following levels: the applicable PM
FEL+0.02 g/bhp-hr or 0.03 g/bhp-hr PM, whichever is higher; or, the
applicable NOx FEL+0.3 g/bhp-hr; or, 2 times the applicable NMHC
standard; or, 2 times the applicable CO standard.

(f)(6) [Reserved]. For guidance see §86.010-30.

§ 86.016-18 On-board Diagnostics for engines used in applications
greater than 14,000 pounds GVWR.

Section 86.016–18 includes text that specifies requirements that
differ from §86.013–18. Where a paragraph in §86.013–18 is
identical and applicable to §86.016–18, this may be indicated by
specifying the corresponding paragraph and the statement “[Reserved].
For guidance see §86.013–18.”  

(a) thru (n)

(a) through (n) [Reserved]. For guidance see §86.013-18.

(o) Implementation schedule

Implementation schedule. Except as provided for in paragraph (o)(3) of
this section, the requirements of this section must be met according to
the following provisions:

(o)(1) OBD groups. The manufacturer shall define one or more OBD groups
to cover all engine ratings in all engine families. The manufacturer
must submit a grouping plan for Administrator review and approval
detailing the OBD groups and the engine families and engine ratings
within each group for a given model year.

(o)(2) Full OBD. The manufacturer must implement an OBD system meeting
the requirements of this section on all engine ratings in all engine
families.

(o)(3) Engines certified as alternative fueled engines shall meet the
following requirements:

(o)(3)(i) To the extent feasible, those specified in §86.013-18(i)(3).

(o)(3)(ii) Monitor the NOx aftertreatment system on engines so equipped.
A malfunction must be detected if:

(o)(3)(ii)(A) The NOx aftertreatment system has no detectable amount of
NOx aftertreatment capability (i.e., NOx catalyst conversion or NOx
adsorption).

(o)(3)(ii)(B) The NOx aftertreatment substrate is completely destroyed,
removed, or missing.

(o)(3)(ii)(C) The NOx aftertreatment assembly is replaced with a
straight pipe.

(p) In-use compliance standards

(p) In-use compliance standards. For monitors required to indicate a
malfunction before emissions exceed a certain emission threshold (e.g.,
2 times any of the applicable standards):

(p)(1) On the engine ratings tested according to §86.013-18(l)(2)(ii),
the certification emissions thresholds shall apply in-use.

(p)(2) On the manufacturer’s remaining engine ratings, separate in-use
emissions thresholds shall apply. These thresholds are determined by
doubling the applicable thresholds as shown in Table 1 of §86.013-18(g)
and Table 2 of §86.010-18(h). The resultant thresholds apply only
in-use and do not apply for certification or selective enforcement
auditing.

(p)(3) An OBD system shall not be considered noncompliant solely due to
a failure or deterioration mode of a monitored component or system that
could not have been reasonably foreseen to occur by the manufacturer.

§ 86.019-18 On-board Diagnostics for engines used in applications
greater than 14,000 pounds GVWR.

Section 86.019–18 includes text that specifies requirements that
differ from §§86.013–18 and 86.016-18. Where a paragraph in
§86.013–18 is identical and applicable to §86.019–18, this may be
indicated by specifying the corresponding paragraph and the statement
“[Reserved]. For guidance see §86.013–18.”  

(a) through (k)(6) [Reserved]. For guidance see §86.013-18.

(k)(7) For 2019 and subsequent model year alternative-fueled engines
derived from a diesel-cycle engine, a manufacturer may meet the
standardization requirements of  §86.013-18(k) that are applicable to
diesel engines rather than the requirements applicable to gasoline
engines.

(l) through (n) [Reserved]. For guidance see §86.013-18.

(o) Implementation schedule. The manufacturer must implement an OBD
system meeting the requirements of this section on all engines.

(p) In-use compliance. An OBD system shall not be considered
noncompliant solely due to a failure or deterioration mode of a
monitored component or system that could not have been reasonably
foreseen to occur by the manufacturer.



Proposed OBD Requirements in Subpart S

§ 86.1806-07 On-board diagnostics for vehicles less than or equal to
14,000 pounds GVWR.

Section 86.1806–07 includes text that specifies requirements that
differ from §86.1806-05. Where a paragraph in §86.1806-05 is identical
and applicable to §86.1806-07, this may be indicated by specifying the
corresponding paragraph and the statement “[Reserved]. For guidance
see §86.1806-05.” 

(a) through (h)

(a) through (a)(2) [Reserved]. For guidance see §86.1806-05.

(a)(3) An OBD system demonstrated to fully meet the requirements in
§86.007–17 may be used to meet the requirements of this section,
provided that such an OBD system also incorporates appropriate
transmission diagnostics as may be required under this section, and
provided that the Administrator finds that a manufacturer’s decision
to use the flexibility in this paragraph (a)(3) is based on good
engineering judgement.

(b) through (h) [Reserved]. For guidance see §86.1806-05.

(i) Deficiencies

(i) Deficiencies and alternative fueled vehicles. Upon application by
the manufacturer, the Administrator may accept an OBD system as
compliant even though specific requirements are not fully met. Such
compliances without meeting specific requirements, or deficiencies, will
be granted only if compliance would be infeasible or unreasonable
considering such factors as, but not limited to: technical feasibility
of the given monitor and lead time and production cycles including
phase-in or phase-out of vehicle designs and programmed upgrades of
computers. Unmet requirements should not be carried over from the
previous model year except where unreasonable hardware or software
modifications would be necessary to correct the deficiency, and the
manufacturer has demonstrated an acceptable level of effort toward
compliance as determined by the Administrator. Furthermore, EPA will not
accept any deficiency requests that include the complete lack of a major
diagnostic monitor (“major” diagnostic monitors being those for
exhaust aftertreatment devices, oxygen sensor, air-fuel ratio sensor,
NOx sensor, engine misfire, evaporative leaks, and diesel EGR, if
equipped), with the possible exception of the special provisions for
alternative fueled engines. For alternative fueled vehicles (e.g.
natural gas, liquefied petroleum gas, methanol, ethanol), manufacturers
may request the Administrator to waive specific monitoring requirements
of this section for which monitoring may not be reliable with respect to
the use of the alternative fuel. At a minimum, alternative fuel engines
must be equipped with an OBD system meeting OBD requirements to the
extent feasible as approved by the Administrator.

(j) CARB OBDII compliance option

(j) California OBDII compliance option. For light-duty vehicles,
light-duty trucks, and heavy-duty vehicles weighing 14,000 pounds GVWR
or less, demonstration of compliance with California OBD II requirements
(Title 13 California Code of Regulations §1968.2 (13 CCR 1968.2)), as
modified and released on August 11, 2006, shall satisfy the requirements
of this section, except that compliance with 13 CCR 1968.2(e)(4.2.2)(C),
pertaining to 0.02 inch evaporative leak detection, and 13 CCR
1968.2(d)(1.4), pertaining to tampering protection, are not required to
satisfy the requirements of this section. Also, the deficiency
provisions of 13 CCR 1968.2(k) do not apply. The deficiency provisions
of paragraph (i) of this section and the evaporative leak detection
requirement of  §86.1806-05(b)(4) apply to manufacturers selecting this
paragraph for demonstrating compliance. In addition, demonstration of
compliance with 13 CCR 1968.2(e)(15.2.1)(C), to the extent it applies to
the verification of proper alignment between the camshaft and
crankshaft, applies only to vehicles equipped with variable valve
timing.

(k) thru (m)

(k) through (m) [Reserved]. For guidance see §86.1806-05.

(n) Diesel complete HD vehicles - requirements

(n) For diesel complete heavy-duty vehicles, in lieu of the malfunction
descriptions of  §86.1806-05(b), the malfunction descriptions of this
paragraph (n) shall apply.  The OBD system must detect and identify
malfunctions in all monitored emission-related powertrain systems or
components according to the following malfunction definitions as
measured and calculated in accordance with test procedures set forth in
subpart B of this part (chassis-based test procedures), excluding those
test procedures defined as “Supplemental” test procedures in
§86.004–2 and codified in §§86.158, 86.159, and 86.160.

(n)(1) Catalysts and particulate traps. 

(n)(1)(i) If equipped, catalyst deterioration or malfunction before it
results in exhaust emissions exceeding 3 times the applicable NOx
standard. This requirement applies only to reduction catalysts;
monitoring of oxidation catalysts is not required. This monitoring need
not be done if the manufacturer can demonstrate that deterioration or
malfunction of the system will not result in exceedance of the
threshold.

(n)(1)(ii) If equipped with a particulate trap, catastrophic failure of
the device must be detected. Any particulate trap whose complete failure
results in exhaust emissions exceeding 1.5 times the applicable standard
or FEL for NOx or PM must be monitored for such catastrophic failure.
This monitoring need not be done if the manufacturer can demonstrate
that a catastrophic failure of the system will not result in exceedance
of the threshold.

(n)(2) Engine misfire. Lack of cylinder combustion must be detected.

(n)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels: 4
times the applicable PM standard; or, 3 times the applicable NOx
standard; or, 2.5 times the applicable NMHC standard.

(n)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels: 4
times the applicable PM standard; or, 3 times the applicable NOx
standard; or, 2.5 times the applicable NMHC standard; or, 2.5 times the
applicable CO standard.

(n)(3)(iii) NOx sensors. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding any of the
following levels: 5 times the applicable PM standard; or, 4 times the
applicable NOx standard.

(n)(4) [Reserved.]

(n)(5) Other emission control systems and components. Any deterioration
or malfunction occurring in an engine system or component directly
intended to control emissions, including but not necessarily limited to,
the exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: 4 times the applicable PM standard; or, 3 times
the applicable NOx standard; or, 2.5 times the applicable NMHC standard;
or, 2.5 times the applicable CO standard. A functional check, as
described in paragraph (n)(6) of this section, may satisfy the
requirements of this paragraph (n)(5) provided the manufacturer can
demonstrate that a malfunction would not cause emissions to exceed the
applicable levels. This demonstration is subject to Administrator
approval. For engines equipped with crankcase ventilation (CV),
monitoring of the CV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the CV system
is unlikely to fail.

(n)(6) Other emission-related powertrain components. Any other
deterioration or malfunction occurring in an electronic emission-related
powertrain system or component not otherwise described in paragraphs
(n)(1) through (n)(5) of this section that either provides input to or
receives commands from the on-board computer and has a measurable impact
on emissions; monitoring of components required by this paragraph (n)(6)
must be satisfied by employing electrical circuit continuity checks and
rationality checks for computer input components (input values within
manufacturer specified ranges based on other available operating
parameters), and functionality checks for computer output components
(proper functional response to computer commands) except that the
Administrator may waive such a rationality or functionality check where
the manufacturer has demonstrated infeasibility. Malfunctions are
defined as a failure of the system or component to meet the electrical
circuit continuity checks or the rationality or functionality checks.

(n)(7) Performance of OBD functions. Any sensor or other component
deterioration or malfunction which renders that sensor or component
incapable of performing its function as part of the OBD system must be
detected and identified on engines so equipped.

(o) Diesel complete HD vehicles - certification

(o) For diesel complete heavy-duty vehicles, in lieu of the
certification provisions of  §86.1806-05(k), the certification
provisions of this paragraph (o) shall apply. For test groups required
to have an OBD system, certification will not be granted if, for any
test vehicle approved by the Administrator in consultation with the
manufacturer, the malfunction indicator light does not illuminate under
any of the following circumstances, unless the manufacturer can
demonstrate that any identified OBD problems discovered during the
Administrator’s evaluation will be corrected on production vehicles.

(o)(1)(i) If monitored for emissions performance—a catalyst is
replaced with a deteriorated or defective catalyst, or an electronic
simulation of such, resulting in exhaust emissions exceeding 3 times the
applicable NOx standard. This requirement applies only to reduction
catalysts. 

(o)(1)(ii) If monitored for performance—a particulate trap is replaced
with a trap that has catastrophically failed, or an electronic
simulation of such.

(o)(2) An engine misfire condition is induced and is not detected.

(o)(3)(i) If so equipped, any oxygen sensor or air-fuel ratio sensor
located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:  4
times the applicable PM standard; or, 3 times the applicable NOx
standard; or, 2.5 times the applicable NMHC standard.

(o)(3)(ii) If so equipped, any oxygen sensor or air-fuel ratio sensor
located upstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:  4
times the applicable PM standard; or, 3 times the applicable NOx
standard; or, 2.5 times the applicable NMHC standard; or, 2.5 times the
applicable CO standard.

(o)(3)(iii) If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 5
times the applicable PM standard; or, 4 times the applicable NOx
standard.

(o)(4) [Reserved.]

(o)(5) A malfunction condition is induced in any emission-related engine
system or component, including but not necessarily limited to, the
exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: 4 times the applicable PM standard; or, 3 times
the applicable NOx standard; or, 2.5 times the applicable NMHC standard;
or, 2.5 times the applicable CO standard.

(o)(6) A malfunction condition is induced in an electronic
emission-related powertrain system or component not otherwise described
in this paragraph (o) that either provides input to or receives commands
from the on-board computer resulting in a measurable impact on
emissions.

§ 86.1806-10 On-board diagnostics for vehicles less than or equal to
14,000 pounds GVWR.

Section 86.1806–10 includes text that specifies requirements that
differ from §86.1806-05 and §86.1806-07. Where a paragraph in
§86.1806-05 or §86.1806-07 is identical and applicable to
§86.1806-10, this may be indicated by specifying the corresponding
paragraph and the statement “[Reserved]. For guidance see
§86.1806-05.” or “[Reserved]. For guidance see §86.1806-07.”

(a) General

(a) General. 

(a)(1) All light-duty vehicles, light-duty trucks and complete
heavy-duty vehicles weighing 14,000 pounds GVWR or less (including
MDPVs) must be equipped with an onboard diagnostic (OBD) system capable
of monitoring all emission-related powertrain systems or components
during the applicable useful life of the vehicle. All systems and
components required to be monitored by these regulations must be
evaluated periodically, but no less frequently than once per applicable
certification test cycle as defined in paragraphs (a) and (d) of
Appendix I of this part, or similar trip as approved by the
Administrator.

(a)(2) [Reserved.]

(a)(3) An OBD system demonstrated to fully meet the requirements in
§86.010–17 may be used to meet the requirements of this section,
provided that such an OBD system also incorporates appropriate
transmission diagnostics as may be required under this section, and
provided that the Administrator finds that a manufacturer’s decision
to use the flexibility in this paragraph (a)(3) is based on good
engineering judgement.

(b) thru (m)

(b) through (m) [Reserved]. For guidance see §86.1806-07.

(n) Diesel complete HD vehicles – requirements

(n) For diesel complete heavy-duty vehicles, in lieu of the malfunction
descriptions of  §86.1806-05(b), the malfunction descriptions of this
paragraph (n) shall apply.  The OBD system must detect and identify
malfunctions in all monitored emission-related powertrain systems or
components according to the following malfunction definitions as
measured and calculated in accordance with test procedures set forth in
subpart B of this part (chassis-based test procedures), excluding those
test procedures defined as “Supplemental” test procedures in
§86.004–2 and codified in §§86.158, 86.159, and 86.160.

(n)(1) Catalysts and particulate traps. 

(n)(1)(i) If equipped, reduction catalyst deterioration or malfunction
before it results in exhaust NOx emissions exceeding the applicable NOx
standard+0.3 g/mi.  If equipped, oxidation catalyst deterioration or
malfunction before it results in exhaust NMHC emissions exceeding 2.5
times the applicable NMHC standard. These catalyst monitoring
requirements need not be done if the manufacturer can demonstrate that
deterioration or malfunction of the system will not result in exceedance
of the threshold.

(n)(1)(ii) If equipped, diesel particulate trap deterioration or
malfunction before it results in exhaust emissions exceeding any of the
following levels: 4 times the applicable PM standard; or, exhaust NMHC
emissions exceeding 2.5 times the applicable NMHC standard. 
Catastrophic failure of the particulate trap must also be detected.  In
addition, the absence of the particulate trap or the trapping substrate
must be detected.

(n)(2) Engine misfire. Lack of cylinder combustion must be detected.

(n)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels: 4
times the applicable PM standard; or, the applicable NOx standard+0.3
g/mi; or, 2.5 times the applicable NMHC standard.

 (n)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM standard+0.02 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2.5 times the applicable NMHC standard; or, 2.5
times the applicable CO standard.

(n)(3)(iii) NOx sensors. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding any of the
following levels: 4 times the applicable PM standard; or, the applicable
NOx standard+0.3 g/mi.

(n)(4) [Reserved.]

(n)(5) Other emission control systems and components. Any deterioration
or malfunction occurring in an engine system or component directly
intended to control emissions, including but not necessarily limited to,
the exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: 4 times the applicable PM standard; or, the
applicable NOx standard+0.3 g/mi; or, 2.5 times the applicable NMHC
standard; or, 2.5 times the applicable CO standard. A functional check,
as described in paragraph (n)(6) of this section, may satisfy the
requirements of this paragraph (n)(5) provided the manufacturer can
demonstrate that a malfunction would not cause emissions to exceed the
applicable levels. This demonstration is subject to Administrator
approval. For engines equipped with crankcase ventilation (CV),
monitoring of the CV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the CV system
is unlikely to fail.

(n)(6) Other emission-related powertrain components. Any other
deterioration or malfunction occurring in an electronic emission-related
powertrain system or component not otherwise described in paragraphs
(n)(1) through (n)(5) of this section that either provides input to or
receives commands from the on-board computer and has a measurable impact
on emissions; monitoring of components required by this paragraph (n)(6)
must be satisfied by employing electrical circuit continuity checks and
rationality checks for computer input components (input values within
manufacturer specified ranges based on other available operating
parameters), and functionality checks for computer output components
(proper functional response to computer commands) except that the
Administrator may waive such a rationality or functionality check where
the manufacturer has demonstrated infeasibility. Malfunctions are
defined as a failure of the system or component to meet the electrical
circuit continuity checks or the rationality or functionality checks.

(n)(7) Performance of OBD functions. Any sensor or other component
deterioration or malfunction which renders that sensor or component
incapable of performing its function as part of the OBD system must be
detected and identified on engines so equipped.

(o) Diesel complete HD vehicles – certification

(o) For diesel complete heavy-duty vehicles, in lieu of the
certification provisions of  §86.1806-05(k), the certification
provisions of this paragraph (o) shall apply. For test groups required
to have an OBD system, certification will not be granted if, for any
test vehicle approved by the Administrator in consultation with the
manufacturer, the malfunction indicator light does not illuminate under
any of the following circumstances, unless the manufacturer can
demonstrate that any identified OBD problems discovered during the
Administrator’s evaluation will be corrected on production vehicles.

(o)(1)(i) If monitored for emissions performance—a reduction catalyst
is replaced with a deteriorated or defective catalyst, or an electronic
simulation of such, resulting in exhaust NOx emissions exceeding the
applicable NOx standard+0.3 g/mi. Also if monitored for emissions
performance—an oxidation catalyst is replaced with a deteriorated or
defective catalyst, or an electronic simulation of such, resulting in
exhaust NMHC emissions exceeding 2.5 times the applicable NMHC standard.

 (o)(1)(ii) If monitored for performance—a particulate trap is
replaced with a deteriorated or defective trap, or an electronic
simulation of such, resulting in exhaust PM emissions exceeding 4 times
the applicable PM standard or exhaust NMHC emissions exceeding 2.5 times
the applicable NMHC standard.  Also, if monitored for performance—a
particulate trap is replaced with a catastrophically failed trap or a
simulation of such.

(o)(2) An engine misfire condition is induced and is not detected.

(o)(3)(i) If so equipped, any oxygen sensor or air-fuel ratio sensor
located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:  4
times the applicable PM standard; or, the applicable NOx standard+0.3
g/mi; or, 2.5 times the applicable NMHC standard.

(o)(3)(ii) If so equipped, any oxygen sensor or air-fuel ratio sensor
located upstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM standard+0.02 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2.5 times the applicable NMHC standard; or, 2.5
times the applicable CO standard.

(o)(3)(iii) If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 4
times the applicable PM standard; or, the applicable NOx standard+0.3
g/mi.

(o)(4) [Reserved.]

(o)(5) A malfunction condition is induced in any emission-related engine
system or component, including but not necessarily limited to, the
exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: 4 times the applicable PM standard; or, the
applicable NOx standard+0.3 g/mi; or, 2.5 times the applicable NMHC
standard; or, 2.5 times the applicable CO standard.

(o)(6) A malfunction condition is induced in an electronic
emission-related powertrain system or component not otherwise described
in this paragraph (o) that either provides input to or receives commands
from the on-board computer resulting in a measurable impact on
emissions.

§ 86.1806-13 On-board diagnostics for vehicles less than or equal to
14,000 pounds GVWR.

Section 86.1806–13 includes text that specifies requirements that
differ from §86.1806-05, §86.1806-07 and §86.1806-10. Where a
paragraph in §86.1806-05 or §86.1806-07 or §86.1806-10 is identical
and applicable to §86.1806-13 this may be indicated by specifying the
corresponding paragraph and the statement “[Reserved]. For guidance
see §86.1806-05.” or “[Reserved]. For guidance see §86.1806-07.”
or “[Reserved]. For guidance see §86.1806-10.”

(a) General

(a)(1) [Reserved]. For guidance see §86.1806-10.

(a)(2) [Reserved.]

(a)(3) An OBD system demonstrated to fully meet the requirements in
§86.013–17 may be used to meet the requirements of this section,
provided that such an OBD system also incorporates appropriate
transmission diagnostics as may be required under this section, and
provided that the Administrator finds that a manufacturer’s decision
to use the flexibility in this paragraph (a)(3) is based on good
engineering judgement.

(b) thru (m)

(b) through (m) [Reserved]. For guidance see §86.1806-07.

(n) Diesel complete HD vehicles – requirements

(n) For diesel complete heavy-duty vehicles, in lieu of the malfunction
descriptions of  §86.1806-05(b), the malfunction descriptions of this
paragraph (n) shall apply.  The OBD system must detect and identify
malfunctions in all monitored emission-related powertrain systems or
components according to the following malfunction definitions as
measured and calculated in accordance with test procedures set forth in
subpart B of this part (chassis-based test procedures), excluding those
test procedures defined as “Supplemental” test procedures in
§86.004–2 and codified in §§86.158, 86.159, and 86.160.

(n)(1) Catalysts and particulate traps. 

(n)(1)(i) If equipped, reduction catalyst deterioration or malfunction
before it results in exhaust NOx emissions exceeding the applicable NOx
standard+0.3 g/mi.  If equipped, oxidation catalyst deterioration or
malfunction before it results in exhaust NMHC emissions exceeding 2
times the applicable NMHC standard. These catalyst monitoring
requirements need not be done if the manufacturer can demonstrate that
deterioration or malfunction of the system will not result in exceedance
of the threshold.

(n)(1)(ii) If equipped, diesel particulate trap deterioration or
malfunction before it results in exhaust emissions exceeding any of the
following levels: the applicable PM standard+0.04 g/mi; or, exhaust NMHC
emissions exceeding 2 times the applicable NMHC standard.  Catastrophic
failure of the particulate trap must also be detected.  In addition, the
absence of the particulate trap or the trapping substrate must be
detected.

(n)(2) Engine misfire. Lack of cylinder combustion must be detected.

(n)(3)(i) Oxygen sensors and air-fuel ratio sensors downstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM standard+0.04 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2 times the applicable NMHC standard.

 (n)(3)(ii) Oxygen sensors and air-fuel ratio sensors upstream of
aftertreatment devices. If equipped, sensor deterioration or malfunction
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM standard+0.02 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2 times the applicable NMHC standard; or, 2 times
the applicable CO standard.

(n)(3)(iii) NOx sensors. If equipped, sensor deterioration or
malfunction resulting in exhaust emissions exceeding any of the
following levels: the applicable PM standard+0.04 g/mi; or, the
applicable NOx standard+0.3 g/mi.

(n)(4) [Reserved.]

(n)(5) Other emission control systems and components. Any deterioration
or malfunction occurring in an engine system or component directly
intended to control emissions, including but not necessarily limited to,
the exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: the applicable PM standard+0.02 g/mi; or, the
applicable NOx standard+0.3 g/mi; or, 2 times the applicable NMHC
standard; or, 2 times the applicable CO standard. A functional check, as
described in paragraph (n)(6) of this section, may satisfy the
requirements of this paragraph (n)(5) provided the manufacturer can
demonstrate that a malfunction would not cause emissions to exceed the
applicable levels. This demonstration is subject to Administrator
approval. For engines equipped with crankcase ventilation (CV),
monitoring of the CV system is not necessary provided the manufacturer
can demonstrate to the Administrator’s satisfaction that the CV system
is unlikely to fail.

(n)(6) Other emission-related powertrain components. Any other
deterioration or malfunction occurring in an electronic emission-related
powertrain system or component not otherwise described in paragraphs
(n)(1) through (n)(5) of this section that either provides input to or
receives commands from the on-board computer and has a measurable impact
on emissions; monitoring of components required by this paragraph (n)(6)
must be satisfied by employing electrical circuit continuity checks and
rationality checks for computer input components (input values within
manufacturer specified ranges based on other available operating
parameters), and functionality checks for computer output components
(proper functional response to computer commands) except that the
Administrator may waive such a rationality or functionality check where
the manufacturer has demonstrated infeasibility. Malfunctions are
defined as a failure of the system or component to meet the electrical
circuit continuity checks or the rationality or functionality checks.

(n)(7) Performance of OBD functions. Any sensor or other component
deterioration or malfunction which renders that sensor or component
incapable of performing its function as part of the OBD system must be
detected and identified on engines so equipped.

(o) Diesel complete HD vehicles – certification

(o) For diesel complete heavy-duty vehicles, in lieu of the
certification provisions of  §86.1806-05(k), the certification
provisions of this paragraph (o) shall apply. For test groups required
to have an OBD system, certification will not be granted if, for any
test vehicle approved by the Administrator in consultation with the
manufacturer, the malfunction indicator light does not illuminate under
any of the following circumstances, unless the manufacturer can
demonstrate that any identified OBD problems discovered during the
Administrator’s evaluation will be corrected on production vehicles.

(o)(1)(i) If monitored for emissions performance—a reduction catalyst
is replaced with a deteriorated or defective catalyst, or an electronic
simulation of such, resulting in exhaust NOx emissions exceeding the
applicable NOx standard+0.3 g/mi. Also if monitored for emissions
performance—an oxidation catalyst is replaced with a deteriorated or
defective catalyst, or an electronic simulation of such, resulting in
exhaust NMHC emissions exceeding 2 times the applicable NMHC standard.

(o)(1)(ii) If monitored for performance—a particulate trap is replaced
with a deteriorated or defective trap, or an electronic simulation of
such, resulting in exhaust PM emissions exceeding the applicable
standard+0.04 g/mi or exhaust NMHC emissions exceeding 2 times the
applicable NMHC standard.  Also, if monitored for performance—a
particulate trap is replaced with a catastrophically failed trap or a
simulation of such.

(o)(2) An engine misfire condition is induced and is not detected.

(o)(3)(i) If so equipped, any oxygen sensor or air-fuel ratio sensor
located downstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM standard+0.04 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2 times the applicable NMHC standard.

(o)(3)(ii) If so equipped, any oxygen sensor or air-fuel ratio sensor
located upstream of aftertreatment devices is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels: 
the applicable PM standard+0.02 g/mi; or, the applicable NOx
standard+0.3 g/mi; or, 2 times the applicable NMHC standard; or, 2 times
the applicable CO standard.

(o)(3)(iii) If so equipped, any NOx sensor is replaced with a
deteriorated or defective sensor, or an electronic simulation of such,
resulting in exhaust emissions exceeding any of the following levels:
the applicable PM standard+0.04 g/mi; or, the applicable NOx
standard+0.3 g/mi.

(o)(4) [Reserved.]

(o)(5) A malfunction condition is induced in any emission-related engine
system or component, including but not necessarily limited to, the
exhaust gas recirculation (EGR) system, if equipped, and the fuel
control system, singularly resulting in exhaust emissions exceeding any
of the following levels: the applicable PM standard+0.02 g/mi; or, the
applicable NOx standard+0.3 g/mi; or, 2 times the applicable NMHC
standard; or, 2 times the applicable CO standard.



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Cectronic emission-related powertrain system or component not otherwise
described in this paragraph (o) that either provides input to or
receives commands from the on-board computer resulting in a measurable
impact on emissions.

 There are exceptions to this general rule, as stipulated in the
regulations.

DRAFT – not official regulatory text – refer to Federal Register
notice for official text

Internal EPA Document

