Man,
I knew I was paranoid, but now I have a good reason. Sounds like the
gauntlet has been thrown down. Maybe Ill stick to the big mods on my 1974
and older rides to avoid the heart ache of being a "gross polluter". Will
they throw me in jail if I light up the MIL more than 3 times?
BKB
At 02:13 PM 7/24/98 -0700, you wrote:
>The purpose of this comment is just to inform..........
>My advise to you would be to try and comply with the Calif. smog
>inspection, below is an EPA document published in 1996 outlining
>requirements for
>all states in the U.S. It won't be long before it is implemented in all
>states (most states are ahead of the requirements) Calif. and Colorado
>are already
>using the new test procedures.
>
>
>
>
> EPA Establishes Requirements For OBD
>Inspection In I/M Programs
>
> Washington, D.C., Aug. 14, 1996 -- The U.S.
>Environmental Protection Agency (EPA) has issued a final regulation
> establishing the minimum requirements for
>inspecting vehicles equipped with on-board diagnostic (OBD) systems as
> part of the inspections required in basic
>and enhanced Inspection and Maintenance (I/M) programs.
>
> EPA's action establishes the test procedures
>for the OBD computer test portion of the I/M test. OBD testing of all
> 1996 and newer model vehicles will be
>required in all I/M programs beginning Jan. 1, 1998. Areas in the
>Northeast
> Ozone Transport Region eligible to implement
>a low enhanced I/M program must begin OBD testing by Jan. 1, 1999.
>
> Automotive Service Association (ASA)
>Washington Representative Bob Redding said, "Failure of the OBD test
>will
> not result in mandatory repair until Jan. 1,
>2000. During this two-year test-only period, EPA, in cooperation with
>states
> and motor vehicle manufacturers, hopes to
>gather data on the effectiveness of OBD."
>
> According to EPA, the I/M test will include
>the following OBD test standards: Beginning Jan. 1, 2000, failure of the
> OBD test shall be a basis for failure of the
>I/M test; a vehicle shall fail the OBD test if it is a 1996 or newer
>vehicle and
> the vehicle connector is missing, has been
>tampered with, or is otherwise inoperable; a vehicle shall fail the OBD
>test if
> the malfunction indicator light (MIL) is
>commanded to be illuminated and is not visually illuminated according to
>visual
> inspection; a vehicle shall fail the OBD
>diagnostic test if the MIL is commanded to be illuminated and specified
>codes
> are present.
>
> EPA concluded that because OBD technology is
>new, the two-year period of study was warranted. From Jan.1,
> 1998, to Dec. 31, 1999, vehicles that fail
>the OBD test will not automatically fail the I/M test or be required to
>obtain
> repairs.
>
> EPA believes that there will be no lost
>emission reductions as a result of the study period because most
>vehicles will
> still have to undergo tailpipe emission and
>evaporative tests. The agency reasons that since OBD testing is only
> required on 1996 and newer vehicles, these
>vehicles will still be new and clean in 1998 and 1999 and would likely
>not
> fail the I/M test.
>
> The Automotive Service Association is the
>largest not-for-profit trade association of its kind serving more than
>12,000
> businesses and approximately 55,000
>professionals from all segments of the automotive service industry. ASA
> advances the professionalism and excellence
>in the automotive repair industry through education, representation and
> member services.
>
> News Bulletin 96.52
>
>Below is a list of additional requirements for state smog checks.
>
>OBD-II Incorporation Into Smog Check
>
> Verify that MIL is not illuminated (light and computer indication)
> Verify that the I/M Readiness Code is fully set
> Verify that no fault codes are stored (even though the MIL in not
>illuminated, codes are still stored)
> Verity that "proper" calibration is installed
>
>On-Board Diagnostics II Key Monitoring Requirements
>
> Primary Emission Control Systems/Components
> Catalyst
> Misfire
> Evaporative System
> Fuel System
> Oxygen Sensor
> Exhaust Gas Recirculation System
> Secondary Air Injection System
> Heated Catalyst System
> Comprehensive Components
>
>And at last the effects of engine modifications as it relates to OBDII:
>
>
>
> THE EFFECT OF MODIFICATIONS
>
>
>Higher fuel pressure or larger injectors:
> A potential problem with a fuel trim diagnostic failure exists when
>changes are make to the flow rate of the injectors or the fuel pressure.
>The criteria that
> are needed or, in other words, the amount of correction that is
>allowed, will determine the success of this modification. In all
>fairness, on a totally stock
> vehicle there's no reason to change either one of the
>above-mentioned areas. A highly modified engine would probably evoke
>trouble codes in other
> areas first.
>Cat-back Exhausts:
> There should be no problem with cat-back exhaust systems since
>their improvement to airflow is not monitored. There may be a possible
>problem area
> in EGR function if mufflers are not used.
>Increased Rocker Arm Geometry:
> There is no interference with OBD-II functioning by increasing lift
>with rocker arms of a different ratio. Even though increased lift
>through rocker arm
> geometry has a slight effect on duration, its more dominant are is
>in valve moment.
>Camshafts:
> This is major area of concern with possible problems all over the
>map. Valve event timing will have a drastic effect on hydrocarbon
>generation, which
> will affect both HO2s time to activate and response time. It may
>also have an effect on converter efficiency due to the increased
>hydrocarbon load
> placed on the converter. Another area of concern is in idle
>stability and misfire detection. The roughness that we all like in a
>cammed engine most likely
> will be interpreted as a misfire, which will be confirmed by the
>lack of converter conversion efficiency. Camshafts with slightly
>increased durations and
> lobe separations angles of at least 112 degrees will most likely be
>tolerated.
>Cooler Thermostats:
> Without letting the engine reach normal operating coolant
>temperatures, the drive cycle will not be completed.
>Cylinder Heads:
> It appears that increased volumetric efficiency through
>better-flowing heads and a slight raising of the fuel pressure to keep
>the fuel trim in check should
> go totally undetected.
>Headers:
> Emissions-legal headers will have no effect on OBD-II.
>Superchargers:
> In theory, since WOT is not monitored, the only possible problem
>arises with fuel trim under closed loop boost and idle stability with
>the air being
> forced into the throttle body. Even though superchargers do not
>affect idle quality, there will be fewer counts of the IAC to achieve
>the same idle. This
> should not pose a problem. The increased volume of air passing
>through the MAF will most likely be detected and recorded. Since it will
>only be for a
> short period of time, the system should respond like Ford's EEC-IV
>by seeing an uncalculated amount of air and illuminate an MIL.
>Nitrous:
> It looks as if nitrous is the safest be for adding performance on
>OBD-II vehicles. This is almost a contradiction in itself; since nitrous
>is only operated at
> WOT, the ECU will not care (see Fig. 11).
>
>
>
>Comming to a city or state near you.....
>
>
>
>
>
>
>> -----Original Message-----
>> From: Boog318@aol.com [SMTP:Boog318@aol.com]
>> Sent: Friday, July 24, 1998 6:12 AM
>> To: dakota-truck@buffnet.net
>> Subject: Re: DML: FW: need to pass smog test
>>
>> Other options? Get the hell out of CA. :o)
>
>
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