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BAR-97 Software Specification

Pages 91 - 130

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1. The dilution threshold is within the limits.

2. The EIS does not detect a "low-flow" condition.

3. The engine idle speed is between 400 and 1250 RPM.

4. The dynamometer rolls are not turning (speed <1 mph). If the roll speed exceeds this limit, or the engine speed exceeds 1250 RPM, display the following delay message and increment the displayed seconds by two times the number of seconds the roll or engine speed are outside limits.

DISPLAY PROMPT:

DELAY TESTING, YOU MUST WAIT ____ SECONDS.

5. Once the roll or engine speed are within the limits, decrement the time by one second at a time until the number of seconds reaches zero. In addition, the EIS shall not start the test sequence until the dynamometer remains stopped for twice the time that the rolls were turning.

6. Once all conditions have been met, display the following prompt:

DISPLAY PROMPT:

TESTING CAN BEGIN.

c) ASM (Loaded Mode) Emissions Testing Sequence
Second-by-second data recording shall start from the time the roll speed exceeds 1 mph during the acceleration into the ASM 5015 mode (Mode 1) until the roll speed decelerates to 1 mph at the conclusion of the ASM 2525 mode (Mode 2). This data will be collected, based on the data in CONFIG.DAT. If the test is restarted at any time during the test sequence, the previously stored second-by-second record shall be deleted. The second-by-second data shall be written to the second-by-second data record. The emission levels, without the DCF adjustment, shall be recorded in the second-by-second data record.

The emissions data (HC, CO, CO2, NO and O2 second-by-second readings) for both the ASM 5015 and ASM 2525 modes shall be time-aligned with the vehicle speed readings to account for the delay caused by the transport time needed to get the exhaust gas from the vehicle's tailpipe to the analyzers/sensors. This transport time may be different from the probe to the optical bench and from the probe to the NO and O2 sensors, and shall be accounted for. The transport times shall be determined by the EIS manufacturer by measuring the transport times of at least thirty EIS's in their final production configuration. These times shall be averaged and used as fixed numbers to be added to the figures based on the response times. Time-alignment shall be done before any corrections (e.g., DCF) are applied. The time-alignment shall be based on the average of the three most recent calibration records' T90 times for the appropriate gas. Do not use a fixed response time for the various sensors' response times.

d) 5015 Test Mode (ASM Test Mode 1)
The EIS shall prompt the technician to accelerate the vehicle to 15 miles per hour. The EIS shall display the 5015 test speed with applicable speed limits (or drive trace graphical display), test time, engine RPM, and other appropriate test mode information. The dynamometer shall smoothly apply the load once the vehicle speed exceeds 10 mph.

The maximum duration for the 5015 test mode is 100 seconds. The beginning of the mode is defined as the time that the vehicle accelerates from rest to >1 mph. The emissions averaging portion of the test shall not begin unless:

• Roll speed is at 15 ±1 mph for two consecutive seconds.
• Engine speed is within required engine RPM range. The required engine RPM limits are found in the configuration file. If the limits are not in the configuration file, use the following default ranges: 100 - 2500 or 100 - 3000 for automatic transmissions depending on engine size; 1250 - 2500 or 1500 - 3000 for manual transmission depending on engine, refer to §3.6.12 .
• Load and dilution (CO + CO2) fall within specifications. (If dyno horsepower loading and dilution remain out of specification for more than two seconds, restart test according to the restart procedures listed in 3.6.12.h..)

The emissions averaging portion may last up to 90 seconds. However, the moving 10-second emissions averaging shall extend to 90 seconds (+ EIS system response time).

If the vehicle has not stabilized in accordance with the above criteria within 25 seconds, the EIS shall prompt the technician to restart the test according to the restart procedures listed later. If the vehicle stabilizes in more than ten seconds and less than 25, the corresponding amount of time beyond 10 seconds shall be subtracted from the 90 seconds emissions-averaging portion of the test.

If the instantaneous dynamometer loading, as measured by the dynamometer load cell, differs from the command load by more than ±0.25 hp or ±2% for more than two consecutive seconds during the emissions averaging portion of the ASM test, the EIS shall set a dynamometer loading error. This shall cause the test mode to restart according to the restart procedures.

If, at any time during the emissions-averaging portion of the test mode, the above criteria fall outside the acceptable ranges, the EIS shall display one of the following appropriate messages to prompt the driver to correct the problem. In the event of a RPM range violation, the RPM must be monitored as follows: If the engine RPM is above the upper limit or below limit but above 100 RPM for more than five seconds, the test shall restart. If the engine RPM is below 100 RPM for more than 2 seconds, the test shall restart.

DISPLAY PROMPT:

OUTSIDE TEST SPEED LIMIT

OUTSIDE ENGINE RPM RANGE

DYNO LOADING ERROR

OUTSIDE DILUTION SPECIFICATION

As soon as the emission averaging portion of the test mode has begun, start monitoring the vehicle's acceleration every 0.5 seconds. If at any time the acceleration exceeds the limits in the VLT, Acceleration Excursion Limit field, the EIS shall display the following message to prompt the driver that the acceleration is out of range:

DISPLAY PROMPT:

OUTSIDE THE MAXIMUM ACCELERATION LIMIT

Emissions resulting from transient throttle shall not be included in the 10-second averaging data. In addition, if an acceleration violation occurs, that time-aligned data must not be used for emissions averaging. Instead, the emissions averaging will continue five seconds after the time aligned acceleration violation ceased. (Time alignment is determined by subtracting EIS response time and transport time.) If this event occurs near the end of the test (meaning another 10-second average cannot be completed), the last full 10-second average will be the ending result for the mode.

When ten seconds have passed since the emissions-averaging portion of the test mode began, the EIS shall keep track of the number of acceleration excursions. The data shall be recorded in the Acceleration Violations ASM Mode 1 field of the test record. If the number of acceleration excursions exceeds five or the cumulative time exceeds five seconds, then the EIS shall prompt the technician to restart the test according to the restart procedures listed in 3.6.12.h.. Each violation, regardless of the length, is considered one unique violation.
If, at any time during the emissions averaging portion of the test mode, the vehicle speed deviates by more than one mph from the target speed for more than five seconds at any one time, the test shall terminate.

If the fast pass field in the configuration file is set to 'Y' the vehicle shall pass the 5015 test mode when the 10-second average readings for HC, CO and NO are all below the applicable standards for the vehicle. Once passing readings have been achieved for all three gases, the 5015 mode shall terminate and the EIS shall proceed to the next phase of the test. If the fast pass field in the configuration file is set 'N', the EIS shall use the final 10-second average readings for HC, CO, and NO to determine pass or fail for the mode. However, emissions resulting from transient throttle shall not be included in the 10-second averaging data. In the event an acceleration violation occurs during the final 10 second average, the last full 10-second average will be the end result for the mode.

For a 5015 test, 25 valid 10 second moving averages are required for a failing test. For a 2525 test, 15 valid 10 second averages are required for a failing test. If the vehicle has passing emissions, only one valid 10-second average is required. Therefore, the minimum test time in either mode for a vehicle that has passing emissions is 2 sec + 10 sec AVE + EIS response time. Otherwise, the test shall be restarted according to the restart procedures listed in 3.6.12.h.

The emissions reading used to make the pass/fail or gross polluter determination shall be recorded in the test record and on the VIR.

e) 2525 Test Mode (ASM Test Mode 2)
At the conclusion of the 5015 test mode, the EIS shall prompt the driver to accelerate the vehicle to 25 mph. The EIS shall display the 2525 test speed with applicable speed limits (or drive trace graphical display), test time, engine RPM and other appropriate test mode information. The dynamometer shall change to the 2525 test mode settings as soon as the 5015 test mode has been completed.

The 2525 test mode procedures are the same as those for the 5015 test mode, except for the following:

1. Maximum test duration equals 75 seconds.
2. Vehicle speed is stabilized at 25 mph ±1 mph for two consecutive seconds.
3. Vehicle speed stabilization must be achieved within 20 seconds.
4. Maximum emissions-averaging duration is 65 seconds.
5. Fifteen valid 10-second moving averages constitutes a valid test.

The number of acceleration excursions shall be recorded in the Acceleration Excursion Violations ASM Mode 2 field of the test record.

If the fast pass field in the configuration file is set to 'Y' the vehicle shall pass the 2525 test mode when the 10-second average readings for HC, CO and NO are all below the applicable standards for the vehicle. Once passing readings have been achieved for all three gases, the 2525 mode shall terminate and the EIS shall proceed to the next phase of the test. If the fast pass field in the configuration file is set 'N', the EIS shall use the final 10-second average readings for HC, CO, and NO to determine pass or fail for the mode. However, emissions resulting from transient throttle shall not be included in the 10-second averaging data. In the event an acceleration violation occurs during the final 10 second average, the last full 10-second average will be the end result for the mode.

For a 5015 test, 25 valid 10 second moving averages are required for a failing test. For a 2525 test, 15 valid 10 second averages are required for a failing test. If the vehicle has passing emissions, only one valid 10-second average is required. Therefore, the minimum test time in either mode for a vehicle that has passing emissions is 2 sec + 10 sec AVE + EIS response time. Otherwise, the test shall be restarted according to the restart procedures listed in 3.6.12.h..

The emissions reading used to make the pass/fail or gross polluter determination shall be recorded in the test record and on the VIR.

f) Fast Pass/Fast Fail
An algorithm may be included at a later date for both modes.

g) Augmented Braking
Augmented braking shall be "ON" and operational during the ASM test mode. The EIS is not required to provide a method to disengage the augmented braking during the ASM testing mode. Augmented braking for the ASM test consists of applying the maximum safe load with the dynamometer to bring the rolls to a complete stop. Augmented braking shall automatically occur when any of the following conditions are met:

1. The conclusion of the 2525 mode
2. The test mode meets conditions for restart
3. The test mode meets conditions for abort

The EIS shall include a way to disengage the augmented braking if the technician chooses. The augmented braking shall default to the engaged position.

h) Restart Procedures
Bring the rollers to a full stop. Record the time that had elapsed since the beginning of the 5015 mode (when wheels started turning). Reset the test timer to zero. The EIS shall prohibit the restart of the test until the vehicle has idled (speed <1250) twice the original elapsed time from the start of the ASM 5015 (roller speed >1 mph). Upon restart, the previously captured second-by-second data shall be deleted and new second-by-second data collected.

DISPLAY PROMPT:

TEST MODE MUST BE RESTARTED BECAUSE:

1. Conditions Causing Test Mode Restart (both modes):

i. Vehicle and/or equipment unable to stabilize with required stabilization time
ii. Acceleration violation according to the requirements stated in the test sequence
iii. Dynamometer load outside of specification for at least two consecutive seconds
iv. Sample dilution
v. Engine speed below 100 RPM for more than two seconds.
vi. Engine speed outside of range more than five seconds during one excursion.
vii. Inadequate number of valid ten-second average readings.
viii. "Low Flow" displayed on the screen for more than three seconds.

The EIS shall count the number of restarts during the test procedure. The count shall be written to the ASM Restart Counter field of the test record. The maximum number of restarts is two, otherwise the test will be aborted. ASM tests with no restarts will record zero in the appropriate field, two-speed idle tests will leave the field blank. Conditions for restart:

a) the dyno roll speed is < 1mph
b) the engine is idling between 400-1250 RPM
c) the EIS must wait twice the elapsed test time
Note: If the technician violates criteria a ) and/or b) during the "wait time" the EIS will add the remaining "wait time" to the duration of the new violation "wait time".

2. Conditions Causing Test Mode Abort (both modes):

i. Safety-related issues
ii. Equipment failure
iii. Power loss
iv. Any of the restart conditions listed above occurring more than twice
v. Technician violates the speed tolerance for more than five seconds

Anytime the test is aborted, the EIS shall display the following prompt:

DISPLAY PROMPT:

TEST MODE ABORTED DUE TO: Display the appropriate abort reason.

i) End of ASM Emissions Test Mode
At the completion or termination of the ASM two-mode inspection, the EIS shall display the following message:

DISPLAY PROMPT:

END OF ASM EMISSIONS TEST

j) Optional ASM Testing Sequences
Based on information in the Optional ASM Test Sequence field of the VLT, one of the following test sequences may be performed instead of the standard ASM test (ASM Test Sequence #1). Store the ASM test sequence identifier to the Test Sequence field of the test record.

Optional ASM Test Sequence #2
If the VLT reference for the vehicle being tested has a "2" in the Optional ASM Test Sequence field, the EIS shall perform a standard ASM with the following exceptions:

• If the vehicle still fails emissions testing after 100 seconds (5015 mode), increase speed to 20 mph, then reduce speed to 10 mph, and then increase speed to 15 mph. The technician will have 10 seconds to start the speed deviation cycle (the vehicle must pass 16 mph within 10 seconds), or the test must be restarted per the restart conditions (see §3.6.12.h). Maximum duration of the speed deviation procedure is 20 seconds (the 20-second counter will start once the vehicle passes 16 mph). If the speed deviation cycle is not completed within 20 seconds, the test must restart per the restart conditions. Make the next pass/fail decision based on average emissions over a 10-second averaging period that begins 12 seconds after roll speed has returned to the 15-mph window. Store the final emission readings to the test record.
• Maximum duration for the 5015 mode is 180 seconds (without restarts).
• The standard ASM 2525 mode follows the modified 5015 mode with no modifications to the 2525 mode.

k) Special Test Sequence Prompt
Prior to displaying any messages about dynamometer compatibility, the EIS shall look to the Advice Code field of the VLT. When the VLT Advice Code field is filled with a number other than zero, the EIS shall go to ADVICE.DAT file and display the appropriate message (i.e. if the Advice Code field is filled with 12, display record number 12 of ADVICE.DAT prior to displaying any messages about dynamometer compatibility). If the Advice Code field of the VLT is zero filled, do not display any message from ADVICE.DAT prior to any dynamometer related prompts.

l) Extended Parameters
The extended parameters table is to be used whenever the Parameters Table Row ID field in the VLT has a number other than zero, and an ASM test is indicated (i.e. vehicle is compatible with a 2WD dyno, technician selected ASM test if the option was given, etc.). The Extended Parameters table is not to be used for the test parameters when a TSI test is to be performed (i.e. test record indicates a TSI is to be performed, vehicle is not compatible with a 2WD dyno an appropriate ESC category in TABLE4 is not available, etc.). The Extended Parameters fields are to be used as follows:

Advice Code:

When this field is filled with a number other than zero, the EIS shall go to ADVICE.DAT file and display the appropriate message (i.e. if the Advice Code field is filled with 10, display record number 10 of ADVICE.DAT prior to starting the emissions test). If the Advice Code field is zero filled, do not display any message from ADVICE.DAT prior to starting the emissions test.

 

Pretest RPM:

This field contains the maximum RPM that the vehicle can idle at prior to starting the ASM test.

 

Mode 1 Test:

This field will determine if the mode is to be an ASM mode, idle mode, or the mode is to be skipped. The field will be filled as follows:
A = ASM mode
T = Idle mode
N = Mode not performed

 

Mode 1 Pass/Fail:

This field will determine if the emissions for this mode will be used for pass/fail decision. The field will be filled as follows:
Y = use emissions for pass/fail
N = do not use emissions for pass/fail

 

Mode 1 Load:

This field contains the number that the vehicle test weight is divided by to determine the horsepower for the mode.

 

Mode 1 roll speed - low limit:

This field contains the dynamometer low roll speed limit in MPH for the emissions test.

 

Mode 1 roll speed - high limit:

This field contains the dynamometer high roll speed limit in MPH for the emissions test.
Note: Roll speed may be commanded up to 60 mph.

 

Mode 1 engine speed limit - low limit:

This field contains the low RPM limit that is to be used during the emissions test.
Note: Automatic and manual transmissions are to use this limit.

 

Mode 1 engine speed limit - high limit:

This field contains the high RPM limit that is to be used during the emissions test.

 

Mode 1 test duration:

This field contains the maximum test duration for this mode (i.e. this is the same clock as the 100 second maximum duration clock is to the standard 5015 test).

 

Mode 1 emission duration:

This field contains the maximum emissions averaging duration for this mode (i.e. this is the same clock as the 90 second emissions clock is to the standard 5015 test).

 

Mode 1 stabilization duration

This field contains the time the vehicle must be stabilized within (i.e. this is the same clock as the 25 second stabilization clock is to the standard 5015 test).

 

Mode 1 sampling duration:

This field contains the emissions averaging time for this mode (i.e. this is the same clock as the 10 second averaging clock is to the standard 5015 test).

 

Mode 1 Valid number of averages:

This field contains the number of moving averages that constitute a valid test (i.e. this is the same number as the 25 ten-second moving averages is to the standard 5015 test).

 

Mode 1 Acceleration Excursion limit:

This field contains the maximum acceleration limit for this mode.

Note: Mode 2 and Mode 3 are handled the same way as Mode 1.
The EIS shall use the parameters from the standard test sequence for any parameters that are not listed in the Extended Parameters Table (i.e. number of restarts, number of acceleration violations, etc.).

Preconditioning Advice Code:

When this field is filled with a number other than zero, the EIS shall go to ADVICE.DAT file and display the appropriate message (i.e. if the Advice Code field is filled with 11, display record number 11 of ADVICE.DAT prior to starting the preconditioning). If the Preconditioning Advice Code field is zero filled, do not display any message from ADVICE.DAT prior to starting preconditioning.

 

Preconditioning Engine speed - low limit:

This field contains the low RPM limit that is to be used during preconditioning.

 

Preconditioning Engine speed - high limit:

This field contains the high RPM limit that is to be used during preconditioning.
Preconditioning duration:
This field shall contain the amount of time the vehicle is to be preconditioned. If this field is zero filled, do not perform preconditioning.

Note: preconditioning is to be performed when the preconditioning duration field has a number other than zero, and the vehicle fails any emission cutpoint that is used for a pass/fail decision. If preconditioning is performed, store a "4" to the Preconditioning Procedure field of the Test Record. If preconditioning is performed, do not save the first set of emission results to the test record. After preconditioning is performed, the EIS shall run all three modes again.

The results of the first loaded mode that is used for a pass/fail decision shall be stored to the 5015/TSI 2500 RPM fields of the test record. Results of the second loaded mode that is used for a pass/fail decision shall be stored to the 2525/TSI-idle RPM fields of the test record. Results of the first idle test that is used for a pass/fail decision shall be stored to the First try 2500 RPM fields of the test record. Results of the second idle test that is used for a pass/fail decision shall be stored to the First try idle fields of the test record. There will never be three loaded mode tests run in a row that are used for a pass/fail decision, or three idle tests run in a row that are used for a pass/fail decision. The maximum number of modes is three.

The emission cutpoints will be provided in the VLT when using extended parameters. The first loaded mode that is used for a pass/fail decision will use the emission cutpoints from the 5015 emission fields of the VLT (i.e. 5015 HC - A, 5015 CO - A, etc.). The second loaded mode that is used for a pass/fail decision will use the emission cutpoints from the 2525 emission fields of the VLT (i.e. 2525 HC - A, 5015 CO - A, etc.). The first idle test that is used for a pass/fail decision will use the emission cutpoints from the 2500 RPM emission fields of the VLT (i.e. 2500 HC, 2500 CO, etc.). The second idle test that is used for a pass fail decision will use the emission cutpoints from the idle RPM emission fields of the VLT (i.e. Idle HC, Idle CO, etc.).

When the emission results are printed on the VIR, the EIS shall print "N/A" instead of the average values listed in the VLT.

Example test sequences are as follows:

Example # 1
Mode 1 = idle test - store results to the First try 2500 RPM fields of the test record, use emission cutpoints from the 2500 RPM emission fields of the VLT.
Mode 2 = loaded mode test - store results to the 5015/TSI 2500 RPM fields of the test record, use emission cutpoints from the 5015 emission fields of the VLT.
Mode 3 = loaded mode test - store results to the 2525/TSI idle RPM fields of the test record, use emission cutpoints from the 2525 emission fields of the VLT.

Example # 2
Mode 1 = loaded mode test - store results to the 5015/TSI 2500 RPM fields of the test record, use emission cutpoints from the 5015 emission fields of the VLT.
Mode 2 = loaded mode test - sampling duration set to zero (pass/fail decision is not made on this mode) - do not save the results to the test record, do not use emission cutpoints from the VLT.
Mode 3 = loaded mode test - store results to the 2525/idle RPM fields of the test record, use emission cutpoints from the 2525 emission fields of the VLT.

If the pass/fail results for a mode(s) is not used, do not store the results for that mode(s) to the test record. When an extended parameters record is used, store a "4" to the Test Sequence field of the test record, and store an "A" to the Test Cycle field of the test record.

Example # 3
Mode 1 = idle test- Data fields that apply for a idle test and example values. Data fields not used in the idle test mode will be zeros.

Mode 1 Test T
Mode 1 P/F Y
Mode 1 engine speed - low limit 04
Mode 1 engine speed - high limit 20
Mode 1 test duration 040
Mode 1 sampling duration 05

T = idle mode
Y = use emissions for P/F determination. Mode will last 40 seconds use last 5 seconds for P/F determination. Note: fast pass sequences do not apply to idle test modes.

3.6.13 Commencement of the Emissions Sampling Period For Two-Speed Idle Test Only
Immediately before starting the two-speed idle emissions test, the EIS shall require the operator to verify that the type of ignition system entered is correct and allow the technician to change it if it is incorrect.

a) The sampling period shall commence as soon as stability is achieved. Stability is achieved when all of the following conditions are satisfied:

1. Averaged reading for CO+CO₂ over a period of two seconds meet the dilution threshold.

2. Engine RPM has been within specified thresholds for at least one second.

3. Sample flow rate is adequate to prevent triggering the low flow lockout.

b) After stability has been achieved and sampling has been initiated, if any of the following conditions occur, the test mode must be restarted:

1. The dilution level is below the specified threshold.

2. Engine RPM is outside the specified thresholds.

3. Sample flow rate is not adequate to prevent triggering the low flow lockout.

c) Exceeding the RPM limits, not reaching the dilution threshold or a low flow rate during a testing period shall automatically cause the testing period to restart for that mode. The EIS shall allow the technician three attempts before displaying a message asking the technician if he/she wants to abort the test. The same message shall be displayed after each subsequent unsuccessful attempt.

3.6.14 Two-Speed Idle Testing Sequence

a) The following testing/sampling sequences shall be available in the EIS at the time of certification:

SEQUENCE #1:

Testing Period:	30 seconds for each stage
First stage:	2500 RPM (± 10%)
Second stage:	Idle RPM
Basis for test results:	After the first 15 seconds of each stage, any passing reading (averaged over 5 consecutive seconds) collected during each sampling period or if none, over the last 5 seconds.
Units of test results:	Concentration measurements: PPM HC, %O, %O2, and %CO2

 

Test Sequence # 1 shall be used to test all vehicles except those mentioned under the test sequences below.

SEQUENCE #2:

Testing period: 30 seconds for each stage

Note: Prior to initiating the test, the technician shall be informed that the vehicle they will be testing will require special test procedures and that it is important to follow directions carefully. The technician shall then be prompted to turn the key off for 10 seconds. At the end of 10 seconds, the EIS shall prompt the technician to restart the engine and begin the 2500-RPM test. The EIS shall ensure that there is no RPM signal for 10 seconds prior to starting the 2500-RPM test.

First stage: 2500 RPM (±10 %)

Note: Between the test stages, the technician shall be prompted to turn the ignition off for 10 seconds. The EIS shall ensure that there is no engine RPM signal for at least 10 seconds. At the end of 10 seconds, the EIS shall prompt the technician to restart the engine and begin the idle test.

Second stage: Idle RPM (see standards for maximum)
Basis for test results: After the first 15 seconds of each stage, any passing reading (averaged over 5 consecutive seconds) collected during each sampling period or if none, over the last 5 seconds.
Units of test results: Concentration measurements: PPM HC, % CO, % O2 and % CO2

Test sequence #2 could take as little as 20 seconds if test conditions are satisfied and the vehicle meets the standards. If the emissions are not within the standards for any 5-second period (following the initial 15-second period), the test shall run the full 30 seconds.

All 1981-1984 Ford passenger cars with 5.8L (351 CID) engines shall be tested using Sequence # 2.

SEQUENCE #3:

Testing period: 30 seconds for each stage

Note: Before the 2500 RPM test starts, the EIS shall display a message to the technician indicating that the engine RPM cannot exceed 2650 for this vehicle.

First stage: 2500 RPM (+ 6 %, - 10 %)
Second stage: Idle RPM (see standards for maximum)
Basis for test results: Average of the last 5 seconds of each sampling period.
Units of test results: Concentration measurements: PPM HC, % CO, % O₂ and % CO₂

All 1984 Jeeps with a 2.5L (150 CID) light-duty trucks shall be tested using test Sequence # 3.

SEQUENCE #4:

Testing period: 30 seconds for each stage
First stage: 2500 RPM (±10 %)

Note: A message shall be displayed to the technician indicating that the vehicle being tested will require special test procedures and that it is important that they follow directions carefully. The EIS shall display the following prompt:

DISPLAY PROMPT:

IS THE VEHICLE FUEL INJECTED? (YES/NO)

Programming Criteria:

1. If YES, perform test sequence # 4.
2. If NO, follow inspection sequence # 1.

The technician shall be prompted to set the parking brake, press the brake pedal and run the IDLE test with the transmission in DRIVE. When the idle test is complete, the technician shall be prompted to return the transmission to PARK.

Second stage: Idle RPM (see standards for max.)
Basis for test results: Average of last 5 seconds of each sampling period.
Units of test results: Concentration measurements: PPM HC, % CO, % O2 and % CO2

All 1984 Chrysler/Dodge/Plymouth passenger cars having a 2.2L, fuel-injected engines with automatic transmissions shall be tested using Sequence # 4.

SEQUENCE #5:

Given the problems with the ZF automatic transmission, the BAR prefers that the affected vehicles be tested at their dealerships. Accordingly, if the technician enters an A (for automatic) for the transmission type, and if the vehicle make, model and model year match BMW/Peugeot/Volvo criteria, the EIS shall display the following message:

BECAUSE OF THE POSSIBILITY OF TRANSMISSION DAMAGE TO THIS VEHICLE, THE BAR PREFERS THAT IT BE INSPECTED AT ITS DEALERSHIP. IF YOU STILL WISH TO PERFORM THE INSPECTION, YOU MAY DO SO AT YOUR OWN RISK OR YOU MAY ABORT THE TEST.

Note: If the technician chooses to continue testing this vehicle, display the following message before beginning the test sequence.

BEFORE BEGINNING THE EMISSIONS TEST, MAKE SURE THE ENGINE IS AT NORMAL OPERATING TEMPERATURE. IF NOT, THE VEHICLE SHOULD BE DRIVEN UNTIL IT IS. DO NOT WARM THE ENGINE BY RAISING THE RPM ABOVE IDLE WHILE THE TRANSMISSION IS IN PARK OR NEUTRAL.

Perform idle test only (delete first stage).

Testing period: 30 seconds for idle stage
Engine Speed: Idle RPM [Note: One stage only.]
Basis for test results: Average of the last 5 seconds of the sampling period.
Units of test results: Concentration measurements: PPM HC, % CO, % O₂ and CO₂

Note: All 1984-1987 BMWs with automatic transmission, 1985-1988 Volvo 740s with automatic transmission, and 1986-1987 Peugeot 505s with automatic transmission shall be tested using test Sequence #5. If the engine has been changed to a different year, the special test sequence shall follow the year of the vehicle.

Example:
* 1985 BMW with a ZF transmission and original engine uses test sequence #5 and the emission standards for 1985.
* 1985 BMW with a ZF transmission and a 1990 engine uses test sequence #5 and emission standards for 1990.

SEQUENCE #6:

Testing period: 30 seconds for each stage
First stage: 2500 RPM (±10%)
Second stage: Idle RPM

Basis for test results:

Stage 1: Average of last 5 seconds of sampling period.

Stage 2: Same as stage 1; however, if the emissions are not within the standards and the idle RPM was below 900, then the technician shall be prompted to rev the engine so that the idle speed is a minimum of 900 RPM (but not to exceed the manufacturer's specifications), and to continue the test for another 30-second Second-Stage Idle Test. After the first 15 seconds of the repeated second stage, any passing reading (averaged over 5 consecutive seconds) collected during the sampling period, or, if none, the average reading over the last 5 seconds of the stage.

Units of test results: Concentration measurements: PPM HC, % CO, % O₂ and % CO₂

All 1985 Ford Ranger 2.3L (140 CID) light duty trucks and 1986 Ford Ranger and Aerostar 2.3L (140 CID) light duty trucks shall be tested using test sequence #6.

SEQUENCE #7:

Testing period: 25 seconds for each stage

Note: Prior to beginning the first stage, the technician shall be informed that the vehicle he/she will be testing will require special test procedures and that it is important to follow directions carefully (this information shall not be displayed prior to the "second-chance" test if preconditioning is required). The technician shall then be prompted to ensure the tachometer lead is connected, start the vehicle and allow it to idle. At the end of 156 seconds, the EIS shall prompt the technician to insert the probe and begin the 2500 RPM test. The EIS shall ensure that there is an RPM signal for 156 seconds prior to starting the 2500 RPM test.

This 156-second warm-up shall not be required prior to the "second-chance" test if preconditioning is required.

First stage: 2500 RPM (±10 %)
Second stage: Idle RPM (see standards for maximum)
Basis for test results: After the first 10 seconds of each stage, averaging shall begin. Any passing reading (averaged over 5 consecutive seconds) collected during each sampling period or if none, over the last 5 seconds.
Units of test results: Concentration measurements: PPM HC, % CO, % O2 and % CO2

Test Sequence #7 could take as little as 15 seconds if test conditions are satisfied and the vehicle meets the standards. If the emissions are not within the standards for any 5-second period (following the initial 15-second period), the test shall run the 25 seconds.

All 1985-1986 GM passenger cars with 5.0L engine and VIN-Y ("Y" in eighth position of the VIN) engines shall be tested using Sequence # 7.

b) Accommodations shall be made to allow for additional test sequences and sampling periods, which can be added at a later date. Based on information in the TSI Test Sequence field of the VLT, the following test sequence may be performed instead of the standard ASM test sequences listed above.

SEQUENCE #8:

Testing period: 25 seconds for each stage

Note: Prior to initiating the test, the technician shall be informed that the vehicle they will be testing should be at normal operating temperature prior to starting the test. The technician shall then be prompted to start the vehicle, snap the throttle and allow the throttle plate to snap closed. The EIS shall prompt the technician to insert the probe and begin the 2500-RPM test.

First stage: 2500 RPM (±10 %)
Second stage: Idle RPM (see standards for maximum)
Basis for test results: After the first 10 seconds of each stage, averaging shall begin. Any passing reading (averaged over 5 consecutive seconds) collected during each sampling period or if none, over the last 5 seconds.
Units of test results: Concentration measurements: PPM HC, % CO, % O₂ and % CO₂

Test Sequence #8 could take as little as 15 seconds if test conditions are satisfied and the vehicle meets the standards. If the emissions are not within the standards for any 5-second period (following the initial 10-second period), the test shall run the 25 seconds.

All vehicles designated in the VLT with an "8" in the TSI Test Sequence field shall be tested using Sequence # 8.

c) The different test sequences are designed to make the Smog Check test procedure correlate better with the Federal Test Procedure. Most of the different test sequences will be designed to prevent incorrectly failing pattern failures (errors of commission). Therefore, the BAR will provide information to the manufacturers regarding which procedure should be used with which engine families. The EIS should be designed to automatically run the appropriate test sequence after vehicle identification information is entered. Additional test sequences selected by the BAR will be provided to the manufacturers as soon as they become available. The test sequence number shall be documented in the Test Sequence field of the test record and the VIR.

d) When the vehicle has met RPM, flow rate and dilution conditions, the emissions test sequence shall begin and the display shall show the word TESTING and time remaining in the test sequence. The EIS shall record the emission readings at the end of the TESTING period, for each test mode.

e) For vehicles that have had engine changes, special test sequences shall follow the year of the engine, except special test sequence #5.

Example:
A 1980 Ranger with a 1985 2.3L engine uses special test sequence #6 and emission standards for 1985.

3.6.15 Vehicle Preconditioning Sequence For Two-Speed Idle Test
If a vehicle fails any of the TSI emission tests, the EIS shall instruct the technician to precondition the vehicle and run a second chance test. The EIS shall also use special test sequences for the second chance test if they were used for the first test. For example: if the EIS uses special test sequence #2 and the vehicle requires preconditioning, the EIS shall use special test sequence #2 for the second chance test. The EIS shall also follow any RPM restrictions that the special test sequence may require, i.e., a 1985 BMW with a ZF transmission shall NOT be preconditioned at high RPM. Based on the surveys conducted for the BAR, and on studies conducted on suspected pattern failures by the EPA, all model vehicles failing an initial test shall be preconditioned in the following manner, and retested:

DISPLAY PROMPT:

REMOVE THE EXHAUST PROBE FROM THE TAILPIPE.

PROCEDURE #1: For All Vehicles Except Those Covered by Procedures 2 and 3

OPERATE THE VEHICLE AT 2500 ±300 RPM FOR THREE MINUTES WITH THE TRANSMISSION IN "PARK" OR "NEUTRAL."

AT THE END OF THE THREE-MINUTE PERIOD, ALLOW THE VEHICLE TO RETURN TO IDLE AND STABILIZE FOR 10 SECONDS, BUT DO NOT TURN THE IGNITION SWITCH OFF.

INSERT THE PROBE INTO THE TAILPIPE.

AT THE END OF THE 10-SECOND PERIOD, IMMEDIATELY BEGIN THE EMISSIONS TEST.

Programming Criteria For Procedure # 1

The EIS shall detect a signal in the proper range for 3 minutes within a 3-minute and 15-second period, with no single excursion exceeding 5 seconds. A message shall be displayed instructing the technician to adjust the engine RPM, restart the test or abort the test as appropriate if the RPM is outside of the specified limits. The preconditioning period shall begin as soon as the engine RPM is stable (for a period of 1 second) and in the proper range. To avoid loading the sample system with vehicle exhaust during the preconditioning process, the EIS shall either back purge during the preconditioning sequence or prevent preconditioning if the probe is in the tailpipe. Preconditioning prevention could be determined by checking for emissions prior to or during the preconditioning sequence.

When the preconditioning period is complete, the technician shall be instructed to allow the vehicle to return to idle and the EIS shall ensure that the engine speed is reduced for at least 10 seconds, but no more than 30 seconds. If the engine speed is reduced for less than 10 seconds or more than 30 seconds, a message shall be displayed instructing the technician to either restart the preconditioning procedure or abort the test. Messages indicating the retest instructions shall be displayed at the end of the 10-second idle period.

PROCEDURE #2: For 1981-1986 Fords and 1984-1985 Honda Preludes

OPERATE THE VEHICLE AT 2500 ±300 RPM FOR 3 MINUTES WITH THE TRANSMISSION IN "PARK" OR "NEUTRAL."
AT THE END OF THE 3-MINUTE PERIOD, ALLOW THE VEHICLE TO RETURN TO IDLE AND IMMEDIATELY TURN THE IGNITION KEY OFF.

INSERT THE PROBE INTO THE TAILPIPE.

LEAVE THE IGNITION OFF FOR 10 SECONDS THEN RESTART THE ENGINE AND PROCEED IMMEDIATELY WITH THE EMISSIONS TEST.

Programming Criteria For Procedure # 2

Within 30 seconds of having completed the three-minute portion of the preconditioning sequence, the technician shall release the throttle, turn off the ignition for at least 10 seconds and insert the probe and return the engine to 2500 (±250) RPM*. The 30-second time period shall begin when the engine RPM drops below 2200. The EIS shall provide prompts indicating when the technician should release the throttle, turn the ignition key off, insert the probe, and to restart the engine and immediately increase the engine RPM to the appropriate range as specified. The emissions test shall begin as soon as the engine RPM reaches the appropriate range. The EIS shall display the time remaining before the preconditioning period will have to be restarted or the test aborted.

PROCEDURE #3: For "ZF" Automatic Transmission

Given the problems with the ZF automatic transmission, the BAR prefers that the affected vehicles be tested at their dealerships. Accordingly, if the technician enters an A (for automatic) for the transmission type, and if the vehicle make, model and model year match BMW/Peugeot/Volvo criteria, the EIS shall display the following message:

BECAUSE OF THE POSSIBILITY OF TRANSMISSION DAMAGE TO THIS VEHICLE, THE BAR PREFERS THAT IT BE INSPECTED AT ITS DEALERSHIP. IF YOU STILL WISH TO PERFORM THE INSPECTION, YOU MAY DO SO AT YOUR OWN RISK. PRESS "ENTER" TO CONTINUE. IF NOT, PRESS "ESC" TO ABORT THE TEST.

For all 1984-1987 BMWs with automatic, 1986-1987 Peugeot 505s with automatic, and 1985-1988 Volvo 740s with automatic transmission.

If these vehicles fail the first chance, display the following message:

DUE TO POSSIBLE SERIOUS TRANSMISSION DAMAGE, DO NOT RAISE THE ENGINE SPEED ABOVE IDLE RPM WHILE THE TRANSMISSION IS IN NEUTRAL OR PARK. IF THE VEHICLE NEEDS TO BE PRECONDITIONED, DRIVE IT UNTIL IT HAS REACHED OPERATING TEMPERATURE.

The EIS shall start the second chance test as soon as the EIS detects engine RPM within the idle RPM range. The EIS shall perform the emissions measurement at idle for 30 seconds. After the second chance, the EIS shall allow the technician to continue with the remainder of the inspection.

Programming Criteria For All Procedures:

The manufacturer shall provide for the capability to utilize as many different preconditioning procedures as can be contained in the EIS. The preconditioning procedure number shall be recorded on the test record in the Preconditioning Procedure field.

1) For all procedures - The EIS shall automatically instruct the technician to initiate the preconditioning procedure whenever a vehicle fails the emissions test before the test can proceed. The EIS shall select and display only the appropriate preconditioning procedure based on the vehicle make and model year information entered by the technician.

2) For procedure # 1 - A message shall be displayed instructing the technician to remove the exhaust probe, increase the engine RPM to 2500 (±300) and hold it there for 3 minutes. The EIS shall detect a signal in the proper range for 3 minutes within a 3-minute and 15-second period, with no single excursion exceeding 5 seconds. A message shall be displayed instructing the technician to adjust the engine RPM, restart the test or abort the test as appropriate if the RPM is outside of the specified limits. The preconditioning period shall begin as soon as the engine RPM is stable (for a period of 1 second) and in the proper range. To avoid loading the sample system with vehicle exhaust during the preconditioning process, the EIS shall either back purge during the preconditioning sequence or prevent preconditioning if the probe is in the tailpipe. Preconditioning prevention could be determined by checking for emissions prior to or during the preconditioning sequence.

When the preconditioning period is complete, the technician shall be instructed to allow the vehicle to return to idle and the EIS shall ensure that the engine speed is reduced for at least 10 seconds, but no more than 30 seconds. If the engine speed is reduced for less than 10 seconds or more than 30 seconds, a message shall be displayed instructing the technician to either restart the preconditioning procedure or abort the test. Messages indicating the appropriate ignition key on/off and retest instructions shall be displayed at the end of the 10-second idle period. The technician shall be instructed to strike the ENTER key as soon as possible after 10 seconds of idling has occurred.

3) For all procedures - The EIS shall display the engine speed and the time remaining during each stage of the preconditioning sequence. The number of the preconditioning procedure shall be recorded on the test record automatically by the EIS. If no preconditioning procedure was used (vehicle passed the emissions portion of the test the first time), the preconditioning procedure field shall be filled with a space.

4) ERROR MESSAGES:

(For all procedures)
NO RPM SIGNAL - MAKE SURE THE TACH LEAD IS CONNECTED.

(For procedures 1 & 2)
ENGINE RPM DROPPED BELOW 2250-RPM -RAISE THE ENGINE SPEED TO 2500 (±250) RPM AND HOLD IT THERE FOR 3 MINUTES.

(For procedures 1 & 2)
ENGINE RPM INCREASED ABOVE 2750 RPM-REDUCE THE ENGINE SPEED TO 2500 (±250) RPM AND HOLD IT THERE FOR 3 MINUTES.

5) For all procedures - If a vehicle subject to preconditioning receives a second-chance test, the emissions results of both tests shall be stored in the test record. The results for either or both tests shall not be written to the test record until the pass/fail decision has been made by the EIS.

The emission values from the first test should be written to a "scratch" file on the EIS hard drive until a pass/fail decision on the emissions values has been determined. If the emissions indicate a pass, the values from the first test shall be written to the Emissions Test Results: Final Values fields of the test record, and the Emissions Test Results: Before Preconditioning/ASM Test Sequence #3 fields shall remain blank.

Note: For the two-speed emissions test, NO is not measured. When two-speed emissions data is inserted into the Emissions Test Results: Final Values fields of the test record, the NO field should remain blank.

If preconditioning and a second chance emissions test is given, the second chance emissions values shall be written to the Emissions Test Results: Final Values fields of the test record. The results of the first test, which are in the "scratch" file, shall be written to the Emissions Test Results: Before Preconditioning/ASM Test Sequence #3 fields of the test record.

NEW DESCRIPTION	LAYOUT
TWO-SPEED IDLE AT 2500 RPM
DCF	N.NN
RPM	NNNN
AIR/FUEL RATIO	NN.N
CATALYST EFFICIENCY	X
DCF HC	NNNN
DCF CO	NN.NN
DCF CO2	NN.N
O2	NN.N
TWO-SPEED IDLE AT IDLE RPM
DCF	N.NN
RPM	NNNN
AIR/FUEL RATIO	NN.N
CATALYST EFFICIENCY	X
DCF HC	NNNN
DCF CO	NN.NN
DCF CO2	NN.N
O2	NN.N

3.6.16 Air/Fuel Ratio Calculation
The average air/fuel ratio shall be calculated during all emissions test modes (ASM 5015, ASM 2525, and two-speed idle test). The ratio shall be stored in the Average Air/Fuel Ratio-ASM 5015 or TSI-2500 RPM and Average Air/Fuel Ratio-ASM 2525 or TSI-Idle RPM fields of the test record.

The average air/fuel ratio shall be calculated during the pass/fail determination window using the DCF values in the following formula:

Air-to-Fuel Ratio (Based on Oxygen Balance)

This equation is an extension of the Spindt formula. It adds an oxygen-to-carbon ratio, needed to properly calculate A/F for oxygenated gasolines and alcohol-based fuels.

where

A/Fo = Oxygen-balanced air-to-fuel ratio
R_OC = Oxygen-to-carbon ratio of fuel
M_F = Gram-molecular weight of fuel, = 12.0115 + (1.00797*R_HC) + (15.9994*R_OC)
HC = Hydrocarbon concentration in exhaust, %C, = 6*(HC, ppm hexane)/10,000
CO = Carbon monoxide concentration in exhaust, %
NO = Nitric oxide concentration in exhaust, %, = (NO, ppm)/10,000
CO₂ = Carbon dioxide concentration in exhaust, %
O₂ = Oxygen concentration in exhaust, %

138.1918 = M_A * [100/(%{_O2}_A)]
M_A = Gram-molecular weight of air, = 28.965
%{_O2}_A = Percent of oxygen in the air, = 20.9

H₂O = Water formation during combustion, expressed by the following
equation:

WC = Water gas constant, = 3.5
R_HC = Hydrogen-to-carbon ratio of fuel

Hydrogen To Carbon and Oxygen to Carbon Ratios for Various Fuels

Fuel	Formula	RHC	ROC
*CA Phase 2 Reformulated Gasoline	C7H1313.89O0.12	1.980	0.017
Compressed Natural Gas (CNG)	CH4	4.000	0
E85 (Ethanol)	C2H5OH (85%) + **gasoline (15%)	2.831	0.425
M85 (Methanol)	CH3OH (85%) + ** gasoline (15%)	3.681	0.850
Propane	C3H8	2.667	0

* Note: The formula is an empirical average, based on the following mass percentages:
C: 84.17%, H: 13.89%, O: 1.94%.

**Note: Gasoline blended with ethanol or methanol is assumed to have an empirical formula of C8H15, RHC of 1.875, and ROC of 0.0.

3.6.17 Catalytic Converter Efficiency Determination
The catalytic converter efficiency determination shall be performed on all vehicles that fail the emissions portion of the Smog Check. The EIS shall analyze the final emission test results to determine catalytic converter efficiency based on the following criteria:

A catalyst is presumed to be defective if the final ten-second average CO concentration is >0.3% for either the ASM 5015 or the ASM 2525 test mode (use the final five second average periods for TSI, either the 2500 rpm or idle tailpipe test), and the corresponding ten-second average O₂ concentration is ³0.4% AND the corresponding ten-second CO₂ concentration is less than 14%. The values used for the five second average for TSI, or ten second average for ASM shall be DCF corrected, except for CO₂ and O₂.

Programming Criteria:

1) The EIS shall automatically determine the efficiency of the catalytic converter if the vehicle fails the emissions portion of the test. The determination shall be made immediately after the end of the ASM 2525 test (or at the end of the idle test for TSI). The data (pass or fail) shall be stored in the Catalyst Efficiency Test Result (ASM 5015 or TSI-2500 rpm) and Catalyst Efficiency Test Result (ASM 2525 or TSI-Idle rpm) fields of the test record but shall not be displayed on the screen or printed on the VIR.

2) If the vehicle does not require the catalytic converter efficiency test, N (not applicable) shall be written to the Catalyst Efficiency Test Result (ASM 5015 or TSI-2500 rpm) and Catalyst Efficiency Test Result (ASM 2525 or TSI Idle rpm) fields of the test record.

3.6.18 Emission Control Systems Visual Inspection

a) Visual Inspection Procedures

All vehicles, regardless of test type or inspection reason, shall receive a visual inspection.

DISPLAY PROMPT:

EMISSION CONTROL SYSTEMS VISUAL INSPECTION

ENTER ONE OF THE FOLLOWING CODES FOR EACH EMISSION CONTROL SYSTEM:

CODE	DESCRIPTION
P	PASS
D	DISCONNECTED
M	MODIFIED
S	MISSING
N	NOT APPLICABLE
F	DEFFECTIVE

 

EMISSION CONTROL SYSTEM

· PCV System

· Thermostatic Air Cleaner

· Fuel Evaporative Controls

· Catalyst

· Exhaust Gas Recirculation

· Ignition Spark Controls

· Carburetor

· Fuel Injection

· Air Injection
Pump air injection (display if yes is entered at the air injection prompt)
Pulse air injection (display if yes is entered at the air injection prompt)

· O₂ Sensor And Connectors

· Wiring of Other Sensors/Switches/Computer

· Vacuum Line Connections to Sensors/Switches

· Other Emission Related
Components Add-on emission-related components
NOx retrofit devices
Retrofit crankcase emission control devices

· Liquid Fuel Leaks

· Fuel Tank Cap
Fuel tank cap (see functional test to see how visual test and functional test prompts are to be displayed).

Programming Criteria: (Visual Inspection)

1. The EIS shall prevent the entry of either Pass or Missing, Modified or Disconnected results code for both the Carburetor and Fuel Injection. A vehicle has only one type of fuel induction system and therefore an N (not applicable) must not be entered for both.

2. The EIS will display each emission control system. The EIS will require the technician to enter a single code for each emission control system.

3. The Fuel Tank Cap visual inspection will be prompted separately rather than being included with the Fuel Evaporative Control's visual.

4 The EIS shall prompt YES or NO for "Air Injection." The response "Y" for YES or "N" for NO shall be recorded in the Air Injection field of the test record. If NO, the EIS shall automatically enter "N" in the Pulse Air field and Air Pump field of the test record. If YES, the EIS shall prompt the technician to select either "Pump Air Injection" or "Pulse Air Injection" system. The EIS shall require the entry of P, D, M, S, N, or F for air pump or pulse air injection if a yes was entered for the air injection. The EIS shall allow only one type of air injection, therefore "N" must be entered for one of the air injection sub menus. The EIS shall enter the appropriate letter (P, D, M, S, N, or F) to the Air Pump field and Pulse Air field of the test record, and print the appropriate type and result to the VIR.

b) Test Record Entries:
A single entry is mandatory for each byte. The EIS shall be designed so that only a P, D, M, S, N or F can be entered by the technician for this field, except for the Liquid Fuel Leaks field which shall only accept P, F, or N. The entries must be made in sequence, but technicians may be allowed to edit previous entries. The technician shall make a positive entry for each ECS. The EIS shall have no built in defaults for the visual inspection.

The entries shall be recorded in the appropriate field in the test record. If any entries of D, M or S, are made into any fields in the visual inspection results portion of the test record, then a T will be entered in the Visual Inspection Result field of the test record. If no entries of D, M or S and any entries of F are made into these fields, then an F will be entered in the Visual Inspection Result field of the test record. If all entries in any fields in the visual inspection results portion of the test record are either P or N, then a P will be entered into the Visual Inspection Result field of the test record. The results shall be printed on the VIR.

3.6.19 Functional Checks
The following functional checks will be performed on all vehicles tested (ASM and two-speed idle) regardless of inspection reason, except as indicated.

DISPLAY PROMPT:

THE FUNCTIONAL INSPECTION

ENTER ONE OF THE FOLLOWING CODES FOR EACH OF THE FUNCTIONAL CHECKS:

CODE	DESCRIPTION
P	PASS
F	FAIL
N	NOT APPLICABLE

Note: Print visual or functional, whichever applies, next to the EGR and fuel cap results on the VIR.

Manual Functional Checks

· Exhaust Gas Recirculation System (display for two-speed idle testing only)
· Ignition Timing
· Malfunction Indicator Light (MIL)/Check Engine Light
· Fuel Cap Integrity Test
· Fillpipe Restrictor (display for "I" initial registration reason only)

Programming Criteria:

1) General: The EIS shall prompt the technician to perform the indicated functional inspection and enter P, F or N results (or T in the Fillpipe Restrictor field). If all of the fields in the Functional Check Results portion of the test record (except for the Fuel Cap Provided field) contain either a P or N, then P will be entered in Functional Test Result field of the test record. If any of these fields contain an F, then F will be entered into Functional Test Result field of the test record. If any of these fields contain a T, then T will be entered into the Functional Test Result field of the test record. The results will be printed on the VIR.

If a functional check is not required for any item, the EIS shall automatically populate the field with an "N" indicating that a function check of the item was not applicable.

2) Exhaust Gas Recirculation: The functional inspection of the EGR applies only to vehicles subject to the two-speed idle test; the EGR functional test does not apply to vehicles subject to an ASM test. For ASM tests, the Exhaust Gas Recirculation System (Functional) field of the test record shall be filled with an "N".

DISPLAY PROMPT:

CHECK EGR ACCORDING TO THE MANUFACTURER'S EGR CHECK PROCEDURES AND ENTER P, F OR N.

3) Ignition Timing: Ignition timing shall be performed on all vehicles, except for vehicles with non adjustable timing.

Programming Criteria: (Ignition Timing Check)

1. The EIS shall prompt the technician to prepare the vehicle for the ignition timing check in accordance with the vehicle's underhood specification and manufacturer's prescribed check procedures. The EIS shall display the following message:

DISPLAY PROMPT:

SEE VEHICLE'S UNDERHOOD LABEL AND MANUFACTURER'S TIMING CHECK PROCEDURES.

2. The EIS shall prompt the technician to verify that the vehicle's engine speed for the ignition timing check is within the manufacturer's tolerance, if applicable.

DISPLAY PROMPT:

IS THE VEHICLE ENGINE RPM OUT OF MANUFACTURER'S RECOMMENDED TOLERANCE? (YES/NO)

If the technician enters NO, the EIS shall prompt the technician to proceed with the ignition timing check. If the technician enters YES, the EIS shall record a "U" for Engine Speed Failure in the Ignition Timing field of the vehicle test record and print the following message on the VIR.

THIS VEHICLE FAILED THE IGNITION TIMING CHECK DUE TO ENGINE RPM BEING OUT OF TOLERANCE.

3. The technician shall be prompted to enter the results of the ignition timing check. If the technician enters a P or an F for ignition timing, the EIS shall prompt the technician to enter the vehicle's engine ignition timing in degrees followed by a B for before top dead center or an A for after top dead center. If the technician enters 0 degrees timing, no entry (A or B) is required. If the ignition timing can not be checked due to slipped damper, non-visible timing mark or other mechanical problems, the EIS shall prompt the technician to enter M (Mechanical Problem) and proceed with the inspection. M shall also be recorded in the test record. For non-adjustable computer-controlled vehicles, the software shall allow entry of Not Applicable (N) for the timing check, and shall store this in the Ignition Timing field of the vehicle test record. Entries of F, M or U shall all be considered a failure of the ignition timing check.

DISPLAY PROMPT:

ENTER RESULT OF IGNITION TIMING CHECK:
P = PASS
F = FAIL
M = MECHANICAL PROBLEM PROHIBITS TIMING CHECK
N = NON ADJUSTABLE TIMING

DISPLAY PROMPT: (FOR PASS/FAIL ENTRIES)

ENTER DEGREES.

4) Malfunction Indicator Light (MIL)/Check Engine Light: The technician shall be prompted to perform the MIL/Check Engine Light functional test and to enter the results of the test. Acceptable responses are "P" for Pass, "F" for Fail or "N" for non-applicable.

DISPLAY PROMPT:

PERFORM THE MIL/CHECK ENGINE LIGHT FUNCTIONAL TEST.

ENTER RESULTS OF MIL/CHECK ENGINE LIGHT FUNCTIONAL TEST (P, F, OR N)

Programming Criteria: (MIL/Check Engine Light)

A) OBD I

P, N or F shall be recorded in the Malfunction Indicator Light (MIL)/Check Engine Light field of the test record (P= pass, F= fail, N= Not applicable).

B) OBD II

The OBDII test consists of two parts, a visual check of the MIL/check engine light, and fault code retrieval. The EIS shall perform OBDII check as follows:

a. If there is an "N" in the OBDII Check field of the configuration file, only prompt the technician to enter "P", "F", or "N" for the MIL/check engine light. If there is a "Y" in the OBDII Check field of the configuration file, perform the OBDII check as listed below.

b. For 1996 and newer passenger cars and light duty vehicles (trucks and motor homes less than 14,001 lbs.) display the following prompt:

IS THIS VEHICLE SUPPOSED TO GET AN OBDII FUNCTIONAL CHECK? (YES/NO)

If yes, prompt the technician to visually inspect the MIL/check engine light, and enter "P" or "F" for the light. Once "P" or "F" have been entered, the EIS shall prompt the technician to hook up the EIS's OBDII connector. Then the EIS shall prompt the technician to start the vehicle, and allow the vehicle to idle. Next, the EIS shall access the OBD system and check for readiness indicators and fault codes.

If no, only prompt the technician to enter "P", "F", or "N" for the MIL/check engine light.

c. If there is an "N" in the OBDII field of the VLT, do not prompt the technician to hook up the OBDII connector. For vehicles with an "N" in the OBDII field of the VLT, prompt the technician to enter "P", "F", or "N" for the MIL/check engine light. The "N" in the OBDII field overrides the criteria listed in item b above.

1. The EIS shall determine the pass/fail status of the OBD systems as follows:

Pass (P) No emission related faults (or emission related faults detected, but the MIL was not commanded on), readiness indicators turned on, and "P" was entered for the MIL/check engine light visual test.

Note: Only use the readiness indicators for pass/fail criteria if there is a match with the vehicle's readiness indicator(s) that is not turned on and the readiness indicators in the VLT, or OBD_RED.DAT. In addition to looking for a match between the vehicle's readiness indicators, the EIS shall use a count supplied in the VLT or OBD_RED.DAT to determine the maximum number of monitors that can not be turned on and still pass.

If a monitor is not supported by a vehicle's OBDII system, ignore the monitor.

Fail (F) Faults detected (emission related codes) with the MIL commanded on, or "F" was entered for the MIL/check engine light.

Note: Only fail the OBDII system for emission related fault codes (Functional check) when the MIL is commanded on.

Not Ready (R) = (F) Vehicle has not been operated long enough since faults were cleared (readiness indicators not turned on, or too many readiness indicators have not been turned on). The vehicle fails the test.

Note: Only use the readiness indicators for pass/fail criteria if there is a match with the vehicle's readiness indicator(s) that is not turned on and the readiness indicators in the VLT, or OBD_RED.DAT. In addition to looking for a match between the vehicle's readiness indicators, the EIS shall use a count supplied in the VLT or OBD_RED.DAT to determine if too many readiness indicators have not been turned on. If too many readiness indicators have not been turned on, the vehicle fails.

If a monitor is not supported by a vehicle's OBDII system, ignore the monitor.

No Communication (U) = (F) Unable to communicate with OBD system. The vehicle fails the test.

If there is failed communication, prompt the technician to recheck the OBDII hookup and try again. If failed communication occurs again, store U to the fault codes field of the test record, and print the following message on the VIR:

THIS VEHICLE FAILED THE MIL/CHECK ENGINE LIGHT DUE TO OBD COMMUNICATION FAILURE.

If the readiness indicators are not turned on, store the appropriate readiness indicator codes (see item 3 below for readiness indicator codes to store in the test record) to the readiness indicators field of the test record, and print the following message on the VIR: (Only print the following message when the readiness indicator(s) is used for the pass/fail criteria.)

THIS VEHICLE FAILED THE MIL/CHECK ENGINE LIGHT DUE TO FAILURE TO SUCCESSFULLY COMPLETE ALL OBD SELF TESTS.

The standard emission related fault codes and corresponding description shall be displayed, printed on the VIR and stored in the test record (only print and display emission related fault codes when the MIL is commanded on, store all emission related fault codes, up to eleven codes). If the failure was due to the MIL/check engine light visual inspection, store L to the fault codes field of the test record, and print the following message on the VIR:

THIS VEHICLE FAILED MIL/CHECK ENGINE LIGHT DUE TO A WARNING LAMP FAILURE.

A list of emission related fault codes along with their corresponding description shall be in OBDII.DAT. A list of readiness indicators and the number of indicators that must be turned on shall be in the VLT or OBD_RED.DAT. The EIS shall first look to the VLT for the readiness indicators and count. If the misfire monitor status field in the VLT is filled with a 'Y' or 'N', all readiness indicator information will be contained in the VLT. If the misfire monitor status field in the VLT is filled with a space, all the readiness indicator information will be contained in OBD_RED.DAT. The EIS shall compare all readiness indicators that are not turned on against those in the VLT, or OBD_RED.DAT. If there is a match between the readiness indicators that are not turned on, and too many of the vehicle's readiness indicators are not turned on, the vehicle fails.

Examples:

OBDII is enabled in CONFIG.DAT
OBDII required field in the VLT is space filled
1996 passenger vehicle, technician states vehicle is supposed to get an OBDII check

 

VLT fields filled as follows:		OBD_RED.DAT filled as follows:		Vehicle's OBDII system filled as follows: (On = Ready    Off = Not Ready)
Misfire	N	Misfire	Y	Misfire	On
Fuel System	N	Fuel System	Y	Fuel System	On
Comprehensive component	Y	Comprehensive component	Y	Comprehensive component	On
Catalyst	Y	Catalyst	Y	Catalyst	On
Heated catalyst	Y	Heated catalyst	Y	Heated catalyst	Off
Evaporative system	Y	Evaporative system	Y	Evaporative system	On
Secondary air system	Y	Secondary air system	Y	Secondary air system	Not supported
A/C system refrigerant	N	A/C system refrigerant	Y	A/C system refrigerant	On
Oxygen sensor	N	Oxygen sensor	Y	Oxygen sensor	On
Oxygen sensor heater		Oxygen sensor heater		Oxygen sensor heater	On
EGR system	N	EGR system	Y	EGR system	On
No match	N	No match	N
Count	2	Count	5

 

The EIS shall use the readiness indicator information from the VLT. To pass the readiness indicator portion of the OBDII check, the vehicle cannot have two or more of the following readiness indicators not set and still pass the readiness indicators check:

Comprehensive component
Catalyst
Heated catalyst
Evaporative system
Secondary air system

The above vehicle passes the readiness indicators check.

Example #2:
OBDII is enabled in CONFIG.DAT
OBDII required field in the VLT is space filled
1998 passenger vehicle, technician states vehicle is supposed to get an OBDII check

VLT fields filled as follows:		OBD_RED.DAT filled as follows:		Vehicle's OBDII system filled as follows: (On = Ready    Off = Not Ready)
Misfire		Misfire	Y	Misfire	On
Fuel System		Fuel System	Y	Fuel System	On
Comprehensive component		Comprehensive component	Y	Comprehensive component	Off
Catalyst		Catalyst	Y	Catalyst	Off
Heated catalyst		Heated catalyst	Y	Heated catalyst	Off
Evaporative system		Evaporative system	Y	Evaporative system	Off
Secondary air system		Secondary air system	Y	Secondary air system	Off
A/C system refrigerant		A/C system refrigerant	Y	A/C system refrigerant	Off
Oxygen sensor		Oxygen sensor	Y	Oxygen sensor	Off
Oxygen sensor heater		Oxygen sensor heater	Y	Oxygen sensor heater	On
EGR system		EGR system	Y	EGR system	Not supported
No match		No match	N
Count		Count	8

The EIS shall use the readiness indicator information from OBD_RED.DAT because the misfire monitor field in the VLT is space filled. To pass the readiness indicator portion of the OBDII check, the vehicle must not have eight or more of the following readiness indicators not set:

Misfire
Fuel System
Comprehensive component
Catalyst
Heated catalyst
Evaporative system
Secondary air system
A/C system refrigerant
Oxygen sensor
Oxygen sensor heater
EGR system

The above vehicle passes the readiness indicators check.
Example #3:
OBDII is enabled in CONFIG.DAT
OBDII required field in the VLT is space filled
1998 passenger vehicle, technician states vehicle is supposed to get an OBDII check

VLT fields filled as follows:		OBD_RED.DAT filled as follows:		Vehicle's OBDII system filled as follows: (On = Ready    Off = Not Ready)
Misfire		Misfire	Y	Misfire	On
Fuel System		Fuel System	Y	Fuel System	On
Comprehensive component		Comprehensive component	Y	Comprehensive component	Off
Catalyst		Catalyst	Y	Catalyst	Off
Heated catalyst		Heated catalyst	Y	Heated catalyst	Off
Evaporative system		Evaporative system	Y	Evaporative system	Off
Secondary air system		Secondary air system	Y	Secondary air system	Off
A/C system refrigerant		A/C system refrigerant	Y	A/C system refrigerant	Off
Oxygen sensor		Oxygen sensor	Y	Oxygen sensor	Off
Oxygen sensor heater		Oxygen sensor heater	Y	Oxygen sensor heater	On
EGR system		EGR system	Y	EGR system	Off
No match		No match	N
Count		Count	8

The EIS shall use the readiness indicator information from OBD_RED.DAT because the misfire monitor field in the VLT is space filled. To pass the readiness indicator portion of the OBDII check, the vehicle must not have eight or more of the following readiness indicators not set:

Misfire
Fuel System
Comprehensive component
Catalyst
Heated catalyst
Evaporative system
Secondary air system
A/C system refrigerant
Oxygen sensor
Oxygen sensor heater
EGR system

The above vehicle fails the readiness indicator check.

Note: whenever the OBD II functional check is performed, store the MIL status to the MIL Status field of the test record.

Whenever a readiness indicator(s) is not turned on, store the appropriate letter(s) to

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