Attention

Beforethefirstclassmeeting,youmust completethefollowingitems: 1. ReadthetwoMotorsarticles coveringCANandETC 2. Completethetakehomeexam andgivetoinstructorinthefirstday ofclass 3. CompletetheInternetAssignment

2009TechnicianUpdateTrainingCourse SmogCheckFailureDiagnostics
ButteCollegeAutomotiveTechnology

- 2009 SMOG CHECK TECHNICIAN UPDATE COURSE STUDENTCOURSESYLLABUS

The purpose of the Bureau of Automotive Repairs (BAR) update training course is to update technicians on new automotive technology and emission testing procedures that affect Californias Smog Check vehicle inspection program. Both initial applicants seeking a license and currently licensed Smog Check technicians must successfully complete this course prior to obtaining or renewing their license after December 31, 2008. Course Description: The 2009 Update Training Course will include course lectures, homework assignments, laboratory assignments, and a final examination. BAR approved course materials shall be distributed by the instructor to the student prior to (or at the start of the first class). The course will be a minimum of 16 hours in length, and will include the following subject areas: Advanced Electrical/Electronic systems diagnostic and repair procedures as they pertain to vehicle emission failures. Practical application of the internet to obtain automotive diagnostic and repair information. BAR Updates Instructor Presentation: The instructor will cover step-by-step methods that may be used to diagnose HC, CO, and NOx emission failures. The instructor will discuss two case studies for each emission failure problem noted above, and provide an instructor led demonstration (e.g. testing techniques, equipment set up, test results documentation, application of critical thinking skills, etc.) related to each emission failure. In addition, the instructor will discuss final invoice documentation procedures required by law for emission failure diagnosis and repairs. The instructor will cover basic use of the internet and accessing websites relevant to emission failure diagnosis and repairs. To pass the 2009 Update course the student must: Attend all course hours. Pass all laboratory examinations. Score 70% or better on all examinations. Score 70% or better on all homework assignments Hand-On Laboratory Examinations: Students will be provided a series of laboratory examinations to perform in the shop environment. Students must complete all the laboratory assignments successfully to pass the course. Homework assignments (supplied by the instructor): Read the following two articles: o Meddle With the Pedal: Electronic Throttle Control (Mike Dale Motor Magazine, July 2007). o Diagnostics Using OBD II Data Bus Communication Networks (Bosch) Complete the (take home) examination related to the two articles noted above. Complete the internet laboratory assignment.

Meddle With the Pedal:

ELECTRONIC THROTTLE CONTROL

BY MIKE DALE Doing away with the throttle cable was just the beginning. Electronic throttle control (ETC) has allowed engineers to add many other noteworthy vehicle systems and capabilities, with more to follow.

July 2007

Photoillustration: Harold Perry; Images: Mikuni Corp., Abletronik & Jupiter Images

t may well be that software integration of automotive electronic systems will turn out to be the most significant automotive technological development of this decade. Originally electronic systems such as ABS, HVAC and emissions were developed separately by those groups within each carmaker that were most responsible. The brakes and suspension group worked on ABS while emissions and engine control issues were handled by powertrain people. Software integration has brought these systems together. The result is new, interrelated technologies that produce better mileage, safer cars and reduced emissons. At the head of this trend, as an enabling technology, is electronic throttle control (ETC), which is part of an industrywide response to calls for better fuel economy, reduced emissions and a reduction in vehicular fatalities. This story is not so much about hardware as it is about software that uses ETC as an input and an actuator to make the new technologies possible. Without ETC, the planned advances in hybrid and diesel technology that are now right around the corner would not be possible. Cur-

rent advances such as electronic stability control (ESC), expected to save thousands of lives per year, would simply not be possible without ETC. Best yet, ETC reduces cost and complexity for carmakers by integrating formerly stand-alone features such as idle control, cruise control and throttle control into a single, mostly software-based system. This latest version of electronic throttle control should not be confused with the earlier stand-alone systems that replaced the mechanical link between the driver and the engine. In these new systems, the output of the pedal sensor is an input not only to the engine control system but to the software system as a whole. As such, pedal angle becomes a valuable input to other electronic control systems. The algorithms that control the ABS, ESC, cruise control, HVAC and other system functions all use pedal angle data in the decision-making process. The throttle angle that results is not only what the driver wants but what the systems needs for correct and safe operation. In these new-generation ETC systems, the accelerator pedal module becomes a two-way device: It accepts information about desired engine output from the driver, plus it can feed back tactile information to the driver as a warning that the selected engine output is either wrong or dangerous.

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ELECTRONIC THROTTLE CONTROL

This is the roller lifter used in Chryslers cylinder shutdown system. Oil flow regulated by a computer-controlled solenoid unlocks the lifter to prevent the valve from opening.

The Technological Need for ETC

The clear goals of the automotive industry are to improve fuel economy, reduce emissions and improve function and safety for the driver. To understand the design options available to accomplish these goals, you need to know what produces the best results and what causes subpar performance. These complicated goals are further complicated by trade-offs that have to be made. Fuel economy and emissions output per mile traveled are directly related to the size of the vehicle and the size of the engine. In keeping with the laws of physics, cutting fuel consumption is about either reducing the mass of the vehicle or reducing acceleration. Since the systems are not perfect, theres another path that can be traveledby improving efficiency to reduce losses. The first thing to know is that most automobile engines are much larger than they need to be for most real-world operating conditions. The big V8 often selected for full-size pickups is really chosen to pull a boat or trailer the owner may have in mind. Yet trailer towing may amount to less than 10% of the actual vehicle miles; 90% of the time a smaller engine would do just fine. The fact that engines generally spend most of the time running at a small fraction of their peak power output is referred to as the partial power problem. Toyota says the Otto cycle engine is most efficient at 40% to 45% of its redline rpm. This is the point at which torque is at about 70% to 80% of its peak value for a given engine. In this most efficient

operating range, the engine produces about 40% of its peak power rating. Lets use Toyotas 108-hp ECHO engine as an example. Given the numbers just mentioned, it would be best if most of the time the engine output were in the range of 40 to 50 hp. Unfortunately, this is not enough for adequate acceleration or hill climbing. Calculations show that if the ECHO had only a 30-hp engine, it would need 30 seconds to accelerate to 60 mph. If such a vehicle were to encounter a 10% grade, it would slow down to 30 mph before it reached the top of the hill. On the other hand, only 15 hp or so is needed to maintain 60 mph on level roads, and even less power is needed for idling and low-speed travel. The net result is that the engine power output that was chosen for adequate passing and hill-climbing is larger than necessary for most of the operating circumstances of the vehicle. In addition, engines are seldom operated under the circumstances that would produce the best results for fuel economy and emissions output. For a typical engine with a redline of 5000 rpm, the sweet spot should be at about 2000 rpm. In practical terms, most engines actually operate in a much broader range between idle and 3200 rpm. There are the occasional zooms to redline, but they represent a small part of the true operational circumstances. Given normal gearing, the peak efficiency point for a vehicle turns out to be around 55 mph. The double-nickel speed limit was not chosen randomly, but rather with an eye to best fuel econ-

omy for the average vehicle. For a given distance traveled, fuel economy tapers off at both higher and lower speeds. Holding a constant speed is an advantage, as it avoids both the extra fuel needed for acceleration and the increased emissions that often result from deceleration. Not surprisingly, the sweet spot of engine efficiency is also the sweet spot of emissions output. Its the cold-start events and sudden speed changes that challenge emissions control systems. Electronic throttle control can actually help emissions through strategies that lean out the mixture in concert with retarded ignition timing to assure an earlier light-off for the converter. Efficiency losses occur on both sides of the sweet spot for a given engine. At high engine speeds, friction among the piston, the rings and the cylinders accounts for more of an engines lost output. These friction losses become more significant as engine size is reduced. Parasitic losses to engine accessories such as the oil and water pumps also increase as a function of rpm. Another issue is the need to richen the fuel mixture to get maximum torque output from the engine. It may help acceleration but it doesnt help emissions output or fuel consumption. The major cause of efficiency losses at low speed is called pumping loss. Reducing the output of an engine is accomplished by limiting the airflow into the engine. The throttle plate restricts the intake of air by forcing the engine to drag air through a narrow or restricted inlet. The restriction of the air intake

42

July 2007

Photos courtesy Chrysler

ELECTRONIC THROTTLE CONTROL

Waveform courtesy Chrysler

The black trace at the bottom of this screen capture shows how the MDS switches between four-cylinder and eightcylinder operation. At higher speeds the load is lower and the portion of the time in four-cylinder mode increases.

The stepper motors on these throttle bodies are mounted on the side. With direct computer control, the throttle angle can be changed to adapt the engine throttle setting in keeping with the results of the computers algorithm.

creates a differential pressure across the throttle plate we know as intake manifold vacuum. Since the air entering the cylinder is below atmospheric pressure, less air enters the cylinder. The engine control system measures the pressure differential and reduces fuel input accordingly. The reduced quantities of air and fuel result in the desired reduction of power output. The downside to this is that having partial pressure in the intake manifold wastes energy. As the piston moves downward on the intake stroke, normal pressure below it and partial vacuum above it cause drag on the rotation of the crankshaft. These pumping losses occur during most engine operating conditions, as the throttle is seldom truly wide open. Diesel engines are known to be approximately 25% more efficient than gasoline engines. According to Toyota, one reason is that the diesel engine uses no throttle, and thus suffers reduced pumping losses. In gasoline engines, the throttle-related losses are believed to be in the range of 7% to 10%. Diesel engines are also more efficient due to their higher compression ratio. GM says that its difficult to achieve all of the design goals of better fuel economy, reduced emissions and driver safety at the same time. Typically, in a fixed-valve-timing engine, best power has be traded off against other desirable elements such as torque, idle stability and fuel economy.

There are other approaches that try to deal with the issue of the throttlerelated partial power problem. Gasoline direct injection is an approach to improving efficiency by calibrating each combustion event to the needed power requirements. The direct injection system controls engine power by injecting only that amount of fuel needed to produce the desired engine power output. Another approach is through variable valve timing. VVT systems offer varying degrees of control based on system complexity limits. Early intake valve closing (EIVC), late intake valve opening (LIVO), late intake valve closing (LIVC) and fully variable valve lift strategies have demonstrated reduced pumping losses and improved fuel economy. GM has tried the EIVC strategy, which uses the variable intake valve closing and intake valve lift control to unthrottle the engine at part-load and light-load operating conditions. Here the intake valve duration and lift are significantly reduced to control airflow into the engine, allowing it to operate at higher intake manifold pressures with the potential to fully unthrottle the engine under all operating conditions. Electronic or hydraulic valve actuation solenoids under the direction of software-controlled cam profiles may someday offer even greater flexibility. These systems have been talked about and demonstrated. Renault had one in a Formula One racer a while back with a

17,000-rpm redline. So far the software cam has not appeared in a production vehicle due to the dynamic complexity of landing the valve back on its seat without noise. The actuators shown so far are also bulky and expensive in comparison to mechanical actuation. According to GM, the downside to these various VVT strategies for production engines is that they require moderate to significant changes to the engines architecture to successfully package the VVT components. Cam phasers not only take up space, but also add to the vehicle in terms of complexity, weight and cost.

Using ETC to Achieve System Goals

Automakers have taken this research into engine efficiency and done their best to make sure the engine spends more of its time in and around the sweet spot. They know that the vehicle has to feel normal to the driver and have gone to great lengths to make that happen. From the drivers standpoint, what the computing platforms are adjusting and controlling is strictly in the background. Getting greater efficiency is accomplished in several ways: Transmission Control. Keeping the engine at its rpm sweet spot is accomplished by having more of the need for rpm compensation between the engine and the drive wheels handled by the transmission. Six-, seven- and eightspeed transmissions, as well as CVTs,

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July 2007

Photo courtesy Mikuni Corp.

ELECTRONIC THROTTLE CONTROL

are becoming commonplace. As CVTs are still limited in their peak torque handling capability, vehicles with highoutput engines have stayed with conventional multispeed transmissions. Ford and GM are in production now on their joint venture six-speed transmission. About 85% of the components are meant to be shared by both manufacturers. Expectations are for a 4% increase in fuel economy while at the same time providing a 7% improvement in 0-to-60 times. Unlike conventional transmissions, with their ratio spread of approximately 4.0 to 1.0, the new Hydramatic/Ford transmission has a wider overall ratio of 6.0 to 1.0. Electronic throttle control is an integral part of the improvements in both fuel economy and acceleration. Having so many gears requires some adaptations. Toyotas eight-speed transmission, for example, has a software provision to skip gears during deceleration to make the downshifting smoother and less apparent to the driver. The ETC system smoothes the shift performance between gears by adjusting the throttle opening at the shift point. Programmed steps in the ETC system can be used to give the driver the feel of a conventional transmission, so the CVT doesnt feel odd. Driveline management software is used to select the combination of engine output and gear ratios that will deliver the needed torque in the most efficient way. The software is capable of reducing the torque input to the transmission during the shift sequence to reduce mechanical shock to the drivetrain. This driveline management software is especially important for on-demand AWD. The shift from two-wheel to four-wheel drive must be controlled to avoid torque bumps and other interactions between the drive wheels. Displacement Reduction for Light-Load Conditions. GM, Chrysler and others have implemented variable displacement strategies. GMs Displacement on Demand system reduces effective engine size during steady-state, lowpower conditions. A key aspect of this system is the ETC systems ability to create a greater throttle angle without the need for the driver to change pedal anstrategies. Cadillacs first attempt at variable displacement (V-8-6-4) in the early 80s foundered at the time for a variety of reasons, including driver dissatisfaction with how the engine felt as it dropped or picked up displacement. ETC, with its computer control, is able to automatically make the throttle angle changes needed so the change is seamless to the driver. Another benefit of ETC, according to GM, is the ability to modify vehicle response to a change in pedal angle position. Consumer research shows that vehicle response to accelerator inputs greatly affects a drivers overall satisfaction with the vehicle. The response of the vehicle to the first 20mm (.8 in.) of throttle movement may be more important than the actual 0-60 acceleration time. Vehicle Safety. Electronic stability control is probably the most significant safety development since the invention of the seat belt. By federal requirement and automaker cooperation, this system will be standard on all vehicles by 2010. The hope is that as many as 10,000 lives per year will be saved. To function as it does, ESC depends on ETC. Electronic stability control systems are an integration of existing vehicle systems (ABS, TC, ECM), coupled with added sensors to determine steering angle and yaw. A key input to the system is the pedal angle position sensor output. The ESC system runs an algorithm that determines if the requested engine output is safe. When its advisable, the output from the system can be a throttle angle command thats not what the driver requested. When theres a possible loss of traction and/or steering control, the ESC system can overrule driver input to reduce throttle angle and engine power. Electronic throttle control can also be used to protect the engine, driveline and tires from operation that may cause excess wear or damage. Rev limiting can be accomplished in software by governing the throttle angle rather than cutting off fuel or ignition. This results in a much smoother limiting that does not cause the driver to sense that the engine has cut out, as can be the case with ignition- and fuel-based limiter systems. Rental car companies have

What was once a simple pedal and spring arrangement has become a highly sophisticated sensor/actuator. Triple redundant systems assure that the drivers intent gets to the computer without error.

gle. This is a key element to assuring that the only indication to the driver that four of the V8s cylinders are deactivated is the light on the dash. Emissions Control. ETC is a part of the strategy to reduce engine emissions during cold start-up. One way to cause quick heating in the catalytic converter is to retard timing and lean out the mixture. The ability to do this is limited by the loss of torque and power that results from these engine settings. For a given pedal position, the driver will feel reduced power when the strategy is implemented. Software compensations to the throttle angle can be made that maintain the original pedal-to-throttle relationship the driver is used to. ETC also can be used to control actual throttle angle during acceleration and deceleration to minimize pumping losses. Often the throttle angle implemented by the ETC system could be more favorable than the driver is able to select. The greatest impact on emissions performance of ETC systems is the above-mentioned variable displacement

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July 2007

Photo courtesy Abletronik

ELECTRONIC THROTTLE CONTROL

The stepper motor positions the throttle plate according to the results of the computers throttle position algorithm. The gear train increases the resolution so the plate can be set with high accuracy.

The dual and offset outputs from the pedal angle sensor are a form of redundancy that guarantees the accuracy of the output. Some pedal assemblies can feed back to the driver tactile information about the correctness of the desired throttle angle.

pushed for rev limiters as a way of protecting their assets from drivers who dont care how hard they push a vehicle simply because they dont own it.

Using ETC to Enable Other Technologies

GMs Vortec 5.3L V8 uses Active Fuel Management (AFM), with ETC as a key input. The 3.9L V6 also uses AFM, but in combination with VVT. GM says the 3.9 is the first to use both cylinder deactivation and VVT on the same engine. Under light-load conditions, either engine can deactivate half the cylinders. Real-world fuel savings of 7% is what GM is advertising, although the benefit reportedly is greater for those who do a lot of steady-state highway cruising. The E38 ECM measures load conditions based on inputs from vehicle sensors such as ETC and interprets that information to manage more than a hundred engine operations. Fuel injection, spark control and electronic throttle control are all included. When loads are light, the engine computer automatically closes both the intake and exhaust valves, while at the same time cutting fuel delivery. When the driver demands acceleration or increased torque to move a load, the cylinders are reactivated. In these systems, ETC is used to balance torque to prevent the driver from feeling the cylinders as they come or go off-stream. During deactivation, both valves are closed. The energy used to compress the air in the cylinder is returned to crankshaft on the downstroke as the trapped air acts as a spring. The

transition takes less than 20mS, and the driver never notices it. The actual hardware used to control the deactivation is called a lifter oil manifold assembly (LOMA), and is located in the valley of the V8 engine. Four electric solenoids are controlled by the result of the E38s processing of the load algorithm. These solenoids determine the number of active cylinders by controlling oil flow to the lifters of the affected cylinders. In an AFM-equipped engine, pumping losses are reduced during deactivation primarily by the increase in intake manifold pressure. During deactivation, the remaining cylinders need reduced throttling in order to provide an equivalent amount of work. Without electronic throttle control, the driver would notice the deactivation as a sag in performance. Without the driver needing to change the pedal angle, the software changes the throttle angle to reflect the fewer number of functioning cylinders. AFM operation is load-based. The load is measured and combined in an algorithm with the drivers demand for power as measured by throttle application. Active fuel management does not affect emissions output from the active cylinders. For the inactive cylinders, no fuel is wasted or burned, and the result is lower emissions for the distance traveled. The key point here is that the only mechanical components needed are the three or four special valve lifters and the solenoids to control them for the cylinders that are to be deactivated. The software-based control system uses inputs

about engine load, vehicle speed, driver intention, safety and emissions inputs in making the decision to shut down individual cylinders. The ETC system already in place is used to make sure the vehicle operates normally during the deactivation. The Gen IV Vortec 5.3L takes ETC to the next level by taking advantage of the processing capability available in the E38 computer. The increased integration allows the elimination of the throttle actuator control (TAC) module. In previous systems, the TAC module took commands from the ECM and operated the electric stepper motor that controls throttle position. In the new system, the ECM operates the throttle directly. This direct link between the throttle and the computer speeds up response time. Eliminating the TAC also reduces wiring, reliability issues and the need to monitor the TAC module for correct operation. The flex-fuel 5.3 requires no special fuel sensor. Earlier flex-fuel engines used a light-reactive sensor to determine what blend of fuel was in the system. The Gen IV engine uses a virtual sensor programmed into its software. Based on readings from the oxygen sensors, fuel level sensor and vehicle speed sensors, the ECM determines the fuel blend and adjusts the fuel injector pulse width and the throttle angle as required. The ETC system makes the needed throttle angle changes. Because ethanol has a lower BTU rating for the same volume as gasoline, more fuel is required to provide the same power at wide-open throttle.

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July 2007

Illustrations courtesy University of Toyota

ELECTRONIC THROTTLE CONTROL

Toyota is using what it calls Power Train Management on the Lexus LS 460. With this system, the most suitable vehicle drive power is accurately accomplished with optimized engine torque and gear ratio. Toyotas emphasis is on what the driver experiences, which is torque at the drive wheels. Toyota says that with conventional powertrain controls, a target throttle opening and gear ratio are determined according to the drivers pedal angle input. Consideration in terms of throttle angle is given to other vehicle systems such as cruise control and vehicle stability control (VSC). The result is that the target throttle opening and target gear ratio are set separately. In previous systems, this situation worked well because each of the vehicle systems was not large, and the desired accuracy requirements were not particularly high. This situation has changed. Newer vehicle systems with precrash safety systems and intelligent parking assistance (IPA) systems have caused the relationships among vehicle systems to become more complicated. It has become more difficult to align all the different systems to achieve the desired drive power. Toyota says it has developed something called Vehicle Dynamics Integrated Management (VDIM) to integrate the vehicle stability control, traction control, ABS and electric power steering. ETC is used for VDIM sensor inputs and control actuators. The VDIM system controls the drive power by selecting the combination of engine power and transmission gear to give the needed drive wheel torque at the highest possible efficiency. By having an integrated system, the best choices for ignition timing, engine rpm and gearing can be chosen to deliver torque and acceleration the driver senses. The torque and power of the drivetrain for hybrid vehicles can come from the internal combustion engine, the generator and/or the electric motor. Combining and distributing the torque is handled by a planetary gearset that both Toyota and Ford call a power split device (PSD). In the PSD, the carrier gear is connected to the engine, the sun gear is connected to the generator and the ring gear is connected to the electric motor. The planetary gear configuration provides decoupling of engine speed from vehicle speed. While a hybrid drivetrain offers the possibility of improved fuel economy, there are some added constraints. Ford says one issue is that power split vehicles are sensitive to such noise factors as engine torque mismatches that conventional vehicles are not. These systems are also sensitive to overuse of the battery that may affect its durability. To overcome these issues, Ford Escape/Mercury Mariner engineers had to determine powertrain operating points compatible with the battery and high-voltage

Circle #27

Circle #28

Circle #29 Circle #30

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July 2007

bus architecture to ensure that power, voltage and durability issues were met. Ford says that the determination of a desired powertrain operating point for a conventional vehicle is relatively straightforward, since theres only one path to the wheels from the power-generating device (the engine). There are three variables that need to be determinedthe transmission gear, the torque converter clutch state and the desired engine torque. The drivers intent is reported by the pedal angle sensor. The gear and torque are determined by computer algorithm, with the result that the throttle angle is controlled. In a hybrid vehicle, there are three power-producing devicesthe generator, the motor and the engine. The control system determines what the driverdemanded wheel torque is by way of the pedal angle sensor. From this, the computer software can choose the optimum combination of desired engine speed and desired wheel torque. Engine speed is the result of the throttle position algorithms control of the throttle angle. Wheel torque is the result of the choice of power sources and the gearing between them and the wheels. In the power-split hybrid electric vehicle, generator torque and generator speedand, therefore, generator powerare largely determined by the desired engine speed and actual engine torque. So the battery power limit is essentially a constraint on motor power. Since motor speed is determined by vehicle speed, this effectively limits motor torque. Motor torque is also limited by what the driver wants in terms of driveability. The hybrid control system has to manage the interactions of the three possible power sources. Electronic throttle control integrated into the system is used to accept the input of the driver and to then control the engines output in accordance with the other two sources of power. At the heart of the hybrid control system described by Ford is the electronic throttle control system and its ability to accept driver input and then output a throttle angle position in keeping with the best interests of the whole system. Its the integrated software of the transmission and engine control systems that gives the system response.

To sum up, what started out as a means of eliminating the mechanical connection between the throttle pedal and the engine has evolved and taken on a larger and far more important role. By integrating the safety, emissions and powertrain electronic subsystems, it has become possible to implement new

technologies that could not have been implemented independently. Electronic throttle control is a mandatory element of these advanced systems.
Visit www.motor.com to download a free copy of this article.

Circle # 31

July 2007

51

OBD II Network Diagnostics

Diagnostics Using OBD II Data Bus Communication Networks Overview: Vehicle On-Board Control Modules are changing the automotive industry in two related areas. The first area concerns the expansion and use of multiple on-board control units. Todays modern vehicle will have on-board control modules controlling vehicle components such as the engine, antilock braking system, transmission, instrument panel, chassis and body control functions, to name just a few. An on-board control module does more than just make sure its own input and output devices work correctly. The on-board controller also participates and communicates in one or more communication networks in the vehicle. These vehicle networks exist to allow the sharing of information among components and to reduce the numbers of wires and sensors required in the vehicle. The second area in which microcontrollers are changing the automotive industry concerns the way we interact with our vehicles. Computers are now common in the passenger area and consumers can now interact with their vehicles in a variety of ways. This allows consumers to run already familiar programs in the vehicle email, GPS navigation, calendar management, etc.

NOTES:

Lexus Navigation Center

Page 1

OBD II Network Diagnostics

NOTES:

The second phase of this migration also allows the automotive technician to interact with the vehicles on-board controllers, gathering information, controlling the vehicle directly and aiding in the diagnosis of problems. This interaction can occur with the use of a scan tool or in some case accessing the on-board controller directly through an operation sequence or a control panel on the vehicle.

2005 Dodge Neon with Idle Air Control Motor DTC (P0508). This code was obtained by cycling the ignition key on/off three times. Notice how the code is displayed directly on the dash panel.

KTS 200 Communicating with Generic OBD II interface. Robert Bosch LLC

Network and Scan Tool Communication: An automotive controlled network consists of multiple series of control modules electronically communicating complex information and requests in a digital language format. This digital language is known to technicians as vehicle protocols. Modules can be connected on the network in serial or parallel interface. The term used for this type of communication interface is called Multiplexing and can be carried through single or dual circuits. When a scan tool is connected and interfaced into the network it should be considered as one other control module on the network.

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OBD II Network Diagnostics

Primary Purposes of Networking: One of the major driveability concerns in automotive diagnostics is circuit related problems due to bad connections creating opens, shorts, resistance and voltage drop problems. Networks help resolve these problems by eliminating miles of wires, connections and splices. With networking, a fuel pump circuit that would normally be wired to the PCM to be commanded on could now be wired to a Rear Control Module (REM) reducing wire length and potential circuit problems. With networking, the command from the PCM to turn on the fuel pump could be sent to the REM module over the network that would then activate the fuel pump circuit.
Note: As networks evolve look for control modules to be located in various quadrants within the vehicle and components located near that quadrant reporting to a specific control module.

NOTES:

2004 Volvo S 80 Control Module Network Configuration. Circuit Diagram from CAS/SIS Diagnostics ESI[tronic] Robert Bosch LLC

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OBD II Network Diagnostics

NOTES:

Network Topology: Linear: Interconnection of multiple ECUs on common linear bus. A multi-master principle is generally used, allowing high stability with enhanced fault localization. This system is used in drivetrain and body network systems. Ring: Short path interconnection of multiple ECUs in a fiber-optic series ring. The information passes through each ECU. This system is used in multimedia networks. Multimedia systems require large volumes of data to be transferred in short amounts of time. To transmit a digital TV signal with stereo sound requires a data transfer rate of around 6 Mbit/s. MOST (Media Oriented Systems Transport) can transfer data at a rate of 21.2 Mbit/s. Star: Interconnection of multiple ECUs in a star structure network control by central master ECU. This system uses a master-slave, time triggered protocol. The network is designed as a low cost, local sub-system single wire interconnect network for use in on-off devices such as car seats, door locks, sunroofs, rain sensors and door mirrors. Terminating Resistors: Terminating resistors are used in CAN systems to create proper electrical load between the CAN_H and CAN_L circuits. This load helps to reduce electrical noise on the data circuits, which allows for a cleaner voltage signal on the data bus. Terminating resistors in the high speed CAN systems are required to be 120 ohms with a maximum range of 118-132 ohms. Lower speed CAN systems may use different values. CAN systems can use split termination, which means there may be more than two terminating resistors in the system. Terminating resistors may be physically located inside any of the control modules connected to the CAN harness, with a junction connector. The resistors may also be part of the wiring harness. Terminating resistors may or may not be identified in circuit wiring diagrams. Do not attempt to conduct wiring diagnostic fault procedures such as voltage or resistance tests without proper service information. The figure on the next page shows an example of a CAN system with terminating resistors.

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OBD II Network Diagnostics

NOTES:

Signal protocols: There are five basic signal protocols currently in use with the OBD-II interface. SAE J1850 PWM SAE J1850 VPM ISO 9141-2 ISO 14230 KW ISO 15765 CAN (C&B)

Pin #
1 2 3 4 5 6
7

Pin Assignment

Pin #
9

Pin Assignment

SAE J1850 (SCP Bus +) ISO 15765-4 CAN MS (Bus +)

10 11 12 13 14 15 16

SAE J1850 (SCP Bus -) ISO 15765-4 CAN MS (Bus -)

Chassis Ground
Signal Ground Return ISO 15765-4 CAN Hi (Bus +) K Line of ISO 9141

ISO 15765-4 CAN Low (Bus -) L Line of ISO 9141 Fused Battery Power

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OBD II Network Diagnostics

NOTES:

J1850 from the Society of Automotive Engineers Protocols: Ford Standard Corporate Protocol: Protocol operates at 41.6 kB/sec with two wires on the bus. _ SAE J1850 PWM (41.6 kbaud, standard of the Ford Motor Company) _ Pin 2: Bus_ Pin 10: Bus+ _ High voltage is +5 V

SAE J1850 PWM

MTS 5100 Robert Bosch LLC

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OBD II Network Diagnostics

General Motors Class 2 Bus: Protocol operates at 10.4 kB/sec with one communication wire. Chrysler also has an adaptation of the GM Class 2 protocol. _ Pin 2: Bus+ _ Bus idles low _ High voltage is +7 V _ Decision point is +3.5 V _ Message length is restricted to 11 bytes, including CRC

NOTES:

SAE J1850 VPM

ISO 9141-2 from the European-influenced International Standards Organization: This is a single-wire where the ISO modules talk only when asked and only to the scan tool, not to each other. This protocol is slower than GM and Chrysler versions of SAE J1850. The ISO 9141-2 protocol has a long wake-up call which allows for each control module to report PID data. ISO 9141-2 protocol has a data rate of 10.4 kbaud and is primarily used in Chrysler, European and Asian vehicles.

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NOTES:

_ Pin 7: K-line _ Pin 15: L-line (optional) _ UART signaling (though not RS-232 voltage levels) _ K-line idles high _ High voltage is Vbatt Just because a vehicle has an ISO protocol does not mean that the control modules are unable to talk to each other. An example would be a 2001 Volkswagen Passat where the modules talk to each other on a CAN protocol network. The CAN protocol is then transmitted to the IP instrument cluster module where the signal protocol is converted to ISO format for communication with the scan tool.

ISO 9141-2

ISO 14230: In use by 1997, ISO 14230 was an upgrade to ISO 9141-2. One of the major enhancements of ISO 14230 was a faster wake-up call. _ ISO 14230 KWP2000 (Keyword Protocol 2000) _ Pin 7: K-line _ Pin 15: L-line (optional) _ Physical layer identical to ISO 9141-2 _ Data rate 1.2 to 10.4 kbaud

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OBD II Network Diagnostics

CAN Systems: Controller Area Network (or CAN) is the latest communication system within the automotive world. CAN is a means of linking all of the electronic systems within a car together to allow them to communicate with each other. As on-board computers increase, so does the number of different electronic systems. Todays modern vehicles may have as many as 50 or more on-board computer systems on them. The information recorded and processed by each control module is often used by one or more control modules on the system. A requirement for a standardized means of quickly passing information between the control modules was needed leading to the development of CAN. CAN History: CAN protocol was created in 1984 by Robert Bosch Corporation with anticipation of future advances in on-board electronics. The first production application was in 1992 on several Mercedes-Benz models. CAN is now being used on more and more new vehicles. By 2008, all new vehicles sold in the U.S. will be required to have a CAN-compliant diagnostic system.

NOTES:

CAN Protocols:
ISO 15765 (CAN-B&C) CAN-B, the medium-speed network (nominally about 125 kB/sec), will be used for body electrical systems and normally will operate at 83.3 kB/sec. On some Mercedes cars, there may be as many as 30 modules on the CAN-B bus. _ Pin 3: CAN High _ Pin 11: CAN Low CAN-C is a 500 kbit/s high speed two-wire system for powertrain, transmission and ABS modules. CAN-C is intended to operate at a 500 kB/sec baud rate, about 50 times faster than GM's Class 2 data bus version of J1850 and over 60 times faster than ISO 9141-2. _ Pin 6: CAN High _ Pin 14: CAN Low Note that Pins 4 (chassis ground), 5 (signal ground) and 16 (battery positive) are present in all configurations. The next page shows a CAN_High and CAN_Low waveform.

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OBD II Network Diagnostics

NOTES:

Screen Capture using KTS 570 lab scope Robert BoschLLC

Internal CAN Communication: CAN networks can communicate internally, but not with the scan tool. Many CAN modules will talk with each other and a gateway; or translator module, will convert the protocol so a scan tool can understand it. CAN Translators VW Example: Instrument clusters from 08.99 > are integrated into the vehicle CAN Data Bus network. The CAN-Bus on-board diagnostic Interface J533 (which is integrated into the instrument cluster) enables data to be exchanged between the vehicles CAN Data-Bus network and the Data Link Connector (DLC) K-wire. The CAN-Bus On-Board Diagnostic Interface J533 has specific on-board diagnostic (OBD) capabilities that are accessed by using scan tool address word 19 Gateway. The next page shows a network diagram of a VW Passat with three different networks.

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OBD II Network Diagnostics

NOTES:

Volkswagen Passat showing four different networks

CAN A: Comfort & Convenience Systems: Low/med speed data of 1k bit/s to 20k bit/s No real-time requirements Single wire Cost effective Uses various protocols CAN D: Multimedia: Real time data 1M 400M bit/sec Fiber-optic network protocol with capacity for high-volume streaming, include automotive multimedia and personal computer networking.

The graphic on the next page shows a fiber-optic CAN_D network.

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OBD II Network Diagnostics

NOTES:

CAN-B Audio Aux

MOST Lin Video line

CAN-D

A Growing List of CAN Applications: Below is a list of some vehicles that are currently in CAN compliance. CAN compliant means that the CAN network broadcasts diagnostic information to the scan tool (Pins 6 & 14 or 3 & 11) in CAN protocol language. Many scan tools have to be updated with CAN module adapters to communicate at the higher baud rates that CAN systems produce. 2003 Ford Excursion 2003 Ford Focus and Thunderbird 2003 Lincoln LS 2003 Saab 9-3 2004 Cadillac CTS, XLR and SRX 2004 Ford Explorer 2004 Ford Taurus 2004 Mercury Mountaineer 2004 Mazda 3 and RX-8 2004 Volvo S40 2003 Ford F-250 and F-350 2003 General Motors Saturn ION 2003 Mazda 6 2004 Buick Rendezvous 2004 Dodge Durango 2004 Ford F-150, E-250 and E-350 2004 Lexus LS430 2004 Mercury Sable 2004 Toyota Prius

2005 Audi A4 and A6 2005 Chevrolet Equinox 2005 Chevrolet Trailblazer EXT 2005 Dodge Dakota and Magnum 2005 Ford Escape and Expedition 2005 GMC Envoy ESV and XL 2005 Jeep Grand Cherokee 2005 Lincoln Town Car 2005 Pontiac G6, Grand Prix and GTO 2005 Mazda MPV and Tribute 2005 Saab 9-7X

2005 Cadillac STS 2005 Chevrolet SSR 2005 Chrysler 300C 2005 Ford E-150 2005 Ford Freestyle 2005 Isuzu Ascender 2005 Lexus LS400 and GX470 2005 Mercury Mariner 2005 Land Rover LR3 2005 Mercedes-Benz SLK350 2005 Toyota Avalon

2005 Buick LaCrosse, Rendezvous and Rainier 2005 Chevrolet Cobalt, Corvette and Malibu 2005 Mercury Grand Marquis, Montigo and Sable 2005 Ford Crown Victoria, Five Hundred, Focus and Mustang 2005 Toyota 4Runner, Sequoia, Tacoma and Tundra 2005 Volvo S60, S80, V50, V70, XC90

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OBD II Network Diagnostics

Strategy Based Diagnostics General Motors developed strategy-based diagnostics for their technicians and the diagnostic procedure can be used on all vehicle applications. Verify the customer concern: A technician needs to know how the system is supposed to function normally before deciding that the system is malfunctioning. A thorough customer interview, or a diagnostic worksheet filled out by the customer, is necessary before troubleshooting can begin. Preliminary checks: Operate the suspect system and evaluate its performance. Perform a thorough visual inspection of all components, including fuses, connectors, grounds and harness routing. This is also an ideal time to pull up the service history on the vehicle. Perform published diagnostic system checks. If there is a published diagnostic procedure that will help you narrow down the cause of the problem, use it first. Note: This is the time to connect the scan tool and request diagnostic information from the control modules on the network. Check for bulletins: If you have access to published service bulletins for the vehicle, search those for a possible fix. This can save time in the long run. You can also print safety bulletins for your customers at this point, as an added value. Stored diagnostic trouble codes (DTCs) and symptoms with no DTC's: If there is a hard trouble code, then follow the diagnostic procedure for the particular DTC. If you have a repeatable symptom, then use the Symptom Charts. Both these procedures will quickly help you narrow your diagnostic focus. No published diagnostics: When there is no DTC stored and no matching symptom for the condition in the service manual, you will have to develop your own diagnostic process based on your understanding of how the circuit operates. This is the time when there is no substitute for advanced systems training. The graphic on the next page shows the diagnostic flow chart for Strategy Based Diagnostics.

NOTES:

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OBD II Network Diagnostics

NOTES:

Verify the Customer Concern Expanded: Know how the vehicle systems operate, the driving habits of the customer and the environmental driving conditions. The figure on the next page shows a 2001 VW Passat Central Locking Module located in a pan below the drivers seat. Mud and snow can leak into this box and short out the computer, thus killing the communication with the Scan Tool. At this time there is no TSB on this problem, but you can find information on the problem by browsing the Internet. Even though the Internet is a great resource for information, you should take the time to make sure the information is accurate by checking other websites. Note: Bosch does not support, promote, or endorse any websites other than its own company website (www.Bosch.com).

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OBD II Network Diagnostics

NOTES:

Graphic captured from the Internet

Perform published diagnostic system checks expanded: Connecting the Scan Tool: Is there power on Pin 16 to power-up the Scan Tool? Many OEM scan tools may not have internal batteries and will require Pin 16 to have power in order for the scan tool to communicate. Be aware that no power on Pin 16 may affect some aftermarket scan tools (consult your operators guide). Many times Pin 16 will not have power due to something as simple as a blown cigarette lighter fuse. Remember Pin 16 is Battery Power Un-switched. Many technicians panic when their scan tool doesnt power up off the 16 Pin connector. In some cases the technician will think the computer or computer(s) are dead and not communicating with the scan tool. A quick work around is to power up the scan tool through an alternate battery source or AC power source. Remember Pin 16 has nothing to do with communication, it is only there to power up your scan tool for diagnosis. Pins 4&5 are also important as one of these grounds will be needed for your Scan Tool to power up the OBD II link and establish a reference link for scan tool communication. If you are having communication problems it is imperative that you check the integrity of these grounds. In some instances one of these grounds may be open or have high resistance. There is also a possibility that the scan tool might complete a ground that is faulty when the scan tool is not connected. If the OBD connector has power or ground problems you should validate the connections when the scan tool is removed.

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OBD II Network Diagnostics

NOTES:

Checking Power to Chassis Ground (KTS 570) Robert Bosch LLC

Using the scan tool in conjunction with a 16 Pin Breakout Box: Different types of 16 Pin breakout boxes are available in the aftermarket. Some breakout boxes hook up in parallel, allowing you only the ability to probe the circuit with a scope or DVOM. Other breakout boxes like the AES LineSpi, hook in a series circuit, allowing the scan tool to command data bus protocols from the on-board computer while diagnosing with a lab scope or DVOM.

AES LineSpi, MTS 5200, MTS 3100 connected to Ford ISO 9141-2 in Module Status Check. (www.aeswave.com)

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OBD II Network Diagnostics

What Computers Are Talking on the Network? When diagnosing vehicle driveability problems with networked computer modules, know what computers are on the network for the particular vehicle application you are working on. Many vehicle applications may add or delete computer modules based on the amount of accessories and options. Most electronic information systems will have a computer network schematic at the beginning of the wiring diagrams section.

NOTES:

Ford Motor Company Network Schematic (Ford Technical Publications) http://www.fordinstallersupport.com/

The Invention of the U Code: U codes were classified by the SAE as the 4th item for trouble code descriptions. In the early years of OBD II the U designation was classified as undefined. U codes are becoming more prevalent on todays modern vehicles adding more advanced on-board diagnostics. Control modules are now programmed to know what other modules they should be in communication with on the network. Based on network communication problems, a U code could be set if a particular module was not communicating on the network. Flash reprogramming new control modules is necessary because new control modules need to know how that particular vehicle is configured in order to perform their function on the network properly. The first character identifies the system related to the trouble code. P = Powertrain B = Body C = Chassis U = Network (for years U was undefined)
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OBD II Network Diagnostics

NOTES:

Example of Generic U-Codes: U0100 Lost Communication With ECM/PCM A U0101 Lost Communication With TCM U0102 Lost Communication With Transfer Case Control Module U0103 Lost Communication With Gear Shift Module U0104 Lost Communication With Cruise Control Module U0105 Lost Communication With Fuel Injector Control Module U0106 Lost Communication With Glow Plug Control Module U0107 Lost Communication With Throttle Actuator Control Module U0108 Lost Communication With Alternative Fuel Control Module U0109 Lost Communication With Fuel Pump Control Module U0110 Lost Communication With Drive Motor Control Module U0111 Lost Communication With Battery Energy Control Module A U0112 Lost Communication With Battery Energy Control Module B U0113 Lost Communication With Emissions Critical Control Information U0114 Lost Communication With Four-Wheel Drive Clutch Control Module U0115 Lost Communication With ECM/PCM B U0116 Reserved by Document U0117 Reserved by Document U0118 Reserved by Document U0119 Reserved by Document U0120 Reserved by Document U0121 Lost Communication With Anti-Lock Brake System (ABS) Control Module Example of GM Manufactured Specific U Codes: U1000 U1001 U1002 U1016 U1016 U1017 U1026 U1027 U1040 U1041 U1042 U1043 U1056 U1057 U1161 Class 2 Communication Malfunction U1254 - Loss of XXX Communications U1015 - Loss of serial communications for Class 2 devices Loss of Class 2 Communication with VCM Loss of Communications with PCM U1025 - Loss of serial communications for Class 2 devices Loss of ATC Class 2 Communication U1039 - Loss of Serial Communications for Class 2 Devices Loss of Class 2 Communications with ABS Loss of EBCM Communication Lost Communications with Brake/Traction Control System U1055 - Loss of Serial Communications for Class 2 Devices Loss of Communications with RSS\ U1060 - Loss of Serial Communications for Class 2 Devices Loss of PDM Serial Data

Bosch Diagnostics conducts courses on this subject as well as many other topics in the field of automotive and diesel technology. For more information on courses in your area, go to www.boschtechinfo.com or call (800) 321-4889.

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2009 Update Course (take home) Examination

Student Examination Instructions: 1. Read the two articles (noted below) that were provided to you by your instructor: Meddle with the Pedal: Electronic Throttle Control (Mike Dale, Motors Magazine) Diagnostics Using OBD II Data Bus Communication Networks (Bosch) NOTE Your instructor should allow you at least 2 days to complete this assignment. To pass this examination, you must answer 10 questions or Answer the following questions using the above noted articles. 2. Using the articles noted above, answer the following questions: Questions #: 1 7 can be answered using the article titled Meddle with the Pedal: Electronic Throttle Control
(Circle the best answer)

1)

What two factors are fuel economy and emissions output per mile traveled directly related to? a) Vehicle size and tire size b) Vehicle size and transmission type c) Vehicle size and engine size d) Engine type and vehicle accessories Which of the following reflects the articles statement regarding engine efficiency/emissions on todays vehicles? a) Most vehicle engines are not large enough to provide adequate torque for most real-world operating conditions. b) The sweet spot of engine efficiency (peak efficiency point) is not the sweet spot of emissions output. c) Pumping loss is the major cause of efficiency losses at low speed. d) Friction losses (e.g. pistons, piston rings, cylinder, etc) will become more significant as engine size increases. Which statement is true regarding the effects of engine fuel enrichment to achieve maximum engine torque output? a) Engine fuel consumption is higher, and emissions are lower when the engine is at maximum torque output. b) Engine fuel consumption is higher, and emissions are higher when the engine is at maximum torque output.. c) Engine fuel consumption is lower, and emissions are higher when the engine is at maximum torque output. d) Engine fuel consumption is lower, and emissions are lower when the engine is at maximum torque output.

2)

3)

2009 Update Course Articles Take Home Examination

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Meddle with the Pedal: Electronic Throttle Control Article - Examination Questions (cont): 4) Which of the following ETC system strategies have the greatest impact on emissions performance? a) Dual and offset voltage outputs to PCM. b) Variable displacement strategies. c) Concise throttle position signal return to PCM. d) Concise throttle position strategies employed during cold engine operation. What kind of redundancy does the ETC pedal angle sensor employ? a) There is no redundancy, because it is mitigated by the use of rationality algorithms embedded in the firmware of the ECM to test for any errors in the sensor signal. b) There is a redundancy by dual and equal voltage outputs from the sensor c) There is a redundancy by dual and offset voltage outputs from the sensor d) There is a redundancy by a back up TPS mounted on the other side of the throttle plate. During cold start engine operation, what strategy does the ETC system employ to quickly heat the catalytic converter and ensure driver comfort? a) It retards the timing and leans the fuel mixture, and adjusts the throttle pedal position for driver comfort. b) It advances the timing and leans the fuel mixture, and adjusts the throttle pedal position for driver comfort. c) It retards the timing and enrichens the fuel mixture, and adjusts the throttle pedal position for driver comfort. d) It retards the timing and leans the fuel mixture, pumps air (AIS) into the catalytic converter, and adjusts the throttle pedal position for driver comfort. What strategy does the ETC system employ during acceleration and deceleration to minimize engine pumping losses? a) It pluses the throttle open to allow more air on deceleration and acceleration to reducing pumping losses. b) It adjusts the throttle to a position more favorable to reducing pumping losses than the driver selected. c) It activates a pulse width modulated auxiliary air bleed during deceleration and acceleration to reducing pumping losses. d) It advances or retards the valve timing of the exhaust camshaft to reducing pumping losses.

5)

6)

7)

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Questions #: 8 15 can be answered using the article titled Diagnostics

Using OBD II Data Bus Communication Networks (Bosch)

8) Which of the following conditions is the most common failure of network systems? a) Bad system connections creating opens. b) Severe wet weather conditions. c) Shorted control system actuators. d) Outside bus system controller magnetism. 9) Which of the following statements describes the primary purpose of a network system? a) Eliminates miles of wires. b) Eliminates connections and splices. c) Eliminates voltage drop problems. d) All of the above.

10) What are the typical resistance values of a terminating resistor in a high speed CAN network system? a) 120 ohms with an operating range of 118 132 ohms. b) 118 ohms with an operating range of 110 140 ohms. c) 125 ohms with an operating range of 120 130 ohms. d) None of the above 11) What is the purpose of a terminating resistor in a CAN system? a) Create proper electrical load. b) Prevents voltage shorts. c) Keeps output data clean. d) Allows for multiple scanner connection. 12) When diagnosing a vehicle, using strategy based diagnostics, what should be the technicians first step? a) Perform published diagnostic system checks. b) Verify the customers concern. c) Check for bulletins and other service information. d) Check for stored diagnostic trouble codes? 13) What is a common operating speed of a CAN B network system? a) Medium speed b) High speed c) Low speed d) 1 k bit/s

2009 Update Course Articles Take Home Examination

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Diagnosing OBD II Data Bus Communication Networks Article Examination Questions (cont): 14) Which of the following faults would be the most likely cause of a scanner failing to establishing communication with an OBD II vehicle? a) Battery voltage at pin 16 b) Short to ground in pin 5 c) Open in pin 4 or 5 d) Short to ground in pin 4 15) What is the purpose of flash programming modules? A. New control modules become the primary module. B. New control modules reprogram the ECU. C. New control modules receive the lowest of priorities. D. New control modules need to know how a vehicle is configured.

Turn your examination in to the instructor to obtain partial course credit.

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2009 UPDATE COURSE INTERNET LABORATORY EXAMINATIONS

Name:___________________________________ Date:_______________

Using a personal computer that has internet capabilities, complete all the following examination exercises:

Note: You cannot pass the 2009 Update Smog Check Technician Update Course unless
you complete this assignment, and submit it to your instructor for grading. _______________________________________________________________________

Exam Exercise #1: Obtaining an Internet Email Address

Note: If you already have an internet email address, please enter that address in the area noted in Step # 6, and continue to Exam Exercise #2. Step #1: In the internet browser address box, type: www.hotmail.com and press the Enter button. Step #2: When a new page comes up on the screen, click on the box titled Sign Up under the title Windows Live Hotmail section. Step #3: When a new page comes up on the screen, click on the box titled Get It under the title Windows Live Hotmail. Step #4: When a new page comes up on the screen, make up your own personal email user name, and enter it in the box next to the title *Windows Live ID: For security purposes, your user name (ID) should be a combination of letters, numbers, and certain characters (like: periods, underscore, hyphens). An example of an ID name might be: JD.Johns56. After typing your user name into the ID box, click on the Check Availability box. If your user ID has not already been taken, you will see green letters that will state your user ID is available (example: [email protected] is available). If red letters appear, then the user ID has already been taken, so repeat Step #4 until you find an unused ID name. Step #5: Complete the rest of the form: 1.) Choose a password 2.) Password reset information 3.) Your information 4.) Type the characters you see in this picture, and 5.) Review and accept the agreements. Step #6: Click on the box titled I accept. Enter your new Hotmail email address below: [email protected] OR Enter your current email address below: _________________________________@_____________________________

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Exam Exercise # 2: Lambda Calculations

Step #1: In the internet browser address box, type: www.smogsite.com and press the Enter button. Step #2: Find the word Calculators on the list on the left side of the page. Place your cursor on that word, and click on it with the left mouse button. Step #3: When a new page comes up on the screen, find the words Lambda Calculator on the list on the top (middle) area of the page. Place your cursor on those words, and click on them with the left mouse button. Step #4: When a new page comes up on the screen, enter the following vehicle tailpipe emission readings in the appropriate boxes on the calculator, and then click with the left mouse button on the calculate Lambda button (box):

Vehicle #1 Emission Readings:

HC = 1088 ppm CO = 1.67% CO2 = 12.67% NOx = 108 ppm O2 = .01%

Questions on Vehicle #1: 1. What is the Lambda calculation for this vehicle?______ 2. What is the A/F ratio for this vehicle?______ 3. Is Lambda within the acceptable range for a (3 way) catalytic converter to operate efficiently? Yes No (circle one) 4. Is the A/F ratio: Lean Rich Stoichiometric (circle one)

Step #5: Click on the calculator Reset button, and follow procedures noted in step #4 using Vehicle #2 emission readings:

Vehicle #2 Emission Readings:

HC = 300 ppm CO = 0.01% CO2 = 13.01% NOx = 1223 ppm O2 = 1.5%

Questions on Vehicle #2: 1. What is the Lambda calculation for this vehicle?______ 2. What is the A/F ratio for this vehicle?______ 3. Is Lambda within the acceptable range for a (3 way) catalytic converter to operate efficiently? Yes No (circle one) 4. Is the A/F ratio: Lean Rich Stoichiometric (circle one)

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Step #6: Click on the calculator Reset button, and follow procedures noted in step #4 using Vehicle #3 emission readings:

Vehicle #3 Emission Readings:

HC = 10 ppm CO = 0.01% CO2 = 14.8% NOx = 32 ppm O2 = 0.0%

Questions on Vehicle #2: 1. What is the Lambda calculation for this vehicle?______ 2. What is the A/F ratio for this vehicle?______ 3. Is Lambda within the acceptable range for a (3 way) catalytic converter to operate efficiently? Yes No (circle one) 4. Is the A/F ratio: Lean Rich Stoichiometric (circle one)

Exam Exercise # 3: Manufacturer Websites

Manufacturer Website Lab Exam #1: Step #1: In the internet browser address box, type: www.kiatechinfo.com/index.asp and press the Enter button. Step #2: Place your cursor on the box titled Register and click on it with the left mouse button. Step #3: Enter the registration information requested on the screen (email address, password; of your own creation, and name) then click with the left mouse button on the box titled Submit. Step #4: Enter your email address and password in the appropriate boxes, then click with the left mouse button on the box titled Login. Step #5: Case Scenario: You are working on a 2005 Kia Optima (production date 9/31/2004), that has a P0449 (EVAP Emissions System Vent valve/solenoid circuit) diagnostic trouble code (DTC) that has caused the MIL to illuminate. You have already performed a visual inspection of the vehicles EVAP system, and found no problems. You now want to see if there are any Technical Service Bulletins (TSBs) related to this DTC. Place your cursor over the letters TSB (left side of screen) and click on those letters with the left mouse button. Step #6: Find the title Group and the nearby box, and then click with the left mouse button on the drop down list/menu arrow (small arrow pointing down on right of box). Find the words Emission Control System and move your cursor over these words and click with the left mouse button. Step #7: Find the title Model and the nearby box, and then click with the left mouse button on the drop down list/menu arrow. Find the words Optima (MS) (2001 2006) and move your cursor over these words and click with the left mouse button. Step #8: Click with the left mouse button on the box titled GO.

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Manufacturer Website Lab Exam #1 (cont): Step #9: Below the box titled TSB No. place your course over each (KT) number and click with the left mouse button on the number. Search each TSB until you find one related to the DTC noted above. Read the entire TSB. Answer the following questions regarding the TSB related to the DTC noted in the Case Scenario: 1. What is the number of the TSB? ________________________ 2. What part is described in this TSB that may be of concern (no acronyms)? _______________________________________________ 3. What do the last two digits on the CCV housing indicate? __________________ 4. Should you replace a CCV (or be concerned) if the date of manufacturing is found to be 10/03/04? YES NO (circle one) 5. Where is the EVAP canister assembly located on this Optima? __________________ 6. After installing a new CCV, and mounting the canister box assembly, what action should be taken with the ECM? _____________________________________________________________________ Manufacturer Website Lab Exam #2: Continue using the Kia website you are currently on and perform the following steps: Step #1: Case Scenario: You are working on a 3.8 L, 2007 Kia Amanti (GH), that has a P0110 (Intake Air Temperature Circuit Malfunction) diagnostic trouble code (DTC) that has caused the MIL to illuminate. You have already performed a visual inspection of the vehicles intake area, and found no problems. You now want to see if there are any Technical Service Bulletins (TSBs) related to this DTC. Place your cursor over the letters TSB (left side of screen) and click on those letters with the left mouse button. Step #2: Find the title Group and the nearby box, and then click with the left mouse button on the drop down list/menu arrow. Find the words Fuel System and move your cursor over these words and click with the left mouse button on these words. Step #3: Find the title Model and the nearby box, and then click with the left mouse button on the drop down list/menu arrow. Find the words Amanti (2004 2009) and move your cursor over these words and click with the left mouse button on these words. Step #4: Click with the left mouse button on the box titled GO. Step #5: Click your left mouse button on the following TSB #: KT2008040301. Step #6: Read the entire TSB.

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Manufacturer Website Lab Exam #2 (cont): Answer the following questions regarding the TSB related to the DTC noted in the Case Scenario: 1. According to the TSB, what is the part failure that illuminated the MIL and set a P0110 DTC? (read TSB carefully) __________________________________________________________________ 2. According to the second *NOTICE (box), what safeguards need to be made regarding the 1.) battery 2.) battery charger and 3.) the blower motor prior to PCM upgrading? __________________________________________________________________ __________________________________________________________________

3. When the GDS tool reports that the PCM upgrade has been successfully completed, what should you do after you click OK, and turn off the ignition? __________________________________________________________________

Exam Exercise # 4: BARs Smog Check Website

Vehicle Smog Check History: Step #1: In the browser address box, type the following address: www.smogcheck.ca.gov and press the enter button. Step #2: Left click on the words Find Vehicle Smog Check History on the left side of the screen (under Quick Hits). Step #3: Enter in the following license plate number 5Z15386 In the box next to the titled License or VIN: Make sure the radial dial (small circle) next to the title License Plate has a dot in it; if not, click on that circle. Click on the box titled Submit. Step #4: Review the information on this page. Answer the following questions regarding this vehicles Smog Check History: 1. What Program Area is this vehicle subject to? ________________ 2. What was the name of the facility that inspected this vehicle on 3/21/2005? ____________________________________________________________

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BARs Smog Check Website Exam Exercise (cont): BAR ET Blasts: Step #1: Click on the Industry tab at the top of the page. Step #2: Under the title Industry Reference, click on the BAR ET Blasts Step #3: Click on the year 2008. Step #4: Click on the words New Smog Check Manuals. Step #5: Read the entire BAR ET Blast. Answer the following questions related to the Smog Check Inspection manual noted above in the BAR ET Blast: 1. What are the names of the manuals that have replaced the Smog Check Inspection Manual (Revision 6)? _____________________________________________________________________ _____________________________________________________________________
2.

What future action will be taken with the draft Smog Check Inspection Procedures Manual? _____________________________________________________________________

ARB Aftermarket Parts Database: Step #1: Click on the Home tab at the top left of the page. Step #2: Find the blue bar that says INFORMATION ABOUT (light blue with white letters rectangle box area) and place your cursor over the tab below titled References. Click on the title Air Resources Databases. Step #3: Click on the title Aftermarket, Performance and Add-On Parts Information. Case Scenario: The following vehicle has come into your shop for an initial Smog Check inspection: 1993 Chevrolet K-5 Blazer (full size) 5.7L (T.B.I.) engine, 2WD, automatic transmission, with chrome headers. Through discussion with your customer, you find that the headers do have an Executive Order (EO) number: D-215-58. Upon a visual inspection you notice that the catalytic converter is welded to the headers. Step #4: Enter the above noted EO number into the box below the title Search for Executive Order and click on the box that is titled Search for EOs. Answer the following questions related to the above noted EO number: 1. Who manufacturers these headers (i.e. tubular exhaust)? _______________________ 2. Using the information noted above, what is the correct header part number that applies to this vehicle? _________________________

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Smog Check Technician Renewal Procedures: Step #1: In the browser address box, type the following address: www.smogcheck.ca.gov and press the enter button. Step #2: Click on the Industry tab (at the top of the page). Step #3: Locate the rectangular box (light blue with white letters) titled INDUSTRY REFERENCE. In that subject box area, locate the title Technician Information (bottom of box) and click on that title. Step #4: In the dark blue rectangular box (top of screen) under the Industry tab, click on the title Getting Licensed. Step #5: Under the title Help With License click on the title 1) Technician and Adjuster Licensing. Step #6: Under the title Technician and Adjuster Licensing and Renewals click on the title I would like to renew my license. Step #7: Click on the title I would like to renew my Advanced Smog Technician License. Step #8: Check mark all the requested information on that page, and click on the words Go to next step. (step #3) Answer the following questions related to information on step #3 noted above: 1. It is BARs responsibility to send you a license renewal notice every two years, so you should not try to renew your license until you receive this notice. True False (circle one) 2. What date is used to determine the expiration month of a Smog Check technician license? _______________________________________________________ 3. If a Deficiency Letter is sent to you by BARs Licensing Unit, advising you that they need further information (i.e. course completion certificate, etc.) to process your renewal application, what is an acceptable communication mechanism (other than mailing the material) to reply to them? _________________________________________________________________ 4. If a technician did not receive a renewal notice/application from BAR, where can he/she obtain a renewal application (per step #3)? _________________________________________________________________

TURN IN YOUR HOMEWORK ASSIGNMENT TO YOUR INSTRUCTOR FOR PARTIAL CREDIT FOR THE COURSE.

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HC Diagnosis
(non-computer controlled vehicle)

Tools & Techniques

Check ignition timing (base and advance as applicable.)

Timing light, magnetic timing, tachometer, base timing specifications and timing advance specifications (if available)

Verify engine integrity (relative compression, engine vacuum, compression)

Vacuum gauge / transducer diagnosis, relative compression / cylinder balance test, dry compression test

Ignition system analysis (firing lines, spark lines duration & slope)

Secondary, primary ignition system oscilloscope analysis. Look at spark lines for evidence of lean mixtures / poor flame propogation (NOx failures).

Lean misfires (intake manifold leaks, defective vacuum hoses or actuators)

Carburetor cleaner / propane, smoke machine, vacuum leak detector, lambda calculator, secondary ignition

Poor fuel vaporization (plugged intake manifold cross-over, combustion chamber quench areas)

Spark line diagnosis, cylinder balance test, digital pyrometer

Air injection reaction (AIR) system (switching, operating pressure)

AIR system operation description. Use 4/5 gas analyzer and look for O2 drop with AIR supply hose pinched off or disconnected

Is the catalyst operating properly?

Manufacturer's test procedures, 4/5 gas analysis (high CO2, low O2), cranking CO2, snap O2, temperature gain, intrusive

Page 1 of 7

HC Diagnosis
(computer controlled vehicle)

Tools & Techniques

Refer to "High HC Non-feedback" diagnostic flowchart

Timing; mechanical, electrical lean air/ fuel misfires, vaporization, AIR, catalyst

DTC's?

Scan tool, jumper wire, screwdriver, DTC pulling instructionis

Yes
Pull codes, record codes in the order they are displayed, erase codes, operate vehicle, pull hard codes

Discern between hard and soft codes No

Follow manufacturer's or published diagnostic / repair procedures for hard codes

Scan tool, multimeter, DSO, DTC diagnostic flowcharts, diagnostic & repair information

Test O2S with DSO

Propane enrichment tool, DSO minimum voltage = 0 - 175mV maximum = 800 - 1000mV rate of change = < 100 mS (175mV - 800 mV)

O2S in good seviceable condition?

No

Upon repair of O2S circuit or replacement of sensor, re-test O2S

Yes
High frequency signal = misfire Signal biased below 450 mV = lean mixture Signal biased above 450 mV = rich mixture

Map O2S signal with DSO

Page 2 of 7

CO Diagnosis
(non-computer controlled vehicle)

Tools & Techniques

Check air intake system for restrictions

Plugged / dirty air filter, improper choke operation, plugged PCV system, improper TAC operation

Check for unmetered fuel entering the engine

Improper EVAP purge operation, saturated EVAP cannister, fuel contaminated engine oil (> 500 ppm HC after 5 minutes measured at the oil filler neck engine off)

Check carburetor operation

Float level, choke operation, main metering, power valve, idle circuit

Check air injection system operation

Use system description / operation to verify proper switching. Check operating pressure by pinching off supply hose and verifying O2 drop in tailpipe emissions

Check catalyst(s) operation

After upstream repairs are complete, use manufacturer's procedures to test efficiency. Combinations of cranking CO2, snap O2, HC efficiency, temperature gain are useful when manufacturer's procedures aren't available.

Page 3 of 7

CO Diagnosis
(computer controlled vehicle)

Tools & Techniques

Refer to "High CO Non-Feedback" diagnostic flowchart

Air intake restriction, unmetered fuel, carburetor, air injection, catalyst operation

DTC's?

Scan tool, jumper wire, screwdriver, DTC pulling instructions

Yes
Pull codes, record codes in the order they are displayed, erase codes, operate vehicle, pull hard codes (OBD I)

Discern between hard and soft codes No

Follow manufacturer's or published diagnostic / repair procedures for hard codes

Scan tool, multimeter, DCO, DTC diagnostic flowcharts, diagnostic & repair information

Review data stream (if available) or confirm related sensor/output performance. Test O2S with DSO.

DMM, DSO, propane enrichment tool, break-out box

Check for vehicle computer operation (is the fuel metering system capable of being artificially driven rich or lean, is the timing being controlled? Perform manufacturer's recommended system performance check)

4/5 gas analyzer, timing light, sensor simulator

Page 4 of 7

NOx Diagnosis

Tools & Techniques

Check ignition timing (base and advance as applicable.)

Timing light, magnetic timing, tachometer, base timing specifications and timing advance specifications (if available)

Check exhaust gas recirculation (EGR) system (if equipped)

Vacuum guage/pump, tachometer, scantool

Check for lean air/fuel mixture

Lambda calculator, gas analyzer, biased O2S pattern, fuel trim data, secondary ignition pattern

Check for excessive coolant and/or intake air temperature

Pyrometer, scantool, temperature probe, thermometer

Check for excessive combustion chamber pressure

Compression guage, borescope, TSBs

Check for proper fuel octane rating

Owner's manual, vehicle owner

Check catalyst operation

(vehicles equipped with a reduction catalyst only)

Manufacturer's test procedures, 4/5 gas analysis (high CO2, low O2), cranking CO2, snap O2, temperature gain, intrusive

Page 5 of 7

OBD II Diagnostics
MIL illuminated?
Yes

Tools & Techniques

MIL functional test (KOEO bulb check)

Pull DTC's and record freeze frame data

Scan tool, paper & pencil. Do not erase DTC's unless instructed to do so by diagnostic / repair procedures

No

Follow manufacturer's or published diagnostic / repair procedures for DTC's. Begin with the DTC refered to in freeze frame data

Scan tool, multimeter, DSO, DTC diagnostic flowcharts, diagnostic & repair information

Review pending DTC's, monitor status, mode 6 and mode 5 data, fuel trim and misfire data Perform a system performance check and/or a complete drive cycle as per manufacturer's instructions Check PCM for DTC's (pending or matured), review mode 6 and mode 5 data for failed test results

Scan tool

Manufacturer's or published diagnostic & repair information

Scan tool

Page 6 of 7

Diagnostic Preliminaries

Post-diagnosis process

Vehicle fails Smog Check

Analyze diagnostic information (component test data, measurements, waveform analysis, etc.)

Prepare an estimate for diagnosis

Prepare a repair strategy based on diagnostic information

Obtain customer authorization

Prepare an estimate to repair defects relative to the failure determined in the diagnosis

Verify customer complaint (baseline inspection in pre-inspection mode, training mode, manual mode or partial pre-inspection) when appropriate

Discuss the repair strategy with the customer and obtain authorization

Select a method to document diagnosis (vehicle information datasheet, tech notes, etc.)

Perform authorized repairs, gauge repair effectiveness

Diagnostic Assumptions Visual inspection TSB's and helpful hints Engine integrity Powers and grounds

Page 7 of 7

2009 Technician Update Course HC Failure Laboratory Examination 1991 Honda CRX HC Failure
A 1991 Honda CRX 1.6L 4 cylinder engine, failed Smog Check for excessive HCs during the 50/15 mode. The vehicle is equipped with PCV, EVAP, CAT, SPK, FI, HO2S. The vehicle passed both the visual and functional portions of the inspection.
Test 15 mph 25 mph RPM 1827 2020 % CO2 MEAS 14.44 14.70 % 02 MEAS 0.10 0.03 MAX 134 108 HC (PPM) AVE MEAS 31 167 20 97 MAX 0.82 0.71 CO (%) AVE MEAS 0.10 0.40 0.09 0.09 MAX 847 786 NOx (PPM) AVE MEAS 237 746 199 548 Results FAIL FAIL

The technician performed the following diagnostic tests: Cylinder balance test cyl. # 4 showed low contribution Cylinder leakage test cyl. # 4 = excessive leakage exhaust DTCs checked none present TSB vehicle fails State I/M test due to improper warm-up procedures. Keep engine at operating temperature (cooling fan cycles on/off twice). Stabilize temperature, raise engine speed to 3500 rpm, allow throttle to snap closed. HO2S checked o Minimum voltage 200mV o Maximum voltage 810mV o Rise time 371mS Based on this diagnostic information, the technician recommended adjusting the valves and replacing the HO2S. The after-repairs emission readings are passing, but still reflect higher than average HCs.
Test 15 mph 25 mph RPM 1857 2006 % CO2 MEAS 15.00 15.03 % 02 MEAS 0.10 0.05 MAX 134 108 HC (PPM) AVE MEAS 31 95 20 48 MAX 0.82 0.71 CO (%) AVE MEAS 0.10 0.15 0.09 0.08 MAX 847 786 NOx (PPM) AVE MEAS 237 844 199 593 Results PASS PASS

What diagnostic steps could have been performed to more thoroughly address the HC failure? ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________
1991 Honda CRX HC Failure Page 1 of 1

2009 Technician Update Course HC Failure Laboratory Examination 1995 Plymouth Neon HC Failure
A 1995 Plymouth Neon, 2.0L 4 cylinder engine, failed Smog Check for excessive HCs during the 25/25 mode. The technician tested the HO2S and recorded the following readings: Minimum voltage: Maximum voltage: Rise time: 104 mV 910 mV 68 mS

The technician performed a cranking CO2 test on the vehicles catalytic converter and obtained the following readings: HC: CO2: 9327 ppm 10.5 %

Based on this diagnostic information, the technician recommended replacing the catalyst to resolve the HC failure. What diagnostic steps could have been performed to more thoroughly address the HC failure? ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________

1995 Plymouth Neon HC Failure

Page 1 of 1

Smog Check Vehicle Inspection Report (VIR)

Vehicle Information Test Date/Time:
Model-Year: License: Engine: GVWR: Odometer: Fuel-Type:

04/01/2008 @ 04:12 PM
1995 5XXXXX2 2.0L 0 100528 Gasoline Make: State: Type: Test Weight: Certification: Exhaust: Plymouth CA Passenger 2625 California Single Model: VIN: Transmission: Cylinders: VLT Record #: Inspection Reason: Neon 1P3ES27C2SDXXXXXX Automatic 04 XXXXX High Emitter Profile

Overall Test Results YOUR VEHICLE FAILED AND EXCEEDED THE GROSS POLLUTER LIMITS Comprehensive Visual Inspection: PASS Functional Check: PASS Emissions Test: FAIL Repairing your vehicle is necessary to help California reduce smog-forming emissions and reach our air quality goals.
Emission Control Systems Visual Inspection/Functional Check Results (Visual/Functional tests are used to assist in the identification of crankcase and cold start emissions which are not measured during the ASM test.) RESULT PassPassPassFailN/AN/APassECS PCV System Catalytic Converter Fuel Cap Visual Test Fuel Cap Functional Test EGR Functional Fillpipe Restrictor
Vacuum Lines to Sensors/Switches

RESULT N/AN/AN/APassPassPassN/A-

ECS Thermostatic Air Cleaner Air Injection Other Emission Related Comp. Liquid Fuel Leaks Fuel EVAP Functional Fuel EVAP Controls Visual Ignition Timing 0

RESULT PassPassPassPassPass-

ECS Fuel Injection System Malfunction Light Oxygen Sensor Wiring to Sensors/Switches Ignition Spark Controls

ASM Emission Test Results

% CO2 % 02 HC (PPM) CO (%) NOx (PPM) Test RPM MEAS MEAS MAX AVE MEAS MAX AVE MEAS MAX AVE MEAS 15 mph 2184 14.4 0.7 93 21 93 0.57 0.06 0.05 720 150 43 25 mph 1988 14.5 0.5 59 13 88 0.55 0.05 0.05 774 136 6 MAX = Maximum Allowable Emissions GP = Gross Polluter Limits MEAS = Amount measured Results PASS FAIL

Smog Check Inspection Station Information

BAR 10240 Systems Parkway Sacramento, CA 95827 (916) 255-0000 Station Number: RA000000 Technician Name/Number: Repair Tech Name/Number: Software Version/EIS Number: XXXX XXXXXXXX/EA000000 N/A 9506/XX000000

I certify, under penalty of perjury under the laws of the State of California, that I inspected the vehicle described above, that I performed the inspection in accordance with all bureau requirements, and that the information listed on this vehicle inspection report is true and correct. 4/1/08 ___________________________ Date

____________________________________________________________ Technicians Signature

Vehicle Information Data Sheet

Vehicle Make: Plym Model: Year: VIN #: 1P3ES27C2SDXXXXXX RO #: 4/1/08 12345 Neon 1995 License #: # of Cylinders: Engine Size: Mileage: Date: 5XXXXX2 4 2 L 100528

Pre-repair Baseline Emissions Results

50/15
Cut-points Measured Cut-points Measured Cut-points Measured NOx HC HC CO CO NOx 720 43 93 93 .57 .05 Cut-points Measured Cut-points Measured Cut-points Measured HC HC CO CO NOx NOx 59 88 .55 .05 774 6

25/25

Lambda Calculation: 50/15__________

Rich

Lean

25/25___________

Rich

Lean

Visual/Functional Inspection
Use: P = Pass M = Modified EVAP___ S = Missing AIS___ D = Disconnected SPK___ F = Defective CAT___ N = Non-Applicable SENSORS___ Pass Fail Clogged Passages Pass
Pass

PCV___ EGR:

TAC___ Pass

EGR___

COMP___

Functional Test

Idle Speed:_____ Fail Cause (if fail): Pass

Fail

RPM Ignition Timing:_____ Defective EGR Monitor Status:

Pass Fail

Spec:_____ No Vacuum Fail

How many inches of vacuum required to open EGR? _____ Hg. OBD II: Communications:
Visible Fuel Leaks: Pass

Fail

Pass

MIL Command:

Fail
Fail

Fuel CAP:

Low Pressure Fuel Evaporative Test:

Secondary Air Injection

Air Injection Is AIS functioning correctly? Yes No If no, why? ____________________________ ____________________________________________________________________________________

Computer Operation
Computer Code Stored? Yes No Yes If yes, are codes: No Hard Soft Record Codes:___________ Are codes emission related? Oxygen Sensor: CO Standards: Good Pass Define Codes:__________ __________ __________ Low Voltage 104 mV High Voltage 910 mV Rise Time 68 ms

Record results of diagnosis:_____________________________________________________________ Defective Fail Yes No No If no, is O2 biased? Rich Lean Will the computer respond to

Is system in fuel control? artificial O2 input? Yes

If no, why?______________________________________________

Visual Inspection of the Engine Performance Systems

Notes:____________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________

HC Diagnosis
Misfires: Engine: Yes No Ignition: Yes No Air/Fuel: Yes No Notes:____________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________

CO Diagnosis
Average O2S Voltage:_______________________ Fuel Trim Data:________________________________ Air filter in good serviceable condition?: Saturated EVAP control canister?: Carburetor Operation: idle air/fuel adjustment_______ choke adjustment_______ float level_______ power valve operation_______ Yes Yes No No Measured:_________________________________ Engine oil contaminated with fuel?: Yes No Fuel Pressure: Specifications:___________________

NOx Diagnosis
Ignition Timing Advance: Specifications: Measured: Coolant Temperature:__________ Is engine compression excessive?: Yes No Centrifugal:__________ Vacuum:__________ Centrifugal:__________ Vacuum:__________ Is fuel octane correct?: Yes No

Air Intake Temperature: TAC_________ EFE__________

Catalytic Converter Efficiency Diagnosis

Is catalytic converter in good serviceable condition?: Yes No Cranking CO2 HC 10176 CO2 10.4% Describe testing method(s) used:_____________________________________________________________ Diagnostic Summary: __________________________________________________________________________________________ __________________________________________________________________________________________ __________________________________________________________________________________________

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure

The owner of a 1989 Dodge B150 Van complained of failing her Smog Check inspection and requested repairs. The original VIR showed the vehicle failed for tailpipe (HC, CO), visual (AIR) and functional (fuel cap). An estimate to diagnose elevated HC and CO; to replace the frozen AIR pump and missing (presumably broken) AIR belt; and fuel cap was authorized by the customer. The engine was recently rebuilt and functioning properly. With no DTCs in memory, both the ECT and MAP sensors were checked and found to function normally. A labscope connected to the HO2S showed the signal fixed at 100 mV, even when the air fuel mixture was forced full rich or lean. With the HO2S disconnected from the harness the PCM did narrow the injector pulse width based on a corresponding artificial signal. The EGR system was checked and found to have excessive flow immediately off idle. The repair strategy presented to the customer was as follows: Replace: o AIR pump and belt o HO2S o Fuel cap o EGR transducer

The vehicle passed the after-repairs certification inspection. Attached are inspection reports, estimates/work orders, and diagnostic/repair strategy data. The vehicle passed, but with emissions higher than average for other similar vehicles with passing emissions. What diagnostic steps were missed and what potential defects were overlooked?

Page 1 of 9

FIRST STREET AUTO

1234 FIRST STREET ANYTOWN, CALIFORNIA 91111 TELEPHONE #1-222-333-4444
CUSTOMERS NAME HOME PHONE#

BAR# AA12345 EPA# 000999999 RO444555

WORK ORDER
WORK PHONE# DATE

MARY JONES
ADDRESS

345-9876
VEHICLE MAKE & MODEL

2/21/08
LICENSE #

321 10TH STREET

CITY

1989 B150 Dodge Van

VEHICLE IDENTIFICATION #

3XXX079
ODOMETER

ANYTOWN, CALIFORNIA 91111

QTY DESCRIPTION OF PARTS PRICE

2B7GB11X5KKXXXXXX
DESCRIPTION OF LABOR

106493
CHARGE

1 1 1

AIR Pump (new) Fuel Cap (new) AIR Belt (new)

$XXX $XX $XX

Diagnose Smog failure(s) HC, CO Replace AIR Pump and Belt Replace Fuel Cap

$XXX $XXX N/C

SMOG CERTIFICATE SUBTOTAL LABOR SUBTOTAL PARTS SALES TAX

TOTAL
ORIGINAL ESTIMATE $XXX.XX AUTHORIZED BY SIGNATURE SAVE OLD PARTS Y

MARY JONES
9:05AM
ADDITIONAL COST

I acknowledge notice and oral approval of an increase in the original estimated price.

N____

ADDITIONAL AUTHORIZATION: DATE 12/16/99 TIME

$307.20
REVISED EST.$407.20AUTHORIZED BY_MS. JONES PHONE# 345-9876 PERSON Y ___ N______ IN

(SIGNATURE OR INITIALS)

SUBLET REPAIRS

TEARDOWN ESTIMATE: I UNDERSTAND THAT MY VEHICLE WILL BE REASSEMBLED WITHIN_______ DAYS OF THE DATE SHOWN ABOVE IF I CHOOSE NOT TO AUTHORIZE THE SERVICES RECOMMENDED.

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure
Smog Check Vehicle Inspection Report (VIR)
Vehicle Information Test Date/Time:
Model-Year: License: Engine: GVWR: Odometer: Fuel-Type:

2/21/2008 @ 11:56 am
1989 3XXX079 3.9L 5300 106493 Gasoline Make: State: Type: Test Weight: Certification: Exhaust: Dodge CA Truck 3625 California Single Model: VIN: Transmission: Cylinders: VLT Record #: Inspection Reason: B150 Van 2B7GB11X5KKXXXXXX Automatic 6 XXXXX High Emitter Profile

Overall Test Results YOUR VEHICLE FAILED AND EXCEEDED THE GROSS POLLUTER LIMITS Comprehensive Visual Inspection: FAIL Functional Check: FAIL Emissions Test: GROSS POLLUTER Repairing your vehicle is necessary to help California reduce smog-forming emissions and reach our air quality goals.
Emission Control Systems Visual Inspection/Functional Check Results (Visual/Functional tests are used to assist in the identification of crankcase and cold start emissions which are not measured during the ASM test.) RESULT PassPassPassFailN/AN/APassECS PCV System Catalytic Converter Fuel Cap Visual Test Fuel Cap Functional Test EGR Functional Fillpipe Restrictor
Vacuum Lines to Sensors/Switches

RESULT PassFailPassPassPassPassPass-

ECS Thermostatic Air Cleaner Air Injection Other Emission Related Comp. Liquid Fuel Leaks Fuel EVAP Functional Fuel EVAP Controls Visual Ignition Timing 10 BTDC

RESULT PassPassPassPassPass-

ECS Fuel Injection System Malfunction Light Oxygen Sensor Wiring to Sensors/Switches Ignition Spark Controls

ASM Emission Test Results

% CO2 % 02 Test RPM MEAS MEAS 15 mph 1395 7.1 0.0 25 mph 1384 7.1 0.0 MAX = Maximum Allowable Emissions MAX 124 104 HC (PPM) GP MEAS MAX 311 633 0.75 261 724 0.95 GP = Gross Polluter Limits CO (%) GP MEAS 2.05 10.78 2.25 10.81 NOx (PPM) MAX GP MEAS 1020 1807 21 880 1607 30 MEAS = Amount measured Results GROSS POLLUTER GROSS POLLUTER

Smog Check Inspection Station Information

First Street Auto 1234 1st Street Anytown, CA 91111 (222) 333-4444 Station Number: RA12345 Technician Name/Number: Repair Tech Name/Number: Software Version/EIS Number: Al Einstein/EA654321 N/A 9506/AA340998

I certify, under penalty of perjury under the laws of the State of California, that I inspected the vehicle described above, that I performed the inspection in accordance with all bureau requirements, and that the information listed on this vehicle inspection report is true and correct.

___________________________ Date

____________________________________________________________ Technicians Signature

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure

First Street Auto 1234 1st St. Anytown, CA 91111 (222) 333-4444 ARD #: AA12345 REFERENCE REPAIR ORDER: RO444555 / 2/21/08 CAP #: TECH NAME: Al TECH NOTES:
1989 Dodge B150, 106493, 3.9L V6, a/t, a/c Noticed bad stumble/driveability problem during baseline test. Found EGR fully opening off idle. Transducer is bad. Disconnected EGR during duration of diagnostics. Tested O2 sensor. Bad Flat line @ 100 mV. rich condition (vacuum leak or propane). No movement w/lean or

SHOP NAME:

Tested computer w/artificial signal good response i.e., inj. pulse width drops & engine leans out. Check MAP & ECT also good. Replace EGR transducer & O2S. Air pump is bad frozen w/belt missing (visual inspection) Fuel cap defective Replace & continue diagnosis

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure

Vehicle Information Data Sheet

Vehicle Make: Model: Year: VIN #:

Dodge
License #:

B150 Van
# of Cylinders: Engine Size:

1989
Mileage:

2B7GB11X5KKXXXXXX
RO #: Date:

3XXX079

3.9 L

106493

RO444555

2/21/08

Pre-Diagnostic Tailpipe Readings

Specs Mode 1 HC Specs Mode 2 HC HC CO CO NOx NOx HC Actual CO Specs CO Actual NOx Specs NOx Actual Actual Specs Actual Specs Actual Lambda Reading Mode 1

.682
Lambda Reading Mode 2

.680
Other bad stumble

Road Test

Noises

Pings

Smokes

Misfires

Visual / Functional Inspection

Use: P = Pass M = Modified S = Missing D = Disconnected F = Defective N = Non-Applicable PCV TAC EVAP AIS fail EGR SPK CAT COMP SENSORS Pass Fail

Functional Test Idle Speed: 850 RPM Ignition Timing: 10btdc Spec: 10btdc EGR: Fuel leak: Pass Fail Cause (if fail): Fail Defective EGR No Vacuum Fail

Clogged Passages LPFET Pass Fail

Pass

Fuel CAP: Pass

How many inches of vacuum required to open EGR? 2 Hg.

Observations
EGR has excessive flow right off idle due to defective vacuum transducer. Affecting vacuum and air fuel mixture

___________________________________________________________________________________________________________

First Street Auto

1234 First Street

Anytown, CA 91111

(222) 333-4444

RA654321

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure

Vehicle Information Data Sheet Computer Operation

Computer Code Stored? Yes No Yes If yes, are codes: Hard Soft Record Codes:___________ Are codes emission related? No Define Codes:__________ __________ __________

Record results of diagnosis:_____________________________________________________________ Oxygen Sensor: CO Standards: Good Pass Defective Low Voltage: 100 mV High Voltage: 100 mV Rise Time: flatline ms Fail Yes

Is system in fuel control? Yes No If no, is O2 biased? Rich Lean Will the computer respond to artificial O2 input? No If no, why?______________________________________________ Air Injection Is AIS functioning correctly? Yes No If no, why? AIR pump frozen, belt broken/missing

Catalytic Converter Efficiency Test

O2 Snap Test CO2 Cranking Test Pre Cat / Post Cat (if used) Pre Cat:______Post Cat:________ Efficiency:______________% O2:_________% HC:____________ppm CO2:____________% Is Cat OK? Yes

No Untestable at this time due to lack of fuel control and high

emissions

Final Diagnosis
1. What exhaust gas(s) caused the vehicle to fail the emission test?________________________ _____________________________________________________________________________

HC & CO

HO2S, EGR Transducer, AIR Pump &

2. Note the results of the above failed test: Belt, fuel cap defective _____________________________________________________________________________ Cross-reference the failed emission(s) with the related failed tests: _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ What component(s) or system(s) need to be repaired?__________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________

3. HC:

CO:

NOx: 4.

First Street Auto

1234 First Street

Anytown, CA 91111

(222) 333-4444

RA654321

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure

FIRST STREET AUTO

1234 FIRST STREET ANYTOWN, CALIFORNIA 91111 TELEPHONE #1-222-333-4444
CUSTOMERS NAME HOME PHONE#

BAR# AA12345 EPA# 000999999 RO444555

WORK ORDER
WORK PHONE# DATE

MARY JONES
ADDRESS

345-9876
VEHICLE MAKE & MODEL

2/21/08
LICENSE #

321 10TH STREET

CITY

1989 B150 Dodge Van

VEHICLE IDENTIFICATION #

3XXX079
ODOMETER

ANYTOWN, CALIFORNIA 91111

QTY DESCRIPTION OF PARTS PRICE

2B7GB11X5KKXXXXXX
DESCRIPTION OF LABOR

106493
CHARGE

1 1 1 1 1

AIR Pump (new) Fuel Cap (new) AIR Belt (new) HO2S (new) EGR Transducer (new)

$XXX $XX $XX $XX.XX $XX.XX

Diagnose Smog failure(s) HC, CO Replace AIR Pump and Belt Replace Fuel Cap Replace HO2S Replace EGR Transducer Smog Inspection

$XXX.00 $XXX.00 N/C $XX $XX N/C

SMOG CERTIFICATE SUBTOTAL LABOR

See attached diagnostic worksheet / tech notes RO444555 / 2/21/08

SUBTOTAL PARTS

SALES TAX

TOTAL
ORIGINAL ESTIMATE $XXX.00 AUTHORIZED BY SIGNATURE SAVE OLD PARTS Y

MARY JONES

I acknowledge notice and oral approval of an increase in the original estimated price.

N____

2/22/08/99 TIME 3:30 pm:05AM $XXX.XX20 REVISED EST.AUTHORIZED BY M. Jones PHONE# 345-9876 IN PERSON Y ___ N
ADDITIONAL AUTHORIZATION: DATE ADDITIONAL COST

(SIGNATURE OR INITIALS)

SUBLET REPAIRS

TEARDOWN ESTIMATE: I UNDERSTAND THAT MY VEHICLE WILL BE REASSEMBLED WITHIN_______ DAYS OF THE DATE SHOWN ABOVE IF I CHOOSE NOT TO AUTHORIZE THE SERVICES RECOMMENDED.

Smog Check Failure Diagnosis Case Study 1989 B150 Dodge Van - HC, CO, AIR, fuel cap failure
Smog Check Vehicle Inspection Report (VIR)
Vehicle Information Test Date/Time: 2/25/2008 @ 7:59 am
Model-Year: License: Engine: GVWR: Odometer: Fuel-Type: 1989 3XXX079 3.9L 5300 106495 Gasoline Make: State: Type: Test Weight: Certification: Exhaust: Dodge CA Truck 3625 California Single Model: VIN: Transmission: Cylinders: VLT Record #: Inspection Reason: B150 Van 2B7GB11X5KKXXXXXX Automatic 6 XXXXX High Emitter Profile

Overall Test Results Congratulations. Your vehicle passed the enhanced Smog Check inspection, which helps California reach its daily goal of removing an extra 100 tons of smog-forming emissions from the air. Thank you for keeping your vehicle well maintained. Comprehensive Visual Inspection: PASS Functional Check: PASS Emissions Test: PASS Smog Check Certificate Number: AA007236 DMV ID Number: X345Z4Q6145Z Your Smog Check certificate has been electronically transmitted to DMV. Your certificate is valid for 90 days from the date of issuance. Please keep this copy for your records.
Emission Control Systems Visual Inspection/Functional Check Results (Visual/Functional tests are used to assist in the identification of crankcase and cold start emissions which are not measured during the ASM test.) RESULT PassPassPassPassN/AN/APassECS PCV System Catalytic Converter Fuel Cap Visual Test Fuel Cap Functional Test EGR Functional Fillpipe Restrictor
Vacuum Lines to Sensors/Switches

RESULT PassPassPassPassPassPassPass-

ECS Thermostatic Air Cleaner Air Injection Other Emission Related Comp. Liquid Fuel Leaks Fuel EVAP Functional Fuel EVAP Controls Visual Ignition Timing 10B

RESULT PassPassPassPassPass-

ECS Fuel Injection System Malfunction Light Oxygen Sensor Wiring to Sensors/Switches Ignition Spark Controls

ASM Emission Test Results

% CO2 % 02 Test RPM MEAS MEAS 15 mph 1455 13.3 2.2 25 mph 1444 13.2 2.3 MAX = Maximum Allowable Emissions MAX 124 104 HC (PPM) CO (%) AVE MEAS MAX AVE MEAS 34 70 0.75 0.11 0.52 23 53 0.95 0.10 0.66 AVE = Average Emissions For Passing Vehicles MAX 1020 880 NOx (PPM) AVE MEAS Results 260 433 Pass 217 314 Pass MEAS = Amount measured

Smog Check Inspection Station Information

First Street Auto 1234 1st St. Anytown, CA 91111 (222) 333-4444 Station Number: RA12345 Technician Name/Number: Repair Tech Name/Number: Software Version/EIS Number: Al Einstein/EA654321 N/A 9506/AA340998

I certify, under penalty of perjury under the laws of the State of California, that I inspected the vehicle described above, that I performed the inspection in accordance with all bureau requirements, and that the information listed on this vehicle inspection report is true and correct.

___________________________ Date

____________________________________________________________ Technicians Signature

2009 Technician Update Course CO Failure Laboratory Examination 1991 Acura Integra CO Failure
A 1991 Acura Integra 1.8L 4 cylinder engine, failed Smog Check for excessive CO emissions during the 50/15 mode. The vehicle is equipped with PCV, EVAP, CAT, EGR, SPK, HO2S.
Test 15 mph 25 mph RPM 1988 2204 % CO2 MEAS 14.6 14.8 % 02 MEAS 0.0 0.0 MAX 121 96 HC (PPM) AVE MEAS 31 121 20 69 MAX 0.76 0.65 CO (%) AVE MEAS 0.10 0.99 0.09 0.62 MAX 807 746 NOx (PPM) AVE MEAS 237 771 199 294 Results FAIL PASS

The technician performed the following diagnostic tests: o Verified closed loop operation. HO2S varying from .1V to .9V o Catalyst outlet temperature lower than inlet temperature - FAIL Based on this diagnostic information, the technician recommended replacing the vehicles catalyst. The after-repairs emission readings are passing, but still reflect higher than average HCs.
Test 15 mph 25 mph RPM 1973 2183 % CO2 MEAS 15.2 15.2 % 02 MEAS 0.0 0.0 MAX 121 96 HC (PPM) AVE MEAS 31 87 20 95 MAX 0.76 0.65 CO (%) AVE MEAS 0.10 0.7 0.09 0.65 MAX 807 746 NOx (PPM) AVE MEAS 237 515 199 349 Results PASS PASS

What diagnostic steps could have been performed to more thoroughly address the CO failure? ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________

1991 Acura Integra CO Failure

Page 1 of 1

2009 Technician Update Course NOx Failure Laboratory Examination 1984 Volvo 240 DL NOx Failure
A 1984 Volvo 240 DL, 2.3L engine equipped with PCV, TAC, EVAP, CAT, FI, & HO2S failed 5015 and 25/25 for NOx.
Test 15 mph 25 mph RPM 1712 1754 % CO2 MEAS 15.1 14.4 % 02 MEAS 0.3 0.7 MAX 135 110 HC (PPM) GP MEAS 311 85 261 65 MAX 0.83 0.63 CO (%) GP MEAS 2.33 0.04 2.13 0.02 MAX 1,136 966 NOx (PPM) GP MEAS 2,153 2128 1,953 2732 Results FAIL GROSS POLLUTER

The technician performed the following diagnostic tests: HO2S checked o HO2S signal fixed at 540mV Based on this diagnostic information, the technician recommended replacing the HO2S. Repairs were authorized and performed The after-repairs emission readings are passing, but still reflect higher than average NOx at 50/15.
Test 15 mph 25 mph RPM 1723 1762 % CO2 MEAS 14.6 14.8 % 02 MEAS 0.5 0.1 MAX 135 110 HC (PPM) GP MEAS 311 132 261 57 MAX 0.83 0.63 CO (%) GP MEAS 2.33 0.27 2.13 0.04 MAX 1,136 966 NOx (PPM) GP MEAS 2,153 1102 1,953 662 Results PASS PASS

What diagnostic steps could have been performed to more thoroughly address the NOx failure? ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________

1984 Volvo 240 DL NOx Failure

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2009 Technician Update Course NOx Failure Laboratory Examination 1992 Honda Accord NOx Failure
A 1992 Honda Accord, 2.2L engine equipped with PCV, EVAP, EGR, CAT, SPK, FI, & HO2S failed 5015 and 25/25 for NOx.
Test 15 mph 25 mph RPM 1836 1907 % CO2 MEAS 14.4 14.4 % 02 MEAS 0.3 0.2 MAX 116 91 HC (PPM) AVE MEAS 31 65 20 91 MAX 0.74 0.62 CO (%) AVE MEAS 0.10 0.25 0.09 0.22 MAX 791 730 NOx (PPM) AVE MEAS 237 1220 199 1186 Results FAIL FAIL

The technician performed the following diagnostic tests: Catalyst checked o Catalyst failed cranking CO2 test EGR checked o Vacuum signal, passages, valve operation Good Ignition timing o At specifications Lambda o Within specifications 50/15 and 25/25 Based on this diagnostic information, the technician recommended replacing the catalyst. Repairs were authorized and performed The after-repairs emission readings are passing, but still reflect higher than average NOx at 50/15.
Test 15 mph 25 mph RPM 1828 2531 % CO2 MEAS 15.2 15.2 % 02 MEAS 0.2 0.0 MAX 116 91 HC (PPM) AVE MEAS 31 37 20 10 MAX 0.74 0.62 CO (%) AVE MEAS 0.10 0.11 0.09 0.04 MAX 791 730 NOx (PPM) AVE MEAS 237 791 199 613 Results PASS PASS

What diagnostic steps could have been performed to more thoroughly address the NOx failure? ________________________________________________________________________ ________________________________________________________________________ ________________________________________________________________________

1992 Honda Accord NOx Failure

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Vehicle Information Data Sheet

Vehicle Make: Model: Year: VIN #:

License #:

# of Cylinders:

Engine Size:

Mileage:

Date:

RO #:

Pre-repair Baseline Emissions Results

50/15 Cut-points HC Cut-points HC Measured HC Measured HC Cut-points CO Cut-points CO Measured CO Measured CO Cut-points NOx Cut-points NOx Measured NOx Measured NOx

25/25

Lambda Calculator:__________________________________________________________________________

Visual/Functional Inspection
Use: P = Pass M = Modified EVAP___ Fail S = Missing AIS___ D = Disconnected SPK___ F = Defective CAT___ N = Non-Applicable SENSORS___ Pass Fail Clogged Passages Pass
Fail

PCV___ EGR:

TAC___ Pass

EGR___

COMP___ No Vacuum

Functional Test

Idle Speed:_____

RPM Ignition Timing:_____ Defective EGR Monitor Status:

Pass Fail

Spec:_____

Cause (if fail): Pass

Fail

How many inches of vacuum required to open EGR? _____ Hg. OBD II: Communications:
Visible Fuel Leaks: Pass

Fail

Pass

Fail

MIL Command:
Pass

Fail

Fuel CAP:

Low pressure fuel evaporative test:

Computer Operation
Computer Code Stored? Yes No Yes If yes, are codes: No Hard Soft Record Codes:___________ Are codes emission related? Oxygen Sensor: CO Standards: O2 input? Yes Good Pass No Define Codes:__________ __________ __________ Low Voltage:____mV High Voltage:____mV Rise Time:____ms If no, is O2 biased? Yes Rich Lean Will the computer respond to artificial

Record results of diagnosis:_____________________________________________________________ Defective Fail Yes No If no, why?______________________________________________ No If no, why? ____________________________

Is system in fuel control?

Air Injection Is AIS functioning correctly?

____________________________________________________________________________________

CO Diagnostic Page 1

Visual Inspection of the Engine Performance Systems

Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

HC Diagnosis
Misfires: Engine: Yes No Ignition: Yes No Air/Fuel: Yes No Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

CO Diagnosis
Average O2S Voltage:_________________ Air filter in good serviceable condition?: Saturated EVAP control canister?: Carburetor Operation: idle air/fuel adjustment_______ choke adjustment_______ float level_______ power valve operation_______ Yes Yes No No Engine oil contaminated with fuel?: Yes No Fuel Trim Data:___________________________

Fuel Pressure: Specifications:___________________ Measured:_________________________________

NOx Diagnosis
Ignition Timing Advance: Specifications: Measured: Coolant Temperature:__________ Is engine compression excessive?: Yes No Centrifugal:__________ Vacuum:__________ Centrifugal:__________ Vacuum:__________ Is fuel octane correct?: Yes No

Air Intake Temperature: TAC_________ EFE__________

Catalytic Converter Efficiency Diagnosis

Is catalytic converter in good serviceable condition?: Yes No Describe testing method(s) used:_____________________________________________________________ Diagnostic Summary: _____________________________________________________________________________________________ _____________________________________________________________________________________________ ____________________________________________________________________________________

CO Diagnostic Page 2

Vehicle Information Data Sheet

Vehicle Make: License #: Model: # of Cylinders: Engine Size: Year: Mileage: VIN #: Date: RO #:

Pre-repair Baseline Emissions Results

50/15 Cut-points HC Cut-points HC Measured HC Measured HC Cut-points CO Cut-points CO Measured CO Measured CO Cut-points NOx Cut-points NOx Measured NOx Measured NOx

25/25

Lambda Calculator:__________________________________________________________________________

Visual/Functional Inspection
Use: P = Pass M = Modified EVAP___ S = Missing AIS___ D = Disconnected SPK___ F = Defective CAT___ N = Non-Applicable SENSORS___ Pass Fail Clogged Passages Pass
Fail

PCV___ EGR:

TAC___ Pass

EGR___

COMP___

Functional Test

Idle Speed:_____ Fail Cause (if fail): Pass

Fail

RPM Ignition Timing:_____ Defective EGR Monitor Status:

Pass Fail

Spec:_____ No Vacuum

How many inches of vacuum required to open EGR? _____ Hg. OBD II: Communications:
Visible Fuel Leaks: Pass

Fail

Pass

Fail

MIL Command:
Pass

Fail

Fuel CAP:

Low pressure fuel evaporative test:

Computer Operation
Computer Code Stored? Yes No Yes If yes, are codes: No Hard Soft Record Codes:___________ Are codes emission related? Oxygen Sensor: CO Standards: artificial O2 input? Good Pass Yes Define Codes:__________ __________ __________ Low Voltage:____mV High Voltage:____mV Rise Time:____ms If no, is O2 biased? Yes Rich Lean Will the computer respond to

Record results of diagnosis:_____________________________________________________________ Defective Fail Yes No No If no, why?______________________________________________ No If no, why? ____________________________

Is system in fuel control?

Air Injection Is AIS functioning correctly?

____________________________________________________________________________________

HC Diagnostic Page 1

Visual Inspection of the Engine Performance Systems

Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

HC Diagnosis
Misfires: Engine: Yes No Ignition: Yes No Air/Fuel: Yes No Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

CO Diagnosis
Average O2S Voltage:_________________ Air filter in good serviceable condition?: Saturated EVAP control canister?: Carburetor Operation: idle air/fuel adjustment_______ choke adjustment_______ float level_______ power valve operation_______ Yes Yes No No Engine oil contaminated with fuel?: Yes No Fuel Trim Data:___________________________

Fuel Pressure: Specifications:___________________ Measured:_________________________________

NOx Diagnosis
Ignition Timing Advance: Specifications: Measured: Coolant Temperature:__________ Is engine compression excessive?: Yes No Centrifugal:__________ Vacuum:__________ Centrifugal:__________ Vacuum:__________ Is fuel octane correct?: Yes No

Air Intake Temperature: TAC_________ EFE__________

Catalytic Converter Efficiency Diagnosis

Is catalytic converter in good serviceable condition?: Yes No Describe testing method(s) used:_____________________________________________________________ Diagnostic Summary: _____________________________________________________________________________________________ _____________________________________________________________________________________________ ____________________________________________________________________________________

HC Diagnostic Page 2

Vehicle Information Data Sheet

Vehicle Make: License #: Model: # of Cylinders: Engine Size: Year: Mileage: VIN #: Date: RO #:

Pre-repair Baseline Emissions Results

50/15 Cut-points HC Cut-points HC Measured HC Measured HC Cut-points CO Cut-points CO Measured CO Measured CO Cut-points NOx Cut-points NOx Measured NOx Measured NOx

25/25

Lambda Calculator:__________________________________________________________________________

Visual/Functional Inspection
Use: P = Pass M = Modified EVAP___ S = Missing AIS___ D = Disconnected SPK___ F = Defective CAT___ N = Non-Applicable SENSORS___ Pass Fail Clogged Passages Pass
Pass

PCV___ EGR:

TAC___ Pass

EGR___

COMP___

Functional Test

Idle Speed:_____ Fail Cause (if fail): Pass

Fail

RPM Ignition Timing:_____ Defective EGR Monitor Status:

Pass Fail

Spec:_____ No Vacuum Fail

How many inches of vacuum required to open EGR? _____ Hg. OBD II: Communications:
Visible Fuel Leaks: Pass

Fail

Pass

MIL Command:

Fail
Fail

Fuel CAP:

Low pressure fuel evaporative test:

Computer Operation
Computer Code Stored? Yes No Yes If yes, are codes: No Hard Soft Record Codes:___________ Are codes emission related? Oxygen Sensor: CO Standards: Good Pass Define Codes:__________ __________ __________ Low Voltage:____mV High Voltage:____mV Rise Time:____ms If no, is O2 biased? Yes Rich Lean Will the computer respond to

Record results of diagnosis:_____________________________________________________________ Defective Fail Yes No No If no, why?______________________________________________ No If no, why? ____________________________

Is system in fuel control? artificial O2 input? Yes

Air Injection Is AIS functioning correctly?

____________________________________________________________________________________
NOx Diagnostic Page 1

Visual Inspection of the Engine Performance Systems

Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

HC Diagnosis
Misfires: Engine: Yes No Ignition: Yes No Air/Fuel: Yes No Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

CO Diagnosis
Average O2S Voltage:_________________ Air filter in good serviceable condition?: Saturated EVAP control canister?: Carburetor Operation: idle air/fuel adjustment_______ choke adjustment_______ float level_______ power valve operation_______ Yes Yes No No Engine oil contaminated with fuel?: Yes No Fuel Trim Data:___________________________

Fuel Pressure: Specifications:___________________ Measured:_________________________________

NOx Diagnosis
Ignition Timing Advance: Specifications: Measured: Coolant Temperature:__________ Is engine compression excessive?: Yes No Centrifugal:__________ Vacuum:__________ Centrifugal:__________ Vacuum:__________ Is fuel octane correct?: Yes No

Air Intake Temperature: TAC_________ EFE__________

Catalytic Converter Efficiency Diagnosis

Is catalytic converter in good serviceable condition?: Yes No Describe testing method(s) used:_____________________________________________________________ Diagnostic Summary: _____________________________________________________________________________________________ _____________________________________________________________________________________________ ____________________________________________________________________________________

NOx Diagnostic Page 2

Vehicle Information Data Sheet

Vehicle Make: License #: Model: # of Cylinders: Engine Size: Year: Mileage: VIN #: Date: RO #:

Pre-repair Baseline Emissions Results

50/15 Cut-points HC Cut-points HC Measured HC Measured HC Cut-points CO Cut-points CO Measured CO Measured CO Cut-points NOx Cut-points NOx Measured NOx Measured NOx

25/25

Lambda Calculator:__________________________________________________________________________

Visual/Functional Inspection
Use: P = Pass M = Modified EVAP___ S = Missing AIS___ D = Disconnected SPK___ F = Defective CAT___ N = Non-Applicable SENSORS___ Pass Fail Clogged Passages Pass
Pass

PCV___ EGR:

TAC___ Pass

EGR___

COMP___

Functional Test

Idle Speed:_____ Fail Cause (if fail): Pass

Fail

RPM Ignition Timing:_____ Defective EGR Monitor Status:

Pass Fail

Spec:_____ No Vacuum

How many inches of vacuum required to open EGR? _____ Hg. OBD II: Communications:
Visible Fuel Leaks: Pass

Fail

Pass

Fail

MIL Command:

Fail

Fuel CAP:

Low pressure fuel evaporative test:

Fail

Computer Operation
Computer Code Stored? Yes No Yes If yes, are codes: No Hard Soft Record Codes:___________ Are codes emission related? Oxygen Sensor: CO Standards: artificial O2 input? Good Pass Yes Define Codes:__________ __________ __________ Low Voltage:____mV High Voltage:____mV Rise Time:____ms If no, is O2 biased? Yes Rich Lean Will the computer respond to

Record results of diagnosis:_____________________________________________________________ Defective Fail Yes No No If no, why?______________________________________________ No If no, why? ____________________________

Is system in fuel control?

Air Injection Is AIS functioning correctly?

____________________________________________________________________________________

Vehicle Information Datasheet Page 1

Visual Inspection of the Engine Performance Systems

Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

HC Diagnosis
Misfires: Engine: Yes No Ignition: Yes No Air/Fuel: Yes No Notes:________________________________________________________________________________________ _____________________________________________________________________________________________ ___________________________________________________________________________________

CO Diagnosis
Average O2S Voltage:_________________ Air filter in good serviceable condition?: Saturated EVAP control canister?: Carburetor Operation: idle air/fuel adjustment_______ choke adjustment_______ float level_______ power valve operation_______ Yes Yes No No Engine oil contaminated with fuel?: Yes No Fuel Trim Data:___________________________

Fuel Pressure: Specifications:___________________ Measured:_________________________________

NOx Diagnosis
Ignition Timing Advance: Specifications: Measured: Coolant Temperature:__________ Is engine compression excessive?: Yes No Centrifugal:__________ Vacuum:__________ Centrifugal:__________ Vacuum:__________ Is fuel octane correct?: Yes No

Air Intake Temperature: TAC_________ EFE__________

Catalytic Converter Efficiency Diagnosis

Is catalytic converter in good serviceable condition?: Yes No Describe testing method(s) used:_____________________________________________________________ Diagnostic Summary: _____________________________________________________________________________________________ _____________________________________________________________________________________________ ____________________________________________________________________________________

Vehicle Information Datasheet Page 2