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Review
Volume 3 Number 1
February 2007
This publication has been assembled for the benefit of repair shop personnel who specialize in vehicle emission
repairs. It is a compilation of articles that have appeared in Air Repair to help technicians better understand
particular aspects of the vehicle emission program and the repair process. The editors of Air Repair hope
technicians find this publication a useful and ready resource to add to their technical libraries.
Contents
OBDII
Shop Management
Case Studies
Readiness Monitors
Stubborn Monitors.......................................................11
OBDII Readiness Case Study......................................12
The Unexpected is Just a Little Tougher to Fix...........14
Five Time Reject A Case Study................................15
ALL Enabling Criteria Must Be Present to
Run Monitors............................................................15
Meeting the Enabling Criteria is Crucial.....................16
Driving Isnt Always the Fix after Eight Rejects.........17
How Fast Am I Going?................................................18
Communication Issues
How to Check a Vehicle That Wont Communicate....18
How Important is Wiring.............................................19
Clean Cables Could Mean a Clean Pass......................20
Keep Alive Memory (KAM)
Illinois Environmental
Protection Agency
Vehicle Emissions Test Program
PO Box 767
Elk Grove Village, IL 60009-0767
February 2007
Illinois has been testing OBDII systems with pass fail criteria for about a year now, and we know much more about
how the system works or does not work than we knew in
January 2004. But first a quick review...
A vehicle that is presented for an OBDII test will first
receive a gas cap test and then be scanned through the
DLC. The vast majority of the vehicles will in fact communicate via the DLC and most that will not are either
missing B+ on pin 16 and/or ground on pin 5. If the vehicle will communicate via the DLC, a check of applicable
readiness monitors will occur. If the correct number of
monitors have been run, MIL function is analyzed and the
vehicle passes or fails. This abbreviated explanation gives
an overview of the test. More information is available in
the Outreach OBDII seminars.
So what do we know about the test after months of
testing thousands of vehicles? The first item of interest is
the system is doing exactly what it was designed to do.
Remember that OBDII is an emission testing strategy that
includes most of the engine management functions that
were present in OBDI. The design of OBDII is supposed
to allow independent testing of emission functions with
the ability to identify failures that might allow the vehicle
to produce in excess of 150 percent of the Federal Test
Procedure. Without a doubt it is doing exactly this. Technicians that attend the OBDII seminars indicate that vehicles
that have the MIL illuminated or commanded on do have
something wrong and can be fixed to a level that will allow
the MIL to be commanded off by the PCM. There has been
virtually no false MILs on vehicles. If the MIL is on - there
are fixable problems. Once they are fixed the MIL will be
commanded off. The system is doing exactly what it was
supposed to do.
However, readiness or lack of monitors run remains
an issue. Currently 16 percent of the vehicles are rejected
because of insufficient monitors run. These vehicles fall
into one of three different categories:
Category One - A couple of monitors remain unset.
Frequently these vehicles require some specific driving
conditions to get the monitors to run. The customer just
does not drive the vehicle in the correct manner. An
example of this is a person who does not drive the vehicle
at highway speeds. It is likely that the Catalytic Converter
monitor might not run. The technician will be required to
drive in a very specific manner paying attention to speeds
and loads that will allow the monitor to run. Note: Dont
Sample VIR for Vehicle Failing OBD Test for Cat Code
From the April 2004 issue of Air Repair.
REPRINT
N = No Cat Code
C = Cat Code
N/A
OBDII
Retest Code
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
PASS
XXXXXXXXXXXXXXXXXX
XXXXXX
MAZD
4
2.0
AUTOMATIC
3049
XXXXXX XXXXXX
01/22/2004
00:14:36
13:28:34
OBDII
11
3
A
N
N
961464 53.1
02/2004
VOID
VOID
VOID
OBDII testing will increase repair technician accountability. What can repair technicians do to get themselves and
their customers ready for this change in emissions testing
procedures?
1.
February 2007
cle will fail the OBD test for DTCs that only commanded
the MIL to illuminate. The code that commanded the MIL
to illuminate may not be one of the 12 DTCs listed.
If a vehicle is rejected, the RDR will list readiness
status.
What is Readiness?
The top three monitors listed above are designed to continuously check for system defects on all OBDII equipped
vehicles. These monitors report as complete at all times,
and will not cause a vehicle to be rejected during a vehicle
tinuous monitors.
Non-Continuous Monitors
February 2007
If the drive trace you have does not set readiness, consult
the factory service information.
As more and more states perform OBDII type emissions inspections, factories will receive greater pressure
to provide readiness information specific to vehicles that
require specialized drive traces in order to set certain
readiness. Use drive traces from other models from the
same manufacturer, or use a drive trace from a company
that shares engineering information with the company that
built the car.
Selecting a different gear could also make a readiness
monitor run. Since monitors are load sensitive, selecting
D over OD on an automatic transmission, or 4th gear
rather than 5th gear on a manual may change engine loading enough to run the monitor.
Volume 3 Number 1
Volume 3 Number 1
February 2007
Technical Tip
From the October 2004 issue of Air Repair.
Transmission Codes
From the October 2004 issue of Air Repair.
By Michael Hills, Engineer, Technical Services;
Division of Mobile Source Programs, Illinois EPA
sion are not functioning properly, the PCM cannot determine if the transmission is working properly, resulting in a
Command On status, illuminating the MIL. The decision
to include these sensors is made by the manufacturers.
Transmission codes can also indicate problems with
engine misfire. Most vehicles detect misfire using a crankshaft position sensor to detect even a minute fluctuation
in crankshaft acceleration and rotation. Shifting on rough
roads can cause false readings. Therefore, some manufacturers unlock the torque-converter clutch when strong road
vibration is detected. If the transmission is not functioning
properly, the unlocking of the torque-converter might be
triggered prematurely, resulting in an engine misfire that
could go undetected.
Mode 6 Information
Mode 06 is generating interest among techs that are striving for better and faster ways to make effective emission-related repairs or getting monitors to run. Anyone
that has attended one of Al Santinis Mode 06 classes was
shown that Mode 06 is not a cure-all and must be used
with discretion. It is not always 100 percent reliable. Mode
06 information seems to be better and more extensive
on vehicle models later than 1996 and1997. It appears to
be most useful when trying to diagnose problems with
Oxygen Sensors, Catalytic Converters, and Misfires and to
figure out why a monitor will not run. Like most information, it is not very useful without specifications or in this
case, the identification information in Test Identification
(TID) and Component Identification (CID) charts.
The list below consists of places where you can get
information on TIDs and CIDs. There may be conversion factors available as well. Many of these sources have
Stubborn Monitors
From the October 2004 issue of Air Repair.
By Scott Kendall, Co-Owner Tahoe Automotive,
Certified Master Auto Tech, L1 Certified
With this article I will revisit a couple of issues that I covered in previous articles. The first being the difficulty in
getting OBDII monitors to set on 1996 and 1997 vehicles.
The second, using Mode 6 data to spot a potential problem.
I got a call from the owner of a 1996 Ford Explorer,
which was repaired at a nearby shop. After the repair, the
Explorer was repeatedly rejected for the OBDII emissions
test because of three monitors not being run. It had failed
the initial test because the MIL was illuminated with a
code P0153 for Bank Two, O2 sensor one circuit slow
response. Replacing the upstream O2 sensor on Bank Two
kept the MIL off, and there were no further codes or pending codes.
I told the man on the phone with full confidence that I
could definitely fix the Explorer, figuring that the previous
shop had just failed to use the correct drive trace. The previous shop as it turns out had gone so far as to replace the
PCM not once but twice, in its month-long effort to get the
monitors to run. The shop also, as I would find out later,
burned up $36.00 worth of gas in the process of driving it
in every possible manner.
When the owner dropped the Explorer off at our shop
and I looked at the VIR, I realized that the only non-con-
tinuous monitor that had run in the month since the initial
repair was for the Catalytic Converter! The O2 Heater
and O2 monitors along with the EVAP had not set. It is
not very common to see a Cat monitor run before the O2
monitors are set.
All attempts by us to run the monitors failed like the
previous shops efforts. I even tried the little known trick
on Ford products, where you activate the Key On, Engine
Off, quick test and at the conclusion, instead of turning the
key off, you start the engine and drive the vehicle. Doing
this speeds up the self-test process and forces the Monitors
to run more quickly. It didnt work in this case.
While I was driving the Explorer with my scanner
hooked up, I was looking at not only the monitors but also
the engine data. When I would setup the screen to show
only the four O2 Sensors, they all appeared to be switching
at an acceptable rate. When I checked the Mode 6 data, all
of the sensor as well other tests showed Pass.
On a hunch I highlighted and compared the data for
the two upstream O2 sensors. The numeric value for the
Bank Two sensor was lower than the one for the Bank One
sensor: 1024 for Bank One sensor one verses 787 for Bank
Two, sensor one. This was important because the Bank
Two sensor was new and the Bank One sensor was original
to the vehicle.
Continued on page 12.
February 2007
11
Stubborn Monitors
Continued from page 11.
The repair facility scan tools also confirmed the test station monitor status report. Many unsuccessful things were
tried, including the installation of a remanufactured PCM,
and the technician driving the vehicle according to drive
trace procedures also accomplished nothing. Finally the
vehicle was returned with instructions to drive the car for
a few days. The customer departed more frustrated than
ever.
Once I got involved at Outreachs request, I contacted
the repair facility and the customer directly to get the
information I needed to repair the vehicle. Using my scan
Continued on page 13.
Volume 3 Number 1
tool to check the OBDII system, the only monitor that was
complete was the HO2S monitor. This monitor is enabled
at idle after a cold start with engine temperature below 127
degrees F and battery temperature within +/-27 degrees of
engine temperature. I wondered why that monitor ran and
no others did?
When eyeballing
OBDII MON
long lists of live
DISABLEDTATU
S S
sensor data, it is
OBDIIMONDISABLEDLoTemp: YE
S
easy to overlook
OBDIIMONDISABLEDLoBatt: NO
key pieces of inforOBDIIMONDISABLEDLoBaro: NO
mation while trying
to rationalize every
value displayed.
But I did notice the Ambient/Battery Temperature Sensor
was sending an erroneous very cold signal of -7.6 degrees
F. On a 70 degree F day, this was a red flag.
By researching the enabling criteria necessary to run
monitors for the EGR, HOS2 and CAT monitors, I found
they all require a minimum ambient temperature of 19
degrees F.
Also, the OBDII Misfire Counter was not functioning. This vehicle, as with most others, must learn the
specific electrical characteristics of the crank sensor, the
crank sensor air gap, the machining characteristics of the
crankshaft tone
wheel, and so on.
SENSORS
Chrysler calls this
CURRENT ADAP CELL
: O ID
learning process the
ENGCOOLANT TEMP DEG
: 73.4
F
Adaptive NumeraENGCOOLANT TEMP
VOLT: 2.59
V
tor. There is a drive
INTAKE AIR TEMP DEG
: 68.0
F
cycle consisting of
a series of vehicle
decelerations required to perform this learning process
for this particular vehicle. Some brands of vehicles can
perform this learn function in the shop bay. Only research
will reveal the proper procedure for the subject vehicle in
your shop. Without guidance, we are lost. The scan tool
readout stated the vehicle did not complete the Adaptive
Learn procedure, hence the misfire counter, a continuous
February 2007
Lessons Learned
OBDII is very reliable and things happen for a reason.
Diagnostics must be performed, prioritized and carried
out with precision. Access to vehicle data is an absolute
requirement. Without guidance, we are lost. Although the
purpose of OBDII system designs are to standardize connectors, component names, DTCs, etc., actual monitor routines, enabling criteria and software-based calibrations are
constantly changing, and nothing can be taken for granted.
One must approach OBDII challenges with an open mind
and be willing to do research.
13
14
Volume 3 Number 1
neath it. This resets all monitor status and clears codes. No
matter what we did, we could not get this van to complete
enough monitors to take the test. The supported noncontinuous monitors on this vehicle are the CAT, O2, O2
Heater, and EGR. The O2 Monitor would set to complete
as soon as the van was started, leaving us needing one
monitor to run to take the emission test.
We have a specific route that we drive to run monitors. It usually takes about fifteen to twenty minutes and
includes both city and highway driving. We look up the
drive traces in the NCVECS CD or Alldata, set the scanner
to monitor status, and drive until we pass enough monitors to take the test. Eleven test drives later nothing else
would complete. I got in touch with a Chrysler representative who helped us out. His advice was to put the van
on a lift, run it up to highway speeds, and let it coast all
the way down to idle without touching the brake. He said
sometimes the monitors would run during this long decel.
We were a little apprehensive about doing it because it had
150,000 miles on it and one of the issues was a small cooling leak in the area of the water pump. You guessed it, at
about 55 mph the timing belt let go. During the repair the
tech noticed that the thermostat was also stuck open.
Continued on page 16.
February 2007
15
we set the scan tool to data list and recorded it. We only
needed one monitor to run.
When we started the test drive we were at 178 degrees
F; once on the road the engine quickly cooled off to 136
degrees F, preventing the monitors from running. Remember, we have to maintain 170 degrees F coolant temperature. After a new thermostat, the engine maintained a
steady 194 degrees F on the road. The odd thing is that
the CAT monitor completed on the first test drive. The van
passed the OBDII emission test without completing the
EGR or O2 Heater monitors.
Ten days later the van returned for some additional
maintenance. We rechecked it, and all of the monitors were
completed with no new codes. The customer did mention
that the van heated up faster and the heater worked better.
Watching the enabling criteria closer would have
saved a lot of time. We dont know why the O2 Heater initially wouldnt complete since that monitor was supposed
to run within ten minutes after the engine was shutdown.
We also dont know why the O2 Monitor set to complete
without the O2 Sensor even getting hot. And finally, why
did the monitors seem to run out of order? But engine temperature was a critical factor for this vehicle to run enough
monitors to pass the test.
Remember ALL enabling criteria must be present in
order to run the monitors.
John Getta
H20 and even took the fuel cap off to check for pressure,
but I forgot to mention it to Alan because of the coolant
temp snafu.
We replaced the sensor and took it for a test drive.
It ran the rest of the monitors right away even though at
this point there was hardly any gas left in the tank. Why it
did not set a code for a failed tank pressure sensor or why
tank pressure is important to running the O2S monitor is
beyond me, but with persistence, teamwork and the right
information you can repair these vehicles when just driving doesnt work.
17
Noah Zafrir
able to put the vehicle back into service once the suspensions were lifted.
It seems to be from my experience that I work harder
on a rejected vehicle for monitors than one with DTCs
that fail the test. It is easy to sell a repair for codes but
harder for something that isnt too tangible such as monitor readiness.
18
Figure 2
Continued on page 19.
Volume 3 Number 1
19
input on this Honda comes from fuse 13 in the passengerside under-dash fuse box. The constant power comes by
way of a yellow/white wire to terminal B21 of the PCM.
Fuse 13 was not blown in this case and the needed 12 volts
were reaching the PCM at terminal B21.
Could the Keep Alive Memory in the Hondas PCM
be bad? I called the local Honda dealer to run my theory
past them and they pooh-poohed it saying Honda PCMs
almost never go bad.
Ahhhh..., that familiar empty feeling caused by the
reality that you are on your own in convincing a customer
to gamble the cost of an expensive part. Out of desperation I decided to take the Honda for one more ride with
my scanner hooked up to see if I had missed something
the first time. To my amazement the monitors set and this
time, remained set when the key was cycled off for five
minutes and then back on.
21
22
Gabino Rios
23
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February 2007
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February 2007
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Volume 3 Number 1
phone 847758-3434
or visit our Web site at www.epa.state.il.us
Federal Emissions Warranties
Section 207 (I) of the Clean Air Act specifies that the defect and performance warranty period for light-duty trucks and
vehicles and engines manufactured. Emissions repairs for either defect or the performance warranties on the chart below
are the responsibility of the manufacturer. During the warranty period, only an authorized repair facility from the manufacturer has the ability to receive reimbursement and approval for the repairs. Please refer to the EPA Environmental fact
sheets at the Web sites below on specific details important to consumers and the repair industry.
Defect
Performance
http://www.epa.gov/otaq/consumer/warr95fs.txt
http://www.epa.gov/obd/warranties.htm
31
Volume 3 Number 1
When a vehicles On Board Diagnostics system (OBDII) wont communicate with the emissions test lane com-
http://www.mazdausa.com/MusaWeb/displayPage.
action?pageParameter=ownRecalls
This reflash may also help vehicles that are not
included in the bulletin.
1996 -1997 Nissan all models Monitors are difficult
to set. All Models NTB98-018c Drive Traces.
February 2007
33
http://www.ServiceExpress.
Mini :
Honda.com
Mitsubishi: http://www.mitsubishitechinfo.
Audi :
http://erwin.audi.de
BMW:
http://www.bmwtechinfo.com
http://www.minitechinfo.com
com
Nissan:
http://www.nissantechinfo.com
Porsche:
http://techinfo.porsche.com
Saab:
http://www.saabtechinfo.com
Subaru:
http://www.subaru.com
http://www.motorcraft.com
technical information
at http://www.iatn.net
General Motors:
Suzuki:
http://www.suzukitechinfo.com
Toyota:
http://techinfo.toyota.com
http://www.gmtechinfo.com
at http://www.iatn.net
Honda:
Volkswagen: http://www.erwin.vw.com
found at service.gm.com
Volvo:
http://www.volvotechinfo.co
http://www.ServiceExpress.
Honda.com
Hyundai:
http://www.hmaservice.com
Infiniti:
http://www.infinititechinfo.com
Isuzu:
http://www.isuzutechinfo.com
Jaguar:
http://www.jaguartechinfo.com
Kia:
http://www.kiatechinfo.com
http://techinfo.lexus.com
Mazda:
http://www.mazdatechinfo.com
Mercedes Benz:
http://www.startekinfo.com
34
Volume 3 Number 1
that has an expired vehicle emissions compliance certificate or sticker, the vehicle may be required to be tested as
soon as the new registration is received. Vehicles failing
the emissions test must be repaired, then retested. If your
vehicle failed the emissions test, we recommend that you
have the vehicle repaired by a qualified technician who is
experienced in the diagnosis and repair of emission control
systems. If a vehicle cannot pass the emissions test, a
waiver may be available after the emission control system
has been inspected, repairs and adjustments have been
completed, and emissions levels have shown improvement
from the initial failure and a minimum of $450 in emissions related repairs have been made. All emission control
components must be present and functioning, but major
engine overhaul is not required.
.
Air Repair OBDII Review
35
CHRYSLER
DODGE
PLYM
EAGLE
EAGLE
HYUNDAI
MITSHUBISHI
PORSCHE
SAAB
SUBARU
VOLVO
VOLVO
These vehicles will not be rejected for Evaporative Monitor at the test station.
1997
TOYOTA
2000
2000-2002
2000-2002
ISUZU
CHEVROLET
GMC
HOMBRE
S10
SONOMA
OBDII
PASS
FAILURE
READINESS/
REJECT
1996-2000
(3 or more is a reject)
(2 or more is a reject)
An OBD test failure for any catalyst code (P0420-P0439) must have the
catalyst monitor set to ready for retest (must still have required number of
monitors set to ready as stated above)
A deliberate or unintentional attempt of clearing codes prior to the OBD
test will cause the readiness monitors to reset to NOT READY and may
cause a readiness reject.
Heavy Duty Vehicles (GV 8501+) will receive an Idle & Gas Cap Test.
36
Volume 3 Number 1