AirCare Repair Manual

AirCare
Certified Emissions Repair Manual

January 2010
2007 - 2010 Pacific Vehicle Testing Technologies Limited - All Rights Reserved
Disclaimer of Liability
Neither the author, Pacific Vehicle Testing Technologies, TransLink, nor the Province of British Columbia warrants or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed in this document.
Table of Contents
Chapter 1: Introduction
Air Pollution In The Lower Fraser Valley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 AirCare Program Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 AirCare Program Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Vehicles Subject to AirCare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Program Enforcement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Inspection Centre Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Inspection Centre Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Inspection Frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Visual and Functional Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 OBD-II Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Exhaust Emission Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Re-inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 About Pacific Vehicle Testing Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Who Is PVTT? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PVTT's Vision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 PVTT's AirCare Mission Statement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 About This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Purpose Of This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 How To Use This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Symbols Used in This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Chapter 2: AirCare Certification

Certification Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Requirements for AirCare Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Repair Centre Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Requirements For Repair Centre Certification. . . . . . . . . . . . . . . . . . . 16 Requirements For Repair Centre Re-certification . . . . . . . . . . . . . . . . 17 Repair Centre Performance Monitoring . . . . . . . . . . . . . . . . . . . . . . . 18 Performance Indicator Initiated Suspension Policy . . . . . . . . . . . . . . . . . . . . 18 First Visit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Second Visit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Third Visit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Technician Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Requirements For Technician Certification . . . . . . . . . . . . . . . . . . . . . 20 Requirements For Re-instatement & New Technicians . . . . . . . . . . . . . 20 Fuel Type Endorsement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Technician Identification Cards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Technician Responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 What Is Expected Of The Technician . . . . . . . . . . . . . . . . . . . . . . . . . 21 What Is Beyond The Control Of The Technician . . . . . . . . . . . . . . . . . 22 The Repair Effectiveness Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 The Logic Of The REI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 REI for Tailpipe Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 REI for OBD Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Second Chance REI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Individual REI vs. Average REI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 REI Implications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Performance Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 What Causes Mid-Range Average REIs . . . . . . . . . . . . . . . . . . . . . . . 26 How Mid-Range Average REIs Can Be Prevented . . . . . . . . . . . . . . . . 26 What Causes Sub-Par REIs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 How Sub-Par REIs Can Be Prevented . . . . . . . . . . . . . . . . . . . . . . . . 27 Technician Performance Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . 28
Chapter 3: Vehicle Inspection Report

Purpose of the VIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Emissions Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Tailpipe Testing Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 On-Board Diagnostic Testing Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Detailed Explanation Of The VIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Inspection Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Vehicle Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 On Board Diagnostic Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Driving Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Idle Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 What You Can Learn From The VIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Chapter 4: Detailed Inspection Data

Types of Detailed Inspection Data Available . . . . . . . . . . . . . . . . . . . . . . . . . 41 Detailed Emissions Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Detailed Data For Other Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
OBD Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Aborted Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Sources of Detailed Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Chapter 5: Diagnostic Trace Report

Purpose of the DTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Detailed Explanation Of The DTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Using The DTR To Assist Your Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 IM240 DTRs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 IM240 DTR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 ASM DTRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 ASM DTR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 D147 DTRs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 D147 DTR Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Chapter 6: Obtaining Additional Diagnostic Information

Detailed Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 How To Obtain Detailed Data Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 How To Read the Second By Second (SBS) Reports . . . . . . . . . . . . . . . . . . . 60 How The SBS Readings Can Assist Your Diagnosis . . . . . . . . . . . . . . . . . . . . 62 Previous Inspections and Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 How To Obtain Previous Inspection and Repair Information . . . . . . . . . . . . . 63 How Historical Information Can Assist Your Diagnosis . . . . . . . . . . . . . . . . . 63 Previous Inspection Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Previous Repair Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Chapter 7: OBD Diagnostic Procedures

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 OBD II Operational Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Readiness Monitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 AirCare Readiness Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Understanding OBD Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 The Diagnostic Process - OBD Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Gather Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Review OBD Inspection Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Check For Any Related Service Bulletins . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Record DTCs and Freeze Frame Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Freeze Frame Records. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Remember the Possibility of Hidden or Blocked DTCs . . . . . . . . . . . . . 74
Pinpointing the Defect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 General Guidelines For Diagnosing and Repairing OBD Failures . . . . . . . . . . . 76 Establishing Priorities on Failures With Multiple DTCs . . . . . . . . . . . . . . . . . . 76 OBD Communication Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Preparing the Vehicle For Re-inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Verify Your Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Setting Readiness Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 If You Have Trouble Getting All Monitors To Run . . . . . . . . . . . . . . . . . . . . . 79 Special Note Regarding 1998 Volvo OBD Monitors . . . . . . . . . . . . . . . 79 Other Alternatives You May Want To Consider . . . . . . . . . . . . . . . . . . . . . . 80 Dont Clear the DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 Have the Customer Complete the Readiness Monitors. . . . . . . . . . . . . 80
Chapter 8: Diagnostic Procedures

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 The Diagnostic Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Baselining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Understanding Exhaust Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 Gas Analysis In a Nutshell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 Emissions vs. Air Fuel Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 Review Inspection Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 IM240 Results Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 ASM Results Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 Idle Test Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 D147 Results Interpretation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93 Prioritizing Component Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Establishing Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Are Other Problems Being Masked? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Possible Causes of High HC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 Other Sources of HC Besides the Tailpipe . . . . . . . . . . . . . . . . . . . . . 97 HC Problems and Alternative Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . 97 Possible Causes of High CO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 Possible Causes of High NOx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 Possible Causes of High Diesel Opacity . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Performing Component Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 O2 Sensor Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Snap-Throttle Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 More Conclusive O2 Sensor Response Time Test . . . . . . . . . . . . . . . 106 Cross Counts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Zirconia vs. Titania O2 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 Catalytic Converter Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Before and After Sampling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 Guidelines For Acceptable Catalyst Efficiency . . . . . . . . . . . . . . . . . . 110 Tips for Upstream Sampling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Other Methods of Catalyst Testing . . . . . . . . . . . . . . . . . . . . . . . . . 110 Induction System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Induction System Basic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Air/Vacuum Leak Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 Ignition System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 Ignition System Basic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Ignition Analyser/Oscilloscope Testing . . . . . . . . . . . . . . . . . . . . . . 115 Crankcase Vapor Control System Testing . . . . . . . . . . . . . . . . . . . . . . . . . .116 Positive Crankcase Ventilation (PCV) Valve or Orifice . . . . . . . . . . . . 116 Crankcase Pressure and Oil Contamination . . . . . . . . . . . . . . . . . . . 116 Evaporative Control System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117 Visual Inspection of EVAP System Components . . . . . . . . . . . . . . . . 117 Functional Testing of EVAP System Components . . . . . . . . . . . . . . . 117 Fuel System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117 Carburettor (non-feedback) Tests. . . . . . . . . . . . . . . . . . . . . . . . . . 117 Feedback Carburettor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 Fuel Injection System Tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Other Fuel System Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Propane or Natural Gas Fuel System Tests . . . . . . . . . . . . . . . . . . . 127 Air Injection System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 EGR System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 EGR System Basic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 EGR Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 EGR Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Engine Integrity Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130 Power Balance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Compression Test and Cylinder Leakdown Test . . . . . . . . . . . . . . . . 130 Combustion Chamber Deposits . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Chapter 9: Obtaining Technical Assistance

Contacts At PVTT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 AirCare TechLine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 RepairNet Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 Technician and Repair Centre Certification . . . . . . . . . . . . . . . . . . . . . . . . .135 AirCare Program & Certification Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 Program Auditor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135 Other Sources of Information and Assistance . . . . . . . . . . . . . . . . . . . . . . .135
Chapter 10: Repair Cost Estimates

The Importance Of Your Repair Cost Estimate . . . . . . . . . . . . . . . . . . . . . . . .139 What To Include In Your Repair Cost Estimate . . . . . . . . . . . . . . . . . . . . . . . .139 Revising Your Estimate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Chapter 11: Repair Cost Limits

Understanding Repair Cost Limits Why Repair Cost Limits Exist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
How The Repair Cost Limits Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143 Using Repair Cost Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144 Examples Of How The Repair Cost Limits Apply . . . . . . . . . . . . . . . . . . . . . .144 Entire Repair Within Cost Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Partial Repair Within Cost Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 No Repair Within Cost Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Current Repair Cost Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Chapter 12: Complete Repairs vs. Partial Repairs

The Problems With Incomplete Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .149 Obtaining Repair Authorization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150 Helping Your Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150 Helping Yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .150
Chapter 13: The Repair Data Form (RDF)

The Importance Of The Repair Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . .153 How To Complete The RDF on RepairNet . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 More Details on Each Section Of The RDF . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 Vehicle Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .156 Estimated Cost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Actual Parts Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Actual Labour Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Work Order No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Warranty. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 O2 / AF Sensor(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 Maximum Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Minimum Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Cross Counts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Response Time. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Repair Actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .158 Air Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Catalytic Converters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Computer Controls General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Computer Controls - Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Computer Controls - Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 EGR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Emissions Controls - Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Evaporative Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Fuel Delivery System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Additional Diagnostic / Repair Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161 The Repair Data Confirmation Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161 Hardcopy Repair Data Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .162
Chapter 14: Re-inspections

Re-inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165 Conditional Passes (Waivers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165 Cost Waiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165 Qualified Waiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .165
Chapter 15: Customer Complaints

Reasons For Customer Complaints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 PVTT's Role In Emissions Repair Complaints . . . . . . . . . . . . . . . . . . . . . . . . .169 Resolving Customer Complaints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 Is The Complaint Justified? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 Unexpected Re-inspection Result? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 Unrealistic Expectations? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .170 Unresolved Customer Complaints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .171
Appendix A: Engine Exchanges

Engine Change Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-3
Appendix B: Specialty Vehicle Information

About Specialty Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-3 Inspection Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-5 Common Issues For Specialty Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B-7
Appendix C: Alternative Fueled Vehicle Information

OEM Alternative Fuel Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-3 Conversion to Alternative Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-4
Appendix D: Permissible Use Of AirCare Mark

The AirCare Logo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .D-3
Appendix E: AirCare Certified Repair Centre Requirements
List of Figures
Figure 1 - Code of Practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Figure 2 - Vehicle Inspection Report (VIR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Figure 3 - Diagnostic Trace Report (DTR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Figure 4 - Driving Trace For Each Type of Dynamometer Test . . . . . . . . . . . . . . . . . . . . . . . . .46 Figure 5 - IM240 DTR - 1992 4.0L Light-Duty Truck Running Normally . . . . . . . . . . . . . . . . . .49 Figure 6 - IM240 DTR - NOx Failure Due To Dirty MAF Sensor . . . . . . . . . . . . . . . . . . . . . . . .50 Figure 7 - IM240 DTR - CO and HC Failure Due To Leaking Injector . . . . . . . . . . . . . . . . . . . .51
Figure 8 - ASM DTR Graphs Showing What Appears To Be A Lazy Catalyst . . . . . . . . . . . . . . . .53 Figure 9 - ASM DTR For 1988 Vehicle Running Normally (Fast-Pass) . . . . . . . . . . . . . . . . . . . .54 Figure 10 - D147 DTR For 1995 Vehicle Running Normally . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Figure 11 - D147 DTR Showing Extremely High Opacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Figure 12 - D147 DTR Showing After Repair Opacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Figure 13 - D147 DTR Showing After Repair Opacity - Same Scale As Fail DTR . . . . . . . . . . . . .56 Figure 14 - Detailed Data Links in Inspection History Section of RepairNet . . . . . . . . . . . . . . . .60 Figure 15 - Second By Second Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Figure 16 - Second By Second Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Figure 17 - Exhaust Gas Analysis Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Figure 18 - Air Fuel Ratio Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 Figure 19 - Emission Diagnosis Priorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Figure 20 - DSO Setup For Measuring O2 Sensor Range and Response . . . . . . . . . . . . . . . . . 105 Figure 21 - Reading Response Time On DSO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 22 - O2 Sensor Cross Counts on DSO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 Figure 23 - Catalytic Conversion Efficiency Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Figure 24 - Determining Catalyst Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109 Figure 25 - O2 Sensor Waveforms at High Idle Indicating Good Catalyst . . . . . . . . . . . . . . . . 112 Figure 26 - O2 Sensor Waveforms Indicating Inefficient Catalyst . . . . . . . . . . . . . . . . . . . . . 113 Figure 27 - MAF Voltage Output Waveform (Snap Throttle) . . . . . . . . . . . . . . . . . . . . . . . . . 122 Figure 28 - MAF Sensor Linearity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Figure 29 - TPS Voltage Output Waveform (Snap Throttle) . . . . . . . . . . . . . . . . . . . . . . . . . . 125 Figure 30 - AirCare Logo Usage For Color Print . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-3 Figure 31 - AirCare Logo Usage For Black and White Print . . . . . . . . . . . . . . . . . . . . . . . . . . D-4
Chapter 1 Introduction
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C h ap t er 1 - I n tro d u ct io n
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Air Pollution In The Lower Fraser Valley

If you have never personally experienced the effects of air pollution, consider yourself fortunate. Persons with asthma and other respiratory illnesses regularly experience extreme difficulty in breathing due to the air pollution in the Lower Mainland. Although British Columbia has cleaner air than many other areas in North America, pollution levels are periodically higher than Canada's National Ambient Air Quality Objectives (NAAQO) in the Lower Fraser Valley. Ozone (O3) and carbon monoxide (CO) are two of the pollutants that reach unhealthy concentrations in the atmosphere. Ozone is created when volatile organic compounds (VOCs) and oxides of nitrogen (NOx) emissions react together in the presence of sunlight. To a lesser extent, carbon monoxide emissions also contribute to ozone formation by reacting with NOx. HOW IS OZONE HARMFUL? In the upper atmosphere (the stratosphere), naturally occurring ozone protects the surface of the earth from harmful ultraviolet radiation, but at ground level, ozone can cause serious damage to human health and vegetation. High ozone levels cause shortness of breath and eye irritation. Prolonged exposure has been linked to reduced lung function. Hydrocarbon (HC) emissions are classified as volatile organic compounds (VOCs) and are also a product of incomplete combustion of fuels. Gasoline, diesel fuel, natural gas, and propane are all hydrocarbon fuels. HC emissions are also caused by the evaporation of liquid hydrocarbons. Oxides of nitrogen emissions occur when fuels are burned at high temperature. Some of the nitrogen (N2) in the air combines with some of the oxygen (O2) in the air to form nitric oxide (NO). In an engine, some of the NO undergoes additional reactions and turns into nitrogen dioxide (NO2). The emissions of NO and NO2 are collectively referred to as NOx. In addition to contributing to the formation of ozone, NOx emissions also lead to a build up of nitrogen dioxide levels in the atmosphere, which are known to increase the risk of respiratory disease in children. HOW IS CO HARMFUL? CO is an odorless and colourless gas, and high CO levels interfere with the ability of the bloodstream to carry oxygen. This causes the heart to beat faster in order to meet the body's oxygen demand, a particular concern for people with heart ailments. High CO levels are also associated with errors in judgement and impaired fetal development (which is why pregnant women are encouraged to avoid smoking). Carbon monoxide build-up in the atmosphere is caused by emissions from incomplete combustion. All naturally occurring fuels (such as coal, oil, natural gas, and wood) contain carbon.
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Products made from these natural resources (such as gasoline, methanol, diesel fuel, and liquefied petroleum gas) also contain carbon. When combustion is complete, the carbon in the fuel is converted into carbon dioxide (CO2). When combustion is incomplete, some of the carbon is only partially burned and CO emissions occur. WHY AIRCARE? Motor vehicles are the primary cause of CO and NOx emissions in the region and are also significant contributors of VOCs. In 2005, regional air quality estimates for the Lower Fraser Valley concluded that light-duty vehicles are still the largest source of smog-forming pollutants 1 . One of the reasons that light-duty vehicles produce such a large portion of the emissions in the region is that many vehicles on the road are not properly maintained. Vehicles with emissions defects can emit over ten times the HC and CO emissions of a properly running vehicle. Tampering with emission control systems can also cause emissions to increase by a factor of ten. The other key reason that light-duty vehicles produce such a large portion of the emissions in the region is that there are so many of them. In areas having a large population of motor vehicles, a program designed to identify vehicles with emissions-related defects and have them repaired can substantially reduce emissions. Such programs are commonly referred to as emissions inspection and maintenance (I/M) programs. DOES AIRCARE WORK? Yes! Since 1992, total light-duty vehicle emissions have been reduced by over 70 percent, despite significant growth in the number of vehicles operating in our region. Approximately 30% of this improvement is directly attributed to AirCare repairs, while the other portion is a result of the introduction of new vehicle technology and cleaner fuels. An analysis performed by Levelton Consultants Ltd. and de la Torre Klausmeier Consulting, Inc. concluded that emission reductions due to AirCare are equivalent to removing 240,000 gasoline passenger cars from the road. 2 These are important points to remember. The bottom line is, as long as vehicles break, and as long as motorists are able to continue to operate vehicles that are broke, the AirCare program can make a positive difference in our community - but only if those vehicles are repaired properly.
1. 2005 Lower Fraser Valley Air Emissions Inventory & Forecast and Backcast Metro Vancouver - December 2007 2. AirCare Program Technical Review - Phase 1 - Levelton / de la Torre Klausmeier November 2004 (available for download at www.aircare.ca)
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AirCare Program Overview

AirCare Program Goals and Objectives
The AirCare program is a vehicle emissions inspection and maintenance (I/M) program. As the name implies, the objective is to inspect motor vehicles to identify those with excessive exhaust emissions and then require that maintenance be performed in order to lower their emissions output. I/M programs are intended to complement federal regulations imposed on new vehicle manufacturers. All new cars sold in Canada since January 1, 1971 have been required to conform to federal emission standards. These standards have been progressively tightened in 1973, 1975, 1988, 1994, 1998, and 2002 to the point where emissions from a 1998 or newer car are about 2-4% of the levels from an uncontrolled (i.e. 1967) car for hydrocarbons and carbon monoxide and about 10% for oxides of nitrogen. In 2001, all new vehicles sold in British Columbia were required to meet Low Emission Vehicle (LEV) standards which effectively halved these levels. If all of the vehicles sold in Canada in the last 30 years had been able to maintain the lower levels of emissions as intended for their useful lives, there would not be a need to consider I/M programs. In reality, vehicle defects inevitably occur. In addition to these defects, other factors such as lack of maintenance, improper maintenance, and tampering with emissions controls work against the goal of minimizing the impact of the motor vehicle as a major emissions source.
Vehicles Subject to AirCare

Unless exempt, all light-duty vehicles having a GVW of 5,000 kg and under, registered in the Lower Fraser Valley from Furry Creek to Flood require an AirCare inspection prior to re-licensing. The following vehicles are exempt from the AirCare program: Vehicles that are not older than seven model years (for example, for licence renewals in the 2010 calendar year, 2004 and newer model year vehicles do not require an inspection) Vehicles with vintage plates or collector plates (except new applications for collector status) Farm fleet and agricultural vehicles Motor homes with a net vehicle weight over 3500 kg. Motorcycles, snowmobiles, amphibious vehicles, ATVs, electric, and hybrid electric vehicles
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Program Enforcement
All vehicles subject to the program must pass or conditionally pass an inspection as a condition of licence renewal. Owners of vehicles that fail the inspection are required to have repairs performed and then return to the inspection centre for a re-inspection.
Inspection Centre Network

The I/M program concept being used in the Lower Mainland incorporates "centralized testing" with inspection centres operated by a contractor. The network consists of 10 inspection centres and 32 lanes. Each of the ten inspections centres has two to four lanes, depending on the population density in the vicinity. No appointment is needed for an inspection. Anyone can take a vehicle to the inspection centre as long as proper vehicle identification documents are provided. Each inspection centre is equipped with at least one all-wheel drive dynamometer. These dynamometers are located in lane one which is the lane furthest to the left if you are facing the lane entrance. Vehicles equipped with all-wheel drive or traction control are tested on these special dynamometers so as to prevent trouble codes from setting due to differing wheel speeds.
Inspection Centre Locations

Abbotsford: 3380 McCallum Road Chilliwack : 45730 Airport Road Coquitlam: 1316 United Boulevard Langley: 5958 - 205A Street Maple Ridge: 11469 Kingston Street North Vancouver : 1333 McKeen Avenue Richmond: 11115 Silversmith Place Surrey: 7910 - 130th Street Vancouver East: 3608 Charles Street Vancouver South: 728 East Kent Avenue South
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Inspection Procedures
Inspection Frequency
All 1991 and older vehicles are required to undergo annual inspections while 1992 and newer vehicles undergo biennial inspections so long as they pass.
Visual and Functional Inspections

Most vehicles are visually inspected for the presence of a catalytic converter and a gas cap. Most vehicles up to and including 1997model year will also receive a gas cap pressure check performed in accordance with the US EPA Technical Guidance. Gas caps are pressurized with a headspace of 1 litre of air at 30 inches water column. The leakage rate is not to exceed 60 cubic centimetres per minute (cc/min).
OBD-II Inspections
Eligible 1998 and newer light-duty vehicles receive a scan of the vehicle's built-in OBD monitoring system to ensure there are no defects with any of the vehicle's emissions control systems.
Exhaust Emission Inspections

1991 and older non-diesel vehicles are tested according to ASM2525 procedure. HC, CO, and NOx are measured while vehicle is driven at a steady speed of 40 km/hr (25 mph). maximum duration of the ASM test is 90 seconds. Emissions also measured at idle after the steady-state test. the the The are
1992 and newer non-diesel vehicles (up to and including 1997) are subjected to a more stringent test procedure called the IM240 where vehicles are driven at speeds of up to 92 km/hr. The maximum duration of the test is 240 seconds. Vehicles equipped with diesel engines will have the opacity of their exhaust measured under load. All diesel vehicles are tested using a transient test with speed ranging from 0 - 92 km/hr. The diesel test is 147 seconds in duration. Although the primary inspection procedure for 1998 and newer vehicles is an OBD-II inspection, in certain circumstances, these vehicles may receive an IM240 test as a fallback test.
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Re-inspections
In most circumstances, inspection centres run exactly the same tests on vehicles being re-tested after repair as on vehicles being tested for the first time. This ensures that all changes that might have occurred during the repair process are recorded. For more details on re-inspections, see inspections on page 163 of this manual. Chapter 14 Re-
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About Pacific Vehicle Testing Technologies

Who Is PVTT?
Pacific Vehicle Testing Technologies (PVTT) Ltd. is an operating subsidiary of TransLink, the regional transportation authority in Metro Vancouver (formerly referred to as the Greater Vancouver Regional District). PVTT's mandate is to administer the AirCare program. This includes operating the program on behalf of ICBC in the Fraser Valley. PVTTs mandate includes: ensuring that the inspection contractor is providing consistent and accurate inspections; ensuring that effective repairs are available to motorists whose vehicles fail inspection; setting the standards for in-use vehicle emissions compliance; and monitoring, analysing, and reporting on program effectiveness.
PVTT's Vision
"Increased livability through managed mobility"
PVTT's AirCare Mission Statement

"To ensure that vehicles which operate in our region continue to operate with minimum impact on our air quality. Our mission will be achieved by: Providing accurate, convenient and effective inspections to identify excess emitting vehicles; and Providing a competent, challenged and well trained certified repair industry.
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About This Manual

Purpose Of This Manual
This manual is intended to provide certified repair centre personnel with a source of reference for everything to do with AirCare. The chapters on diagnostic procedures are based on over fifteen years of technicians experiences with diagnosing and repairing emissions defects. However, it is important to realize that the large number of variables from vehicle to vehicle make it impossible to cover all possibilities in one manual. The best approach is for diagnostic technicians to arm themselves with as much information as possible, and to make well-informed decisions when interpreting test information and performing component tests to narrow down the possible causes of excess emissions. Using this approach, this manual should be a useful tool for the technician. For other repair centre staff, the manual should be helpful for clarifying program procedures and policies, and for minimizing the potential for difficulties in meeting your customers needs.
How To Use This Manual

The AirCare Certified Emissions Repair Manual is intended to be used for quick reference on specific topics as needed. It is not intended to be read from cover to cover. The diagnostic procedures detailed in this manual should be used as a guide when performing diagnosis of vehicles that have failed their AirCare emissions test. When performing component tests, the information provided in this manual should be used in conjunction with manufacturers specifications and procedures which may be more detailed and more specific to individual vehicles.
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Symbols Used in This Manual

You may come across symbols in the left hand column of this manual from time to time. The purpose of these symbols is to call particular attention to an important point. The specific uses of each symbol are explained below.
The FORK IN THE ROAD symbol means that you can take one of two paths from where you are now. In the context of procedural information, it means that the next step in the procedure could be one of two entirely different steps. Which path you should take usually depends on the results of your diagnostic tests up to that point.
The CRITICAL ERROR symbol signifies something that is commonly misunderstood or is a common mistake made by technicians. Most automotive technicians have at some point been burned by either skipping a step, making an assumption, or some other type of oversight. The purpose of this symbol is to try and prevent that from happening to you by calling your attention to a subject that commonly gets overlooked. It is recommended that you read these subjects several times to ensure your understanding. Hopefully this will prevent you from being burned by one of these common emissions repair oversights.
The BRIGHT IDEA symbol is used to call your attention to certain vehicle defects that have proven to be quite common.
The CAUTION symbol is used to call your attention to a situation that is a potentially hazardous to your personal safety or to the vehicle you are working on.
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Chapter 2 AirCare Certification
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C h ap t er 2 - A irC ar e C er ti fi ca ti on
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Certification Concept
Inspecting vehicles for emissions can only have a positive effect on ambient air quality if the high-emitting vehicles identified in the inspection are competently repaired. In the vast majority of cases, that means complete emissions repairs. Each motorist whose vehicle fails its AirCare inspection receives a list of AirCare Certified Repair Centres and is encouraged to take their vehicle to one of those shops for diagnosis and repairs. There are two basic incentives for motorists to choose a certified shop over a non-certified one: First, a repair cost limit may apply to emissions repairs, but only if those repairs are performed by an AirCare Certified Technician at an AirCare Certified Repair Centre. If the needed emissions repairs are costly, motorists have the option of authorizing full repairs if they wish but they are not required to spend more than the repair cost limits. This provides a financial break for the motorist whose vehicle requires costly repairs. The intent is that the vehicle should be completely repaired as soon as the motorist can afford it, and in the meantime, have the highest priority repairs completed. If repairs are performed at a non-certified shop or by a noncertified technician, there is no limit to the amount of money that must be spent in order to pass the inspection. Second, upon re-inspection, even if the vehicles emissions still exceed the cutpoints, a "conditional pass" is issued. This will occur regardless of how much the repair costs were and regardless of whether the technician identified anything as defective but not repaired. This protects the motorist from the "ping-ponging" back and forth between inspection centre and repair facility that can be common in other programs. If a vehicle receives a conditional pass, the licence and insurance can be renewed. If repairs are performed at a non-certified shop or by a noncertified technician, a conditional pass cannot occur. The vehicle must pass the inspection in order to be eligible for re-licensing. PVTT also provides the RepairNet web site which includes many resources which can be valuable when diagnosing emissions failures. In order to access all of the technical resources on RepairNet, you must be an AirCare Certified Technician and be employed at an AirCare Certified Repair Centre. For more information on using RepairNet, see the RepairNet User Guide (available in the Resources - Manuals section of RepairNet).
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Requirements for AirCare Certification

Repair Centre Certification
Shops certified by the AirCare program have indicated they have the staff and equipment to diagnose emissions defects and to perform effective emissions repairs. Once certified, shops are expected to abide by the policies and procedures set out by the program, and to perform effective emissions repairs. The program policies and procedures are designed to ensure that emissions defects are identified and repaired the most efficient way possible. Repair centre certification expires after one year.
Requirements For Repair Centre Certification

The requirements for AirCare Certified Repair Centres are detailed in the document titled AirCare Certified Repair Centre Requirements. A copy is included in Appendix E of this manual. The requirements for AirCare repair centres were drafted with the aid and endorsement of a committee representing the auto repair industry. These requirements are considered to be what is necessary to diagnose and repair vehicle defects that cause excess emissions. For a shop to be certified, the owner or manager must complete and submit an application form to PVTT. The form is titled Repair Centre Application for AirCare Certification and provides PVTT with details of the business applying to be certified. The facility owner or manager must also submit a signed copy of a "Code of Practice" (see Figure 1 Code of Practice on page 17). The signed Code of Practice must be displayed in an area of the shop where it is visible to customers. The Code of Practice shows your customers that your shop is committed to standards of service and customer satisfaction. The Code of Practice is a form of contract between the AirCare Certified Repair Centre and PVTT. As in any contract, failure of one or both parties to abide by the terms represents a breach of the contract. The Code of Practice reflects a new approach to the relationship between PVTT and AirCare Certified Repair Centres. Under this new approach, annual visits to the repair shop will no longer occur. Instead, repair centres commit to performing emission-related repairs to the best of their abilities and to standing behind the quality of their work in the event that the customer is not satisfied. As long as repair centres maintain an acceptable success rate in repairs and customers are not complaining about the service they received, there is really no need for a PVTT auditor to set foot on the premises.
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AirCare Certified Repair Centre Number

CODE OF PRACTICE
AirCare Certified Repair Centre Mission: To achieve emission reductions through a comprehensive and effective repair strategy. As an AirCare Certified Repair Centre we will:
2010
Perform a thorough diagnosis of your vehicle to identify the root cause(s) of the AirCare failure. Any additional defects that may be recommended for repair, but are not essential to pass the AirCare test, will not be counted towards any applicable repair cost limit. Provide each customer with a detailed explanation of the required repairs and their estimated cost, and obtain the customers authorization before proceeding with the repair. Ensure an AirCare Certified Technician employed by our facility performs the diagnosis on-site. Repairs may be sublet to specialists or performed by non-certified technicians, but the AirCare Certified Technician is ultimately responsible for the complete repair. Ensure that the necessary tools and equipment to diagnose and repair emission defects are available and maintained in proper working order. Choose appropriate replacement parts to achieve maximum emissions benefits. We will use after-market parts if OEM parts are cost-prohibitive. Provide each customer with a work order or invoice that clearly describes the work performed, and any work still needed to achieve a full pass. Stand behind our work and resolve all customer complaints in a reasonable and timely manner. Display this Code of Practice, the AirCare Certified Repair Centre Procedures poster, our AirCare technicians Certificate of Endorsement and an official AirCare Certified Repair Centre sign on the premises. Comply with all AirCare policies and appropriate industry rules and requirements. Submit repair data to RepairNet for all vehicles prior to re-inspection and provide a copy of the Repair Data Confirmation sheet to each customer.
This AirCare Certified Repair Centre Code of Practice is endorsed by: a duly authorized representative of:
(print name and title)
at
(name of shop) (address of shop)
(signature)
M.A. (Martin) Lay, CEO, AirCare
September 2009
Figure 1: Code of Practice
Requirements For Repair Centre Re-certification

After being certified for one year, shops wishing to be re-certified must submit an application for certification. The application form is identical to the one submitted for initial certification (see previous section). The requirements for re-certification are the same as for initial certification. However, any outstanding suspensions or unresolved complaints may prevent a repair centre from being re-certified.
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Repair Centre Performance Monitoring

To ensure program effectiveness and to enhance public confidence, PVTT staff have identified a number of measures to identify substandard performance among AirCare Certified Repair Centres: Success rate on re-inspection Number of customer complaints Number of repair data forms submitted per year Calculated REI performance Number of calls for technical advice Good performance during "mystery shopper" audits From January 2007, as a condition of Certification, AirCare Certified Repair Facilities have agreed to a Code of Practice which has sometimes been described as a performance contract. Repairs performed in accordance with the Code should be as effective as reasonably possible within the constraints imposed by the repair situation, the customer, and other program policies. The Code also requires that for all AirCare repairs, data will be submitted to RepairNet before the vehicle is retested.
Performance Indicator Initiated Suspension Policy

PVTT has developed a suite of Performance Indicators (PIs) which are generated for every AirCare Certified Repair Centre on a monthly basis. The PIs are objective and include the number of repairs; the proportions of waivers; records of calls for technical assistance; customer complaints and resolutions; etc.. One purpose of the PIs is to assist the Performance Review Panel in identifying facilities that are of concern. Each month the Performance Review Panel creates a short list of facilities whose overall performance profile indicates that some remedial action may be required. There are three stages of action. At each stage the PVTT Auditor will arrange to visit the facility, explain the causes for concern and what appears to be required as remediation.
First Visit
At the first visit the Auditor will explain that the facility has been identified through the performance review process, and show the details of exactly which aspects of performance are of concern. The Auditor will also go through what was previously the standard regular audit, as a first level check to see if there are any obvious problems which might have caused the performance concern.
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This first stage gives notice to the facility that their performance appears below average, and that it is now being monitored closely for the desired improvement.
Second Visit
After approximately one month the Auditor will make a second visit. At this time, if the performance monitoring has shown the desired improvement, the facility will be removed from the List of Concern, and the visit is all good news. If no improvement has been achieved, the Performance Review Panel will create a list of reccommended actions that it believes would address the problem, and at this second visit the Auditor will inform the facility what these actions are. However, it will be entirely up to the facility to decide what remedial actions it will actually take. During this second stage, the facilities performance will continue to be monitored very closely.
Third Visit
Approximately one month later the Auditor will make a third visit. Again, if the performance monitoring has shown the desired improvement, the facility will be removed from the List of Concern, and the visit is all good news. If no improvement, or inadequate improvement, has been achieved, the facilities ability to issue conditional passes will be suspended for a period of three months. The Auditor will post a NOTICE TO CUSTOMERS adjacent to the AirCare Certified Repair Centre Procedures poster. The purpose of the suspension is to provide more time for the facility to address the problems which have caused poor performance. During the suspension the facility will still be able to submit repair data to RepairNet, but only to facilitate performance monitoring by PVTT. All of the repair data submitted during the suspension will be monitored, but it will not be possible for a vehicle to obtain a conditional pass on the basis of the data. At the end of the suspension, the facility will continue on the List of Concern. If, after one month, the facilities performance has improved enough, they will be removed from the List of Concern. However, if performance continues to be unacceptably poor, another three month suspension will be initiated.
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Technician Certification
Requirements For Technician Certification
1) British Columbia Trades Qualification (BCTQ) or Certificate of Qualification in either: automotive mechanical repair; heavy-duty mechanical repair with at least three years automotive experience; or commercial vehicle mechanical repair, or: British Columbia Certificate of Apprenticeship in auto electric and tune-up. 2) Demonstrated knowledge of how to diagnose emissions defects and to perform effective emissions repairs, either by successfully challenging a written, 3-hour examination or by maintaining a good record of success over a minimum of one year of performing AirCare repairs and submitting repair data. Once certified, technicians are expected to abide by the policies and procedures set out by the program, and to perform effective emissions repairs. The program policies and procedures are designed to ensure that emissions defects are identified and repaired the most efficient way possible. At the moment, all AirCare Certified Technicians are set to have their certification expire on December 31, 2011.
Requirements For Re-instatement & New Technicians

Technicians who have allowed their AirCare certification to lapse or new technicians entering the trade who wish to be certified must satisfy the two basic requirements described in the previous section. Qualifying examinations are currently being administered by the Automotive Training Standards Association. Technicians wishing to register to write the exam must make arrangements with the Automotive Training Standards Association and show proof that they hold a valid trades qualification certificate prior to being allowed to write the exam. The exam consists of 100 questions and the minimum passing grade is 70%. Technicians who successfully meet the requirements will be certified until December 31, 2011.
Fuel Type Endorsement

Technicians are certified for one or more fuel types. To be certified, a technician must pass the section of the examination that is
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specific to that fuel type. The alternate fuel type endorsement also requires that the technician possess a gas-fitter certificate.
Table A: AirCare Certified Technician Fuel Type Endorsements

Fuel Type Endorsement All Categories Gasoline Only Gasoline / Alternate Gasoline / Diesel Diesel Only Abbreviation AC GL GA GD DL
Technicians must not perform AirCare repairs on vehicles that are of a fuel type they are not certified for. This includes dual-fuel vehicles even if running on gasoline when they failed the AirCare inspection. If a vehicle has an alternative fuel system installed, you must have the AC or GA fuel type endorsements to do AirCare repairs on it.
Technician Identification Cards

Technicians are issued a plastic identification card after passing the qualification exam. The ID card uniquely identifies each certified technician with a six digit technician number followed by a computer generated check digit for security. WHAT IF I LOSE MY ID CARD? If the card is lost or destroyed, the technician must immediately notify the PVTT certification department at 604-453-5152. A declaration form must be completed and sent to PVTTs office before a replacement can be ordered.
Technician Responsibilities
What Is Expected Of The Technician
As an AirCare certified technician, you are expected to: correctly and efficiently identify the emission defect(s) of each failing vehicle that you have been authorized to diagnose; exercise good judgement when prioritizing and estimating repairs; ensure that the results of your diagnosis are clearly communicated to your customer; ensure that the options your customer may have regarding authorizing and completing repairs, and the results that should be expected, are clearly communicated to your customer;
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follow good trade practices when performing repairs after you have obtained the appropriate authorization from your customer; and accurately enter the results of your diagnosis and repair on RepairNet.
What Is Beyond The Control Of The Technician

The repair cost limit system provides some motorists with an option of not authorizing completion of all repairs. If a customer chooses not to authorize completion of all needed emissions repair, it is beyond the control of the technician. In these circumstances, it is to be expected that the vehicle will perform worse than average upon re-inspection. Also, to a large extent, the cost of parts is beyond the control of the technician. In many cases replacement parts may be available from a variety of sources and with a wide range of prices. All available options should be explored but if parts are cost prohibitive, obviously that is not the technicians fault.
The Repair Effectiveness Index

The Repair Effectiveness Index or REI is an analysis that evaluates each repair. An average of all REIs over a period of time can be statistically significant as an objective measure of technician and repair centre performance. The REI is used by PVTT for the following purposes: to provide timely feedback, to help technicians develop a sense of how effective their repairs have been; to identify an industry average; to identify and officially recognize technicians achieving the best results; and as one of the performance indicators that may contribute to a decision to audit a certified repair facility.
The Logic Of The REI

Basically, the greater the improvement between the before situation and the after situation, the more effective the repair. However, the formula for calculating REI is quite complex as it takes into consideration many variables including the before-andafter, what the vehicle is capable of, whether the repair cost limits were a limiting factor in the repair, and whether the technicians diagnosis was accurate. Each aspect of the REI is explained in this chapter.
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A new, additional formula for REI was introduced in January 2007 in order to deal with OBD inspections. This formula considers the OBD results, the readiness monitors, and the number of diagnostic trouble codes.
REI for Tailpipe Inspections

The REI is the sum of three key factors relating to how accurately an emissions failure was diagnosed and how effectively it was repaired. The final REI will be a number ranging from 0.00 to 10.00. The higher the number the better. The three key factors are referred to as V1, V2, and V3. However, the three values are not of equal relevance. V1 and V2 are significantly more important than V3 and are weighted accordingly. More specifically, the V1, V2, and V3 measures are not equal thirds of the final REI but rather, 42%, 42%, and 16% respectively. The easiest way to understand the REI calculation is to look at the purpose of each of the three measures. V1: Difference Between Before and After Readings Obviously an effective emissions repair will reduce a vehicles emissions. The greater the reduction, the more effective the repair was. When emissions are measured twice using a highly controlled test procedure, a reasonable comparison can be drawn between each measurement. The V1 aspect of the REI totals each emission from each test mode and compares that total with the re-inspection results. The V1 value makes up 42% of the final REI. V2: What Vehicle Is Capable Of The most effective repairs will result in vehicle emissions being at, or very near, a normal level. To evaluate whether a vehicles emissions are at or near a normal level, the V2 aspect of the REI compares the total of emissions from each test mode with the average emissions for all passing vehicles of the same type. The V2 value makes up 42% of the final REI. V3: Diagnostic Conclusions and Repair Items The accuracy and completeness of the technicians diagnosis is also an important part of the repair effectiveness picture. Different combinations of repair data and re-inspection results can indicate
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substantially different degrees of repair effectiveness. One of the following scenarios will apply: If nothing is indicated as defective but not repaired, the vehicle should be emitting at or near normal levels when it is reinspected. If the vehicle passes the re-inspection, this indicates that the diagnosis was accurate and complete. In this scenario the V3 will be 10.00. If nothing is indicated as defective but not repaired, but the vehicle doesnt pass re-inspection, the technician either overlooked something or did something incorrectly. As a technician, you cant get any less effective than this. When reinspected, the vehicle will still be conditionally passed but will be categorized as a qualifying waiver or Q waiver. In this scenario V3 will be 0.00. For info on remedying this low REI see Second Chance REI on the next page. If one or more items are indicated as defective but not repaired and the vehicle doesnt pass re-inspection, this is also not an effective repair. However, because of the repair cost limit, this result is not the technicians fault. Upon re-inspection, the vehicle will receive a conditional pass and be categorized as a cost waiver or C waiver. V3 will be 5.00 for all C waivers. If certain items are indicated as defective but not repaired and the cost limit was high enough that they could have been repaired, that also is a very ineffective repair. V3 will be 0.00 if this happens. If re-inspection results are indicative of a vehicle running normally (all readings good enough to fast-pass) yet the repair data shows a major emissions repair item as being defective but not repaired, this indicates that the diagnosis was inaccurate. In these circumstances V3 will be 0.00. For a given re-inspection, only one of the above V3 scenarios will apply. The V3 value makes up 16% of the final REI value.
REI for OBD Inspections

An OBD inspection does not provide tailpipe emission concentrations or mass emissions. So, the OBD-based REI depends on three factors which are provided by an OBD inspection. Was the MIL commanded ON or OFF at the time of reinspection? A vehicle returning with the MIL commanded ON is naturally given a much lower REI. How many DTCs were reported with the initial failed inspection? More REI credit is given for more initial DTCs. How many Readiness Monitors were not ready at the time of reinspection? Having monitors still not ready reduces the REI.
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Second Chance REI

In the event that a vehicle you have worked on comes back to you after getting an unexpected conditional pass on re-inspection, and you then complete the repair, you can still get credit towards your REI. To get REI credit for this second chance repair, just submit another Repair Data Form on RepairNet following completion of the necessary repairs, before the vehicle returns for another reinspection.
Individual REI vs. Average REI

An REI is calculated for each diagnosis/repair that is performed. REIs for each repair performed in a 12-month period are averaged to arrive at the technician average REI, and the repair centre average REI. Assuming a reasonable number of vehicles have been diagnosed/ repaired, an average of all REIs over a period of time can be statistically significant and an objective indicator of technician and repair centre performance. Shops and techs can view their individual REIs and their average REI over the previous 12-month period on RepairNet by selecting User Info and Your Repair Record.
REI Implications
Quality Repair Awards Technicians with exceptionally high REIs over a quarterly period receive the AirCare Quality Repair Award. The award criteria is periodically updated based on industry averages. Currently the Quality Repair Award criteria is: an REI of 8.00 or higher for 13 - 24 repairs an REI of 7.75 or higher for 25 or more repairs A certificate recognizes the achievement of Quality Repair Award winners. Recipients also receive AirCare branded rewards. Three-time winners of the Quality Repair Award receive a special wooden wall plaque to recognize their achievement as well as a free lunch for the staff at their work location. P.A.L.M. Program Technicians that obtain Quality Repair Awards are further recognized as superior technicians by the PALM program. The
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designations under the PALM program are shown below along with the criteria: Pioneer (1 Quality Repair Award received) Achiever (3 Quality Repair Awards received) Leader (6 Quality Repair Awards received) Master (10 Quality Repair Awards received)
Performance Review
Average REIs for each facility and technician are also compared to the industry average REI. Unacceptably low performance may be cause for performance review and facility audit.
What Causes Mid-Range Average REIs

An REI of 5.00 is mid-range and, for tailpipe-tested vehicles, it essentially means that there was no emission reductions achieved following repairs. Each repair that results in no improvement in emissions will result in a V1 value of 5.00. Too many of these and your average REI for the quarterly period will be low as well. For OBD vehicles, mid-range REI values can result from the MIL still being commanded ON at reinspection, or a number of monitors not being ready.
How Mid-Range Average REIs Can Be Prevented

Here are some things you can do to prevent a low average REI: Make sure your gas analyzer is properly calibrated and leakchecked on a regular basis. Ensure that whoever is responsible for customer communications is clearly conveying what repairs are required and what are optional along with the benefits of completing those repairs. After you have completed an OBD repair, try to ensure that all the monitors have a chance to complete before re-inspection. This may mean letting the customer drive the vehicle for a few days, then checking its OBD status again before it goes for reinspection. For more details, see Preparing the Vehicle For Reinspection on page 78. If you are having difficulty with diagnosis, re-read Chapters Chapter 3 through Chapter 8 of this manual. If you are still having difficulty with diagnosis, call the techline.
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What Causes Sub-Par REIs

If a lack of improvement in vehicle emissions causes mid-range REIs, then a sub-par REI must mean that emissions have actually increased. However, this is not a likely scenario unless there are other over-riding factors. There are four circumstances that may (depending on other factors) result in a sub-par REI: 1) Your diagnosis is incomplete (Q waiver); 2) You applied the repair cost limit incorrectly (a needed repair is not completed even though it could have been done within the repair cost limit); 3) You indicated that a major emissions defect exists (one that would adversely affect emission levels), yet the vehicle performed well on the re-inspection; or 4) An OBD vehicle was re-inspected with the MIL still commanded ON, and before the monitors had completed A sub-par REI is not only the worst result that you can get, it also reduces your average REI. To achieve a good average REI you must not allow any sub-par REIs to occur.
How Sub-Par REIs Can Be Prevented

A sub-par REI is the result of an incomplete or inaccurate diagnosis, or of not making any effort to ensure OBD monitors are complete. The obvious way to prevent a sub-par REI is to do a complete and proper diagnosis of every AirCare failure, to correctly apply the repair cost limit, and to always ensure that OBD Readiness Monitors have completed. As an AirCare certified technician, you should be aware that measuring a vehicles emissions at idle and 2500 does not constitute a complete and proper diagnosis. However, technicians who get sub-par REIs often have that misconception. If you are not able to identify the defect, the right way to handle the situation is to double-check your diagnosis to make sure you havent overlooked anything and then call the techline for assistance. The wrong way to handle these situations is to conclude that there is nothing wrong with the vehicle and to send the motorist back to the inspection centre for a re-inspection.
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Technician Performance Monitoring

To ensure program effectiveness and to enhance public confidence, PVTT staff have identified a number of measures to identify substandard performance: Success rate on re-inspection Number of customer complaints Number of repair data forms submitted per year Calculated REI performance Number of calls for technical advice Good performance during "mystery shopper" audits Not all of the performance parameters listed above can be expressed in a purely numerical form, thereby requiring some degree of of qualitative evaluation. Although the new system is still in its infancy, the goal is to combine numerical indices with qualitative data to identify candidates for further investigation. PVTT will visit repair shops and technicians that appear to be under-performing in order to identify possible causes. For more details, see Performance Indicator Initiated Suspension Policy on page 18.
Chapter 3 Vehicle Inspection Report
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C h ap t er 3 - V eh ic le In sp e ct io n R ep or t
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Purpose of the VIR

The Vehicle Inspection Report (VIR) documents the result of each AirCare inspection performed. It is printed and given to the motorist upon completion of each inspection. This section describes what appears on the VIR and what it means.
Vehicle Inspection Report

Thanks for doing your part for clean air! Since 1992, your efforts have reduced vehicle emissions by 76%.
INSPECTION RESULTS TEST DATE TEST TIME AMOUNT PAID ON BOARD DIAGNOSTICS EXHAUST EMISSIONS CATALYTIC CONVERTER PRESENCE GAS CAP PRESENCE GAS CAP PRESSURE
FINAL RESULT
VEHICLE INFORMATION
REGISTRATION NUMBER VEHICLE YEAR VEHICLE MAKE REGISTERED CURB WEIGHT VEHICLE IDENTIFICATION NUMBER (VIN) VEHICLE TYPE ENGINE SIZE ODOMETER
AIRCARE EXPIRY DATE
,000
ON BOARD DIAGNOSTIC TEST
DIAGNOSTIC INFORMATION
RESULT
DRIVING TEST
MAXIMUM ALLOWABLE
VEHICLE READING
AVERAGE PASSING READING
RESULT
IDLE TEST
MAXIMUM ALLOWABLE
VEHICLE READING
AVERAGE PASSING READING
RESULT
YOUR CO2 CALCULATION

FUEL CONSUMPTION
(LITRES PER 100 km)
DISTANCE DRIVEN
(,000 km PER YEAR)
CO2
(TONNES PER YEAR)
=
LEAST 0 AVERAGE 16 MOST 30 BEST TARGET AVERAGE 0 (2.7) 4 WORST 8
LEAST 0
AVERAGE 10
MOST 20
FOR MORE INFORMATION ON YOUR AIRCARE TEST, SEE REVERSE OR VISIT www.aircare.ca
FORM #7002 REV 06/2008
Figure 2: Vehicle Inspection Report (VIR)
If the vehicle fails inspection, the motorist will also receive another document which provides further detail of the vehicles emissions performance during the test (see Diagnostic Trace Report on page 43).
P u r p o se o f t he V I R
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Emissions Standards
Tailpipe Testing Standards
The maximum allowable emission levels (also known as cut-points or standards) used in the AirCare tailpipe inspection are used to identify excess emitting vehicles. But how do you define excessive? Most importantly, the emissions standards used in the AirCare program are based on the level of emission control technology that the vehicle was built with. This level of technology was based on the federal emissions standards in place when the vehicle was produced. Since their introduction in Canada in 1971, these federal standards have been progressively tightened. WHAT ABOUT OLD VEHICLES? With regard to vehicles produced prior to any federal emissions standards the AirCare emissions standards are based on the basic chemistry of combustion. As such, any pre-emission control vehicle, from a Model T to a dual-quad hemi, should pass these standards, provided that the engine and its fuel and ignition systems are correctly calibrated and functioning properly. Another important consideration in setting in-use vehicle emissions standards is to allow for normal variation and degradation in emissions levels. Some may be surprised to know that emission levels do not increase by a large amount as a vehicle ages. An engine can have hundreds of thousands of kilometres on it and still be nearly as clean as when it left the factory. This is particularly true of vehicles manufactured with a catalytic converter. What does result in significant increases in emission levels are defects. Lazy catalytic converters, tired and worn-out O2 sensors, worn metering rods and jets, engine mechanical defects, etc. It is extremely important to understand that the AirCare standards are not "specifications" that indicate an optimum condition. Dont get caught by the misconception that if the reading is below the AirCare emissions standards everything is okay. This is not necessarily the case. The AirCare standards are used solely for the purpose of identifying a vehicle that is polluting well beyond what it would be if operating as designed. AirCare tailpipe testing standards are prescribed in the Motor Vehicle Act Regulations BC Reg 274/2000 - Exhaust Emissions Standards Regulation.
WHAT ABOUT HIGHMILEAGE VEHICLES?
E m i s s io n s S t a n d a r d s
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On-Board Diagnostic Testing Standards

Currently, most I/M programs in North America are moving from traditional dynamometer based tailpipe testing to On-Board Diagnostic (OBD) inspection scans for newer vehicles. In the U.S., all 1996 and newer light-duty vehicles are equipped with OBD II technology. In Canada, OBD II became mandatory in 1998. The OBD system continuously checks the operation of key emissions control components and emissions-related systems in a vehicle. If the OBD system detects a fault that could cause emissions to exceed the applicable federal new vehicle standard for any pollutant by 50% or more, the dashboard Malfunction Indicator Lamp, or MIL, will be illuminated. For eligible 1998 and newer vehicles receiving an OBD non-tailpipe inspection, the emission standard is: 1) the motor vehicle is fitted with an operative data link connector; 2) fewer than 2 readiness monitors in the motor vehicle have a Not Ready status when the onboard emissions diagnostic device is interrogated; and 3) the malfunction indicator lamp is not commanded on by the onboard emissions diagnostic device. The above criteria is prescribed in BC Motor Vehicle Act Regulation 40.051.
E m i s s io n s S t a n d a r d s
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Detailed Explanation Of The VIR

This section provides details on the information that can be found on the Vehicle Inspection Report (VIR). This information will be somewhat different depending on test type and final result.
Inspection Results
The first section of side one of the VIR shows general inspection information including the date and overall result of the test. In addition to the overall result, you can see the pass/fail result for each applicable part of the inspection; On Board Diagnostics - the result of the OBD portion of the inspection. Exhaust Emissions - the result of the tailpipe sampling portion of the inspection. Catalytic Converter Presence- the result of the visual inspection for the presence of a catalytic converter. Gas Cap Presence - the result of the visual inspection for the presence of a properly fitting gas cap. Gas Cap Pressure - the result of the functional inspection of the gas cap. In order for the Final Result to be pass, the vehicle must pass each part of the inspection that applies to that type of vehicle.
Vehicle Information
The Vehicle Information section provides details of the vehicle that was inspected; Registration Number - this number is a seven-digit number that identifies the vehicle in ICBCs database. The registration number remains assigned to the vehicle regardless of ownership transfers and licence plate changes. Vehicle Year - the model year as shown on the vehicle registration record. Vehicle Make - the manufacturer of the vehicle as shown on the registration record. Registered Curb Weight - the curb weight or net weight in kilograms (kg) as shown on the vehicles registration record. Vehicle Identification Number (VIN) - the unique identification number assigned by the manufacturer. Vehicle Type - the body style of the vehicle (passenger car or truck). Engine Size - engine displacement in litres.
De t ail ed E xp la na ti o n O f T he VI R
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Odometer - the vehicles odometer reading at the time of inspection. AirCare Expiry Date - the last day that the vehicle is eligible to be re-licensed. Note that this date is different from the expiry date of the vehicles licence and insurance policy.
On Board Diagnostic Test

The On Board Diagnostic test section provides details for: MIL Engine Off (KOEO - Key On Engine Off ) MIL Engine On (KOER - Key On Engine Running) Diagnostic Link Connector Tampering OBD II Communications MIL Command Status. The OBD portion of the VIR also contains a section for Diagnostic Information, which displays the status of the vehicle's Readiness Monitors and lists any Diagnostic Trouble Codes that were identified by the vehicles OBD system.
Driving Test
Driving Test refers to the portion of the inspection that uses a dynamometer to simulate normal driving conditions. For each driving test, the load application and duration of the test is automatically controlled by the computer. The Driving Test section contains the detailed results for each mode of the test where the tailpipe emissions were measured. For each regulated pollutant, the VIR will show the following: Units of Measure - the column to the left identifies each measured pollutant and the units of measure in parts per million (ppm), percent (%), or grams per kilometre (g/km). Average Passing Reading - this is the average reading for other vehicles of the same type that passed inspection. This statistic is useful as a point of reference for what the vehicle is capable of. Vehicle Reading - this is the actual emission level for the vehicle at the time of the test. Result - this is the pass/fail result for the particular pollutant and test mode. Maximum Allowable - this is the actual emission standard or cutpoint that is applicable to the particular vehicle. The standards are prescribed in the Motor Vehicle Act Regulations (B.C. REG. 274/2000 - Exhaust Emission Standards Regulation). The driving test may be one of the following depending on model year and fuel type;
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ASM2525
ASM2525 - this driving test applies to 1991 and older non-diesel vehicles. The ASM driving test is a steady-state operating condition where the vehicle speed is held at 40 +/- 1.6 km/hr at a load simulating an uphill grade of approximately 3%. The test will last from approximately 30 seconds to 90 seconds depending on emission levels. If the vehicle being tested is exhibiting emission levels well below the cutpoints the test will terminate relatively quickly. This is known as a fast-pass. The results printed on the VIR will be the average of the emissions measured over the final ten seconds of the test mode.
IM240
IM240 - this driving test applies to 1992-1997 non-diesel vehicles. The IM240 driving test is a transient test that includes accelerations and decelerations as well as cruise and idle conditions. The vehicle speed must closely follow a trace derived from the EPA75 federal test procedure. The test will last from approximately 30 seconds to 240 seconds depending on emission levels. IM240 inspections with a duration of less than 240 seconds are known as fast passes. For a detailed description of IM240 fast passes, read the 2002-1 issue of the AirCare Repair newsletter.
D147 (DIESELS ONLY)
D147 - this test applies to diesel vehicles only. The driving test is a transient type of test that includes accelerations and decelerations as well as cruise conditions. The vehicle speed must closely follow a trace that is derived from the EPA75 federal test procedure. The test will last from 97 seconds to 147 seconds for all vehicles tested using the D147. NOTE: Regardless of the type of test used, the test duration will always be the maximum if the result is fail.
Idle Test
Idle Test refers to the portion of the inspection where emissions are sampled while the vehicle is idling. Only CO and HC standards are applicable to the idle test. The idle test mode follows the ASM mode on 1991 and older vehicles. It is also used for vehicles of any model year in rare circumstances where the vehicle cannot undergo a driving test. During the idle test, after pre-conditioning has occurred and the engine has stabilized at normal idle speed, the vehicles emission levels are compared to the applicable standard. The vehicle readings and maximum allowable levels are printed on the VIR along with average readings for vehicles of the same type that pass inspection.
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What You Can Learn From The VIR

As well as being a record of the inspection results for the motorist, if the vehicle has failed inspection, the information on the VIR provides the starting point for diagnosis of the defect. From a diagnostic point of view, the information on the VIR should always be considered before attempting any diagnosis of the vehicle. Given the vehicle year and emission readings, in most cases the technician should be able to identify the area that should be given highest priority for component testing. For example, a VIR showing ASM results for a late with HC, CO, and NOx readings that are typical concentrations indicates that the vehicle likely has a converter. Logically, testing the catalytic converter highest priority in your diagnosis. model vehicle of engine-out dead catalytic should be the
As another example, a VIR showing idle test results for an older vehicle with excessive CO likely indicates that the idle air-fuel mixture is out of adjustment. However, if you observe on your analyzer that the CO is within normal range this indicates the rich condition is intermittent or erratic. The focus of your diagnosis should be on those items that can cause erratic fuel delivery problems (e.g. carburetor float, sticking PCV valve, sticking power valve or metering rods, etc.). In some cases, the information on the VIR may not provide a clear priority for which component or components should be tested. However, the technician should be able to determine whether additional inspection details will help to formulate a diagnostic strategy. For example, a VIR showing IM240 test results with failing NOx levels but also higher than average CO and HC could indicate a catalytic converter problem. However, it also could indicate a fuel control problem. In this case, more detailed inspection results would be useful to see how the vehicle performed throughout the inspection. That would help to narrow down the likely cause of the problem. Fortunately, more detail is provided on the Diagnostic Trace Report (see Chapter 5 Diagnostic Trace Report on page 43) and the Second-by-Second Reports (see How To Read the Second By Second (SBS) Reports on page 60). For more details on how to interpret the VIR for diagnostic purposes, see Review Inspection Results starting on page 90.
W h a t Y o u Ca n L ea r n F r o m T he V I R
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W h a t Y o u Ca n L ea r n F r o m T he V I R
Chapter 4 Detailed Inspection Data
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C h ap t er 4 - D et a i l e d I n sp e ct i o n D at a
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Types of Detailed Inspection Data Available

Detailed Emissions Data
As you probably know, it is not uncommon for a vehicle to have an emission defect without any other obvious symptoms. Not only that but many emissions defects result in erratic emissions performance so that failing vehicles may at times emit normal emission levels. This is particularly true with late model vehicles having more advanced emission control technology. For this reason it is important that the diagnostic technician have the ability to evaluate detailed emissions data that was captured at the time of the test failure. When a vehicle receives an IM240, ASM, or D147 emissions test, emissions data is captured for each second of the test. That data is referred to as Second-By-Second (SBS) data.
Detailed Data For Other Tests

In addition to SBS data, other detailed data is available for OBD tests, and even for aborted tests. Collectively, this type of information is referred to as Detailed Inspection Data or, on RepairNet, simply Detailed Data.
OBD Tests
For vehicles receiving an OBD test, the Detailed Data includes identification of specific Diagnostic Trouble Codes (DTCs), and the status of all applicable Readiness Monitors. Readiness Monitor status is also available for aborted OBD tests.
Aborted Tests
Aborted tests are a unique situation because the test wasnt actually completed. However, more details about why the test could not be completed can be found under Detailed Data on RepairNet.
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Sources of Detailed Inspection Data

When a vehicle fails an IM240, ASM, or D147 inspection, they will receive a document called the Diagnostic Trace Report (DTR) along with the VIR. The DTR includes graphical representations of SBS data for each measured emission. For more detail on the DTR, refer to Diagnostic Trace Report on page 43. As well as the DTR, SBS data is available on RepairNet in both graphical and tabular form. Whether you prefer to view SBS data in a line graph or a table is a matter of personal preference. For inspections where SBS emissions measurements are captured, the data can be accessed on the AirCare Inspection History page. For more details on using RepairNet, see the RepairNet User Guide. Comparing the sources of SBS data (the DTR and RepairNet), several of the reports are quite similar, however, it is important to realize the differences and advantages of each. Table 2 lists these sources and their respective characteristics.
Table 2: Comparison of SBS Emissions Inspection Data Available to Technicians

Report Name IM240 DTR IM240 SBS Graph IM240 SBS Table ASM DTR ASM SBS Graph ASM SBS Table Idle SBS Graph Idle SBS Table D147 DTR D147 SBS Graph D147 SBS Table Source of Report Inspection Centre RepairNet RepairNet Inspection Centre RepairNet RepairNet RepairNet RepairNet Inspection Centre RepairNet RepairNet Type of Data graph graph numerical graph graph numerical graph numerical graph graph numerical Source of Data raw measurements calculated calculated raw measurements raw measurements raw measurements raw measurements raw measurements raw measurements raw measurements raw measurements bigger graph numerical data bigger graph numerical data only graph for idle test numerical data Advantage raw measured data bigger graph numerical data
In Table 2, the phrase raw measurements means that the data is provided as measured (no calculations applied). Conversely, calculated data refers to data that is an estimate of the actual concentrations. For more information on how to use SBS data including examples, see Diagnostic Trace Report beginning on page 43 and Obtaining Additional Diagnostic Information beginning on page 57.
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Chapter 5 Diagnostic Trace Report
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C h ap t er 5 - D ia g no st i c T ra ce Re p or t
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Purpose of the DTR

The Diagnostic Trace Report (DTR) provides a graphic representation of the individual emission levels throughout the duration of the test. This information can be useful in diagnosing the cause of an emissions failure. This section provides details on the information that can be found on the DTR and how that information can be helpful in arriving at a diagnostic conclusion.
DIAGNOSTIC TRACE REPORT

Repair decisions should not be made based solely on this report. Please be sure to take this report along with your AirCare Vehicle Inspection Report to your repair technician.
Registration Number Test Date Test Time
FOR OFFICE USE ONLY
HC
Emissions
30
60
90
120
150
180
210
240
Seconds
CO
Emissions
30
60
90
120
150
180
210
240
Seconds
NO x
Emissions
30
60
90
120
150
180
210
240
Seconds
CO 2
Emissions
30
60
90
120
150
180
210
240
Seconds
O2
Emissions
30
60
90
120
150
180
210
240
Seconds
105
60 45 30 15 0 0 30 60 90 120 150 180 210 240
92 - NEWER 91 - OLDER ALL DIESELS
Seconds
Figure 3: Diagnostic Trace Report (DTR)
P ur po se o f t h e D T R
Speed (kph)
Drive Trace
90 75
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Detailed Explanation Of The DTR

For vehicles that fail an ASM, IM240, or D147 inspection, the DTR provides a separate graph for each measured emission over the course of the test. The graphs display the emission level on the vertical (y) axis and time on the horizontal (x) axis. The range of the y axis (emission levels) is printed on the left side of the graph and will be different from test to test. This is because it is based on the peak emission levels recorded during the test. In other words, it has to be scaled so that the highest emission peaks can fit on the graph. If the emission levels appear to dip below the zero line, it is probably because the alignment of the page in the printer was off a little bit.
105
60 45 30 15 0 0 30 60 90 120 150 180 210 240
92 - NEWER 91 - OLDER ALL DIESELS
Seconds
Figure 4: Driving Trace For Each Type of Dynamometer Test
For IM240 inspections, individual graphs are shown on the DTR for HC, CO, NOx, and CO2. For ASM inspections O2 is shown as well. For D147 inspections, a DTR graph is shown for opacity only. A Drive Trace graph at the bottom of the page shows the three dynamometer driving traces that are used (see Figure 4). This is used as a point of reference so you can see what sort of operating condition the vehicle was at for each second of the test. For failed IM240 inspections, the DTR graphs will use the entire width of the graph area because the test will have been 240 seconds in duration. For failed ASM inspections, the emissions graphs will only use the first 90 seconds of the time axis because that is the full duration of that test mode (the red dotted line that follows represents the idle test). Similarly, D147 tests will only use 147 seconds on the time scale. In most cases, emissions will initially be high at the start of the test and then decrease as the catalyst efficiency increases. You will be able to see how long it took for the catalyst to begin to be effective (if at all). Tired or lazy catalytic converters and oxygen sensors can sometimes be detected by looking at the emission levels at the beginning of the IM240 driving test and how quickly they decrease as the test continues.
D et ai led E xp la n at io n O f T h e D T R
Speed (kph)
Drive Trace
90 75
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Using The DTR To Assist Your Diagnosis

IM240 DTRs
HC, CO, NOx, and CO2 emissions appear on the DTR in their measured unitsgrams per kilometre. Oxygen levels are not measured during an IM240 inspections so they will not appear on the DTR. For IM240 DTRs, it is best to look at the DTR in conjunction with the second-by-second readings which are always shown in percent and parts per million. See How To Read the Second By Second (SBS) Reports on page 60. However, you should remember that parts per million and percent readings for IM240 inspections are derived using a reverse dilution calculation. Because of the widely varying exhaust flow during a transient test, these derived readings wont always be as accurate as the grams per kilometre readings. On the DTRs you will often see spikes in emission levels at the various points of the test where the vehicle is accelerated and decelerated. If you see a large variation in the HC and CO levels at various points of the test, it could be due to an intermittent loss of fuel control. However, substantial spikes are normal at certain points of the test because low distance travelled and high exhaust flow add up to high grams per kilometre. Another common fault that is often evident in the IM240 DTR is a weak catalytic converter. Weak catalytic converters are sometimes able to do an adequate job of reduction and oxidation under low exhaust volume conditions such as idle and light loads, but are not up to the task under higher exhaust flow conditions and higher loads. This can be evident in the emissions levels at the points of the test where the vehicle is accelerated briskly, and at the point where the vehicle is cruising at highway speed. Be sure to look at both of these high exhaust flow areas because high emissions during acceleration could be due to normal enrichment, but the fuel control should definitely be in closed loop and emissions low during highway cruise conditions.
IM240 DTR Examples

In Figure 5, Figure 6, and Figure 7 on the following pages, some example IM240 DTRs are provided. The DTR shown on page 49 is for a 1992 4.0L vehicle that passed the inspection but received a full duration (240 second) test even though it was clean enough to fast-pass. Because every DTR that you see in the field will be from a vehicle which has failed inspection, this DTR may be particularly useful to you. It is a good DTR to use for comparison with DTRs from failing vehicles.
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In Figure 6 on page 50 an IM240 DTR is shown for a vehicle with a MAF sensor that is under predicting air flow at high speed. In Figure 7 on page 51, an IM240 DTR from a vehicle with a leaking central injector is shown. There are a number of things to take note of in these DTRs: The most important thing to understand is that you should not attempt to diagnose a vehicle based on the DTRs alone. You should always use this information in conjunction with all of the available information and component level testing to pinpoint the defect. The first thing to look at on the DTRs is the scale shown at the left for the individual graph. The scale is different for each inspection and each graph because the system will automatically pick the most appropriate size for graphing the data. For a good example of how the scale can change how a graph looks, see Figure 12 and Figure 13 on page 56. In the DTR graphs shown in Figure 7, the HC and CO graphs are both scaled very high and the levels are high throughout the test. This suggests a very rich mixture under all operating conditions. The emission levels should be evaluated in relation to the vehicle operating conditions and in relation to each other. For example, in Figure 6 the NOx and CO2 increase sharply at the point of acceleration to highway speed (approximately 160 seconds into the test) but CO doesnt. Given that this is a fairly major acceleration, this indicates a lack of adequate enrichment. About ten seconds later, the CO finally spikes upprobably due to a long term fuel trim adaptation. The same thing that caused this lean condition (in this case a dirty MAF sensor) was preventing the catalyst from reducing NOx. The traces for CO2 on all three examples are at similar scales and have similar peakseven Figure 5 where the vehicle is running normally. This is because each of these vehicles are similar in weight and engine size. CO2 is the best indicator of exhaust volume.
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0.14 0.12 0.1
HC g/km
0.08 0.06 0.04 0.02 0 0 6.00 5.00 30 60 90 120 Seconds 150 180 210 240
CO g/km
4.00 3.00 2.00 1.00 0.00 0 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 0 1200 1000 30 60 90 120 Seconds 150 180 210 240 30 60 90 120 Seconds 150 180 210 240
NOx g/km
CO2 g/km
800 600 400 200 0 0 100 80 30 60 90 120 Seconds 150 180 210 240
Speed 60 (km/h) 40
20 0 0 30 60 90 120 Seconds 150 180 210 240
Figure 5: IM240 DTR - 1992 4.0L Light-Duty Truck Running Normally
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5.00 4.00
HC g/km
3.00 2.00 1.00 0.00 0 30 60 90 120 Seconds 150 180 210 240
25.00 20.00
CO g/km
15.00 10.00 5.00 0.00 0 18 16 14 12 30 60 90 120 Seconds 150 180 210 240
NOx g/km
10 8 6 4 2 0 0 900 800 700 30 60 90 120 Seconds 150 180 210 240
CO2 g/km
600 500 400 300 200 100 0 0 100 80 30 60 90 120 Seconds 150 180 210 240
Speed 60 (km/h) 40
20 0 0 30 60 90 120 Seconds 150 180 210 240
Figure 6: IM240 DTR - NOx Failure Due To Dirty MAF Sensor
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HC g/km
10 9 8 7 6 5 4 3 2 1 0 0 30 60 90 120 Seconds 150 180 210 240
60.00 50.00 40.00
CO g/km
30.00 20.00 10.00 0.00 0 4.5 4 3.5 3 30 60 90 120 Seconds 150 180 210 240
NOx g/km
2.5 2 1.5 1 0.5 0 0 900 800 700 600 500 400 300 200 100 0 0 100 80 30 60 90 120 Seconds 150 180 210 240 30 60 90 120 Seconds 150 180 210 240
CO2 g/km
Speed 60 (km/h) 40
20 0 0 30 60 90 120 Seconds 150 180 210 240
Figure 7: IM240 DTR - CO and HC Failure Due To Leaking Injector
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ASM DTRs
HC, CO, NOx, CO2, and O2 are measured during an ASM inspection and graphed on the DTR. Because the ASM is a steady-state test mode (no accelerations or decelerations) you should not see any significant spikes in emissions levels at any point of the test. However, if the scale of the y axis (emission levels) is quite small (e.g. 0-50 ppm) you will see a lot more variation than you would if the scale was 0-500 ppm. Variation in the HC and CO levels during the ASM test could be due to an intermittent loss of fuel control. This is a fairly common defect on vehicles with closed loop systems but even if the vehicle does not have a closed loop system, it can still have erratic fuel control problems. If the emissions for the vehicle you are diagnosing are consistently low at idle and at 2500 rpm in neutral, but are somewhat higher on the DTR graphs, that is a good indication of a weak catalyst. This is because the ASM is a higher exhaust flow condition than idle and 2500 rpm. If the general trend evident in the DTR is a gradual decline in emissions over more than 30 seconds, that is a pretty good indication of a lazy catalyst. A good example of what this looks like is Figure 8.
ASM DTR Examples

In Figure 8 and Figure 9 on the following pages, an ASM DTR from a vehicle with a lazy catalyst is shown along with an ASM DTR for a vehicle that is running normally. There are a number of things to take note of in these DTRs: Refer to the scale shown at the left for the individual graph that you are looking at. The scale is different for every graph. The emission levels at the beginning of the test shown in Figure 8 are in the range that you would expect to see for engine-out concentrations. This indicates little or no catalyst activity. Continuing through the test, the downward trend in HC, CO, NOx, and O2 indicates that the catalyst is gradually becoming more effective. The clue that this is caused by a defective (lazy) catalyst is the time. Remember that a good catalyst should never take any longer than 60 seconds to reach maximum efficiency. The example shown in Figure 9 is from a 1988 vehicle with the original catalyst on it. This is a good example of a vehicle with normal degradation. It is certainly not as clean as it would have been when new, but it is nowhere near failing. The test duration is about 30 seconds because the vehicle fast-passed.
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180 150
HC ppm
120 90 60 30 0 0 30 60 90 120 Seconds 0.50 0.40 150 180 210 240
CO %
0.30 0.20 0.10 0.00 0 30 60 90 120 Seconds 1200 1000 150 180 210 240
NOx ppm
800 600 400 200 0 0 16.00 14.00 12.00 10.00 8.00 6.00 4.00 2.00 0.00 0 30 60 90 120 Seconds 0.90 0.80 0.70 150 180 210 240 30 60 90 120 Seconds 150 180 210 240
CO2 %
O2 %
0.60 0.50 0.40 0.30 0.20 0.10 0.00 0 30 60 90 120 Seconds 150 180 210 240
Figure 8: ASM DTR Graphs Showing What Appears To Be A Lazy Catalyst
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35 30 25
HC ppm
20 15 10 5 0 0 30 60 90 120 Seconds 0.16 0.14 0.12 0.10 150 180 210 240
CO %
0.08 0.06 0.04 0.02 0.00 0 180 160 140 120 30 60 90 120 Seconds 150 180 210 240
NOx ppm
100 80 60 40 20 0 0 18.00 16.00 14.00 12.00 10.00 8.00 6.00 4.00 2.00 0.00 0 30 60 90 120 Seconds 1.60 1.40 1.20 1.00 0.80 0.60 0.40 0.20 0.00 0 30 60 90 120 Seconds 150 180 210 240 150 180 210 240 30 60 90 120 Seconds 150 180 210 240
CO2 %
O2 %
Figure 9: ASM DTR For 1988 Vehicle Running Normally (Fast-Pass)
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D147 DTRs
Opacity is measured during D147 inspections of diesel-fueled vehicles. Opacity is a measure of how much light is absorbed trying to pass through a plume of smoke. The thicker the smoke, the higher the opacity. Typically, you will see spikes in the opacity readings at each acceleration on the driving trace, most notably near the beginning of the test and also from the 60 second mark to the 90 second mark. How high those opacity spikes are will depend on how closely the vehicles fuel system is matching the fuel delivery with the engines fuel requirements.
D147 DTR Examples

The example DTR shown below is from a 1995 Dodge Ram 3500 that appears to be performing correctly. As with all DTRs, note the scale of the vertical axis.
0.50 0.45 0.40 0.35 Opacity 0.30 0.25 (%) 0.20 0.15 0.10 0.05 0.00 0 30 60 90 120 Seconds 150 180 210 240
Figure 10: D147 DTR For 1995 Vehicle Running Normally
The example DTRs shown on the next page are from a 1983 Toyota pickup before and after repairs were made. To correct the excessive smoke, the injectors were overhauled and the injection pump was adjusted to manufacturers specifications. The opacity results for this vehicle were 90.61% before repair and 14.91% after repair. At first glance at the before and after-repair DTRs it may not seem like much improvement has been made. This is because the y-axis (vertical) scale is not the same on Figure 11 and Figure 12. To reinforce that point, have a look at Figure 13. Figure 13 is from the same test as Figure 12 but the y-axis (vertical) scale has been changed to match that of the failed inspection DTR (Figure 11) in order to illustrate the effect of the vertical scale when looking at DTRs.
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Opacity (%)
30
60
90
120 Seconds
150
180
210
240
Figure 11: D147 DTR Showing Extremely High Opacity
25 20
Opacity (%)
15 10 5 0 0 30 60 90 120 Seconds 150 180 210 240
Figure 12: D147 DTR Showing After Repair Opacity
Opacity (%)
100 90 80 70 60 50 40 30 20 10 0 0 30 60 90 120 Seconds 150 180 210 240
Figure 13: D147 DTR Showing After Repair Opacity - Same Scale As Fail DTR
Chapter 6 Obtaining Additional Diagnostic Information
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C h ap t er 6 - O b t ai ni n g Ad d it io n al D iag n o st ic In f o r m at io n
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Detailed Inspection Data

A good diagnostic technician will review all of the available information to develop a diagnostic strategy and then perform the required component or system testing to pinpoint the root cause of an emissions failure. To look at a vehicle's emission trends in more detail, view a vehicle's OBD report, or determine the reason for an aborted inspection, you may wish to view the vehicle's detailed data on RepairNet. The detailed data available on RepairNetwill vary depending on the type of inspection the vehicle received. For vehicles receiving a tailpipe test, the Detailed Data or Second-By-Second report shows all of the measured emissions graphically on a single chart using ppm and % as the units of measure, with the addition of a text table below it. In fact, for ASM, Idle and D147 inspections this data is identical to the data used to generate the DTR in the inspection centres - it is just displayed differently. For IM240 inspections the SBS data is derived from a reverse dilution correction formula and won't be absolutely accurate in every case because of the variation in exhaust flow during a transient test. However, this is still extremely valuable to determine emission trends in units that technicians are comfortable with. For an OBD inspection the Detailed Data will show the Diagnostic Trouble Codes (DTCs) recorded at the time of inspection as well as a description of the code for generic DTCs. No description is provided for manufacturer specific DTCs. The readiness monitor status for each OBD inspection or attempted inspection is also indicated. If an inspection is aborted, you can view the reason for the aborted inspection. In the case of an OBD inspection you can easily see if the vehicle was presented for inspection in a Not Ready condition, the vehicle will not communicate through the OBD connector etc. If the aborted inspection was a tailpipe test, a description of the reason for the aborted test will also be provided. This will enable you to easily determine what action to take to ensure a vehicle is in a testable condition when it returns for an inspection.
How To Obtain Detailed Data Reports

Detailed Data reports have been available on RepairNet for inspections performed since September 2000, and this feature was significantly enhanced in January 2007. You can access the Detailed Data report for a particular vehicle once you have connected to RepairNet and have entered the registration number
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for the vehicle you are interested in. You no longer are required to log on to access this information. On the Inspection Results screen each line represents an individual inspection. To the far right you will find an icon that indicates the type of inspection the vehicle received. Click on the icon to open the Detailed Data window for any given inspection. All of the Detailed Data available for that inspection is available with just one click of your mouse.
Figure 14: Detailed Data Links in Inspection History Section of RepairNet
For a complete description of the procedure for accessing RepairNet and obtaining the Detailed Data Reports refer to the AirCare RepairNet User Guide.
How To Read the Second By Second (SBS) Reports

Detailed Data reports for ASM. IM240, and D147 inspections include both graphical (see Figure 15 on page 61) and tabular (see Figure 16 on page 61) Second By Second data on the same page. The table is shown below the graph so you may need to scroll down the page to see it. Each line of the table represents one second of the test. The number of lines will vary depending on test duration: 22 seconds for idle tests 90 seconds for ASM tests 240 seconds for IM240 tests 147 seconds for D147 tests NOTE: The above test durations are for inspections where the final result is fail. If you are viewing SBS data for a passed inspection, remember that the test duration could be much shorter because of fast-pass algorithms that cut the test short if it can be determined sooner that the vehicle is emitting normal levels.
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Figure 15: Second By Second Graph
Figure 16: Second By Second Table
NOTE: The SBS table in Figure 16 is abbreviated to fit on this page and shows only the first 25 seconds of the test.
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The number in the first column of the SBS table (see Figure 16) is the time (second) of the test. Looking across each line of the table you can see the vehicle speed and the individual emission readings for that second of the test. The emission readings are in parts per million (ppm) or percent (%) as applicable. The key to understanding the data is knowing what the vehicle is doing (accelerating, decelerating, cruising, idling) at each point in time. The best indicator of what the vehicle is doing is the vehicle speed, which is shown in the second column of the table. By viewing the difference in vehicle speed from second to second you can determine exactly when it is accelerating, decelerating, cruising, or idling. In addition, the rate of change in vehicle speed from second to second indicates how rapid the acceleration is. This is important when evaluating a CO spike because of the need for enrichment under hard accelerations. For Idle inspections you will notice the vehicle speed column is not used and a Dilution Correction Factor column appears at the right side of the table. This indicates a multiplier that is applied to the raw analyzer readings for each second of the Idle inspection. This corrects for any exhaust dilution that may take place on vehicles that are equipped with an air pump or pulse air system. You may have observed this feature on some repair grade gas analyzers that display "corrected CO" or a similar heading as part of its reporting or display. Significant dilution can also occur if the vehicle has exhaust leaks or combustion problems. IM240 SBS readings are derived from the actual measurements during the test using a "reverse dilution correction formula". Because of the widely varying dilution factor relative to changing exhaust flow conditions in a transient emissions test, these readings should be used with some caution. IM240 SBS readings will not be as accurate as the grams per kilometre DTR for every scenario, however as previously stated, viewing the converted Second-By-Second data is still extremely valuable.
How The SBS Readings Can Assist Your Diagnosis

The SBS data can be used in similar ways as the graphs on the DTR. Both display emission levels at each second of the inspection so the data can be used to assist your diagnosis in the same ways. For some examples of what emissions trends to look for when evaluating SBS reports, see Using The DTR To Assist Your Diagnosis on page 47. For IM240 inspections, the SBS data may be even more helpful to you because it shows emission levels in parts per million and percent rather than in grams per kilometre. However, you must be cautious because this data is derived from the actual dilute measurements and may not be entirely accurate. This is especially true for the calculated oxygen concentrations.
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Previous Inspections and Repairs

How To Obtain Previous Inspection and Repair Information
On RepairNet you can display the history of previous inspections for individual vehicles. If you are certified, you can also view the history of all repair data entered for a particular vehicle. Once you have connected to RepairNet and enter a vehicle's registration number, the Inspection History screen is displayed. In the bottom section, AirCare inspection data is shown with each line representing an individual inspection. The inspections are listed in descending order with the most recent inspection on the first line. To display a vehicle's Repair History, you must have valid log-in credentials (either a shop or a tech). Once you have successfully logged in, select Repair History from the Repair Data drop-down navigation menu at the top of the page. For a more complete description of the procedure for accessing Inspection History or Repair History on RepairNet, refer to the AirCare RepairNet User Guide.
How Historical Information Can Assist Your Diagnosis

Previous Inspection Results
Looking at previous inspection information can assist in several ways: the readings taken during previous inspections when the emissions defect didn't exist can give you and your customer a good sense of what the vehicle is capable of. in many cases, where you are dealing with a degraded catalyst for example, you can see a gradual deterioration over time by looking at the emissions performance for several years leading up to the present time.
Previous Repair Data

Looking at previous repair data can also be of assistance in certain circumstances: when reviewed in conjunction with previous inspection results, you can observe the effect of specific repairs made in the past and the effects those repairs had on emissions. conversely, you can observe which repair actions had little or no impact on a vehicle's emission performance.
P r ev io us I ns p ect io n s an d R ep ai r s
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you can observe which recommended repairs were declined by the customer previously. you can easily identify vehicles which have been conditionally passed year after year because the motorist has not authorized the recommended repairs. In this scenario you may want to review the vehicle's repair history with the customer at the time the repair order is being written. You may be able to prevent a headache. when reviewing repair history, keep in mind that any outstanding defects are the results of another technician's diagnosis. There is no guarantee that a previous diagnosis was accurate or complete. Always perform your own thorough diagnosis!
P r ev io us I ns p ect io n s an d R ep ai r s
Chapter 7 OBD Diagnostic Procedures
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C h ap t er 7 - O B D Di ag n o st ic P r o ce d ur es
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Overview
In this chapter we provide recommendations for the diagnosis and re-inspection of On-Board Diagnostic (OBD) test failures. Vehicle subject to OBD inspection at AirCare inspection centres are 1998 & newer light-duty vehicles. All of these vehicles are equipped with OBD II systems but in this manual may be simply referred to as OBD. Most 1998 & newer vehicles will receive an OBD test so long as the Readiness Criteria has been met with the following exceptions; all alternative-fueled vehicles will be given an IM240 test. all heavy-duty vehicles (GVW greater than 3855kgs / 8500 lbs) will be tested using the IM240 inspection procedure all vehicles will receive the same type of inspection on retest as they received on initial inspection. Diagnosing OBD failures requires a different approach than tailpipe emissions test failures. In each case, you must refer to the vehicle manufacturers recommended procedure for identifying the actual defect that is identified by the OBD system. Once the cause of the failure is identified and repaired, there are some additional considerations related to preparing the vehicle for re-inspection that are unique to OBD failures.
OBD II Operational Overview

OBD II evolved from the California Air Resources Board's (ARB) desire to simplify and enhance their I/M program by requiring manufacturers to improve their vehicles ability to monitor its emission control systems. OBD II standardized many aspects of monitoring, interrogating and diagnosing a vehicle's OBD system: The Diagnostic Link Connector (DLC) is the same 16-pin configuration on all OBD compliant vehicles. Diagnostic Trouble Codes (DTCs) are standardized using 5 character alphanumeric indicators that provide specific information relating to the system, whether the code is generic or specific to the vehicle manufacturer, the affected sub-system and finally, a descriptor or indicator as to the nature of the failure. Vehicle manufacturers had to ensure their vehicles could communicate to a generic scan tool using one of the accepted communication protocols.
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All light-duty vehicles certified for sale in the US market were OBD II compliant by 1996. All light-duty vehicles sold in Canada had to be OBD II compliant by the 1998 model year. OBD II systems are designed to illuminate the vehicle's Malfunction Indicator Lamp (MIL) if a defect is detected that could cause emissions to rise to 1 times the emissions certification standard. Whenever a fault is detected, the MIL is illuminated and the OBD system may operate in a fail-safe strategy to limit the potential environmental impact or to prevent damage of certain components. For example, if a misfire is detected that is severe enough to damage the catalytic converter (commonly referred to as a Class A misfire), the MIL may flash to alert the motorist that a very serious malfunction is occurring. If the misfire continues, the MIL will eventually stay illuminated until corrective repairs are completed. While the MIL is flashing, the PCM may turn off the offending cylinder(s) injector to protect the catalytic converter from thermal failure. When the vehicle's PCM detects a problem it may or may not set a DTC on the initial trip the malfunction is detected, depending on the nature of the defect. Defects considered to be one trip DTCs require immediate corrective action, therefore the MIL illuminates straight away. Two trip DTCs are set in a different manner. When the PCM detects a problem, it will not illuminate the MIL right away. Instead the PCM will store a pending code in memory, and wait until a second occurrence before the MIL is commanded on. The next time the failure is detected, the pending DTC will now mature to an actual DTC and the MIL will be turned on. The second detection of the fault generally needs to occur within 375 rpm and within 20% engine load of the first failure. This is important to keep in mind. There is no point in clearing a two trip DTC and informing the vehicle's owner that you would like to take a "wait and see" approach because this type of failure has already occurred twice, and the MIL will surely be on again in a very short period of time. If a vehicle completes three successful trips with no defect noted, the MIL will be commanded off by the PCM, however the code will be retained in memory. Generally, the code will be automatically erased if that defect is not detected for another 40 warm-up cycles. NOTE: Having codes retained in the PCM's memory will not generate an AirCare failure. The pass or fail outcome is determined by the PCM's command of the MIL. AirCare's policy on visual operation of the MIL is to note the MIL status KOEO and KOER (key on engine running), however a problem in this area will only be noted on the VIR as an advisory notice to the motorist.
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Readiness Monitors
OBD II vehicles have an organized set of diagnostic routines to test specific components or systems that are referred to as Readiness Monitors. Once a Readiness Monitor has completed, the PCM will decide if any specific test has passed or failed. If a monitor test fails, a pending code will be set or, in the event it is a one trip code, a DTC will be set and the MIL commanded on. Readiness Monitors can be divided into two groups, Continuous and Non-Continuous monitors. Continuous Monitors Most OBD vehicles have three Continuous Readiness Monitors: Comprehensive Component Monitor; Misfire Monitor; and Fuel System Monitor. These monitors run continuously once the enable criteria have been met. Enable criteria are a set of conditions that need to be met before a specific Readiness Monitor will begin to run. The specific details of the enable criteria will vary depending on the vehicle you are working on, so you must refer to your service information manual for details. Once the enable criteria have been satisfied, the Continuous Monitors will run continuously for the remainder of any trip. In other words, you do not have to follow any specific drive cycle for these three monitors to run. The Continuous Monitors will always be in a Ready status when viewed on a scan tool. Non-Continous Monitors Non-Continous monitors run only once per drive cycle or trip, provided the enable criteria have been met. The following Non-Continuous Readiness Monitors supported on any given OBD II equipped vehicle: Catalyst Monitor Heated Catalyst Monitor Evaporative System Monitor Secondary AIR Monitor Oxygen Sensor Monitor Oxygen Sensor Heater Monitor EGR System Monitor PCV System Monitor Thermostat System Monitor A/C refrigerant System Monitor may be
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When viewing the Readiness Monitors on a scan tool you can observe which monitors are supported, the monitors that are not supported, and the status of each supported monitor. The terminology used to indicate monitor status will vary depending on the scan tool you use. You may encounter terms including Ready, Complete, or Done. All of these terms indicate that a monitor has run. Re-Setting Readiness Monitors Any time that you clear a DTC with your scan tool (or the battery is disconnected) the Non-Continuous Readiness Monitor status will be reset to a Not Ready condition. To allow the Readiness Monitors to complete and be set to a Ready condition, the enable criteria must be met and a specific drive cycle followed. This information is available through the manufacturer's service information, as well as several aftermarket publications. For more information including some useful tips, see Setting Readiness Monitors on page 78.
AirCare Readiness Policy

When OBD regulations were being drafted, regulators were well aware that people can be very inventive to cheat a passing result on their I/M test. One of the most common scenarios on pre-OBD II vehicles was to disable the MIL. This has been addressed by using the PCM's command of the MIL to initiate an I/M failure rather than rely on the visual inspection of the MIL. Another common occurence was to clear any DTCs, and immediately have the vehicle inspected before the vehicle's self-diagnostic system could detect a fault. To deal with this scenario, regulators incorporated Readiness Monitor status into the OBD inspection criteria so that, if this method were attempted to get a vehicle through an I/M inspection, the vehicle would be deemed to be in an untestable condition and rejected. All I/M programs allow some Readiness Monitors to be incomplete in recognition of the difficulty some monitors are to complete due to their design, ambient conditions, traffic patterns etc. For an AirCare Inspection the readiness criteria is slightly different depending on if the vehicle is in for an initial inspection or a reinspection. Initial OBD II Inspections During an initial inspection, the lane software interrogates the PCM to determine the number of Readiness Monitors that are Not Ready. If the number of monitors in a Not Ready state is 0 or 1, the software will proceed with the OBD inspection.
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If 2 to 3 Readiness Monitors are Not Ready, the vehicle will receive a fall-back IM240 inspection. If 4 or more Readiness Monitors are Not Ready, the inspection will be aborted. The vehicle will be rejected from testing, and the motorist informed that the vehicle cannot be tested until the Readiness Monitor criteria has been satisfied. OBD II Reinspections During a reinspection, if 0 or 1 Readiness Monitors are in a Not Ready state, the vehicle is considered ready for an OBD inspection and will pass so long as the MIL is commanded off. If a vehicle's Readiness status indicates 2 or more Readiness Monitors are Not Ready, the vehicle will receive a conditional passif repair data has been entered in the system. If there is no repair data entered in the system, the inspection will be aborted, the vehicle will be rejected from testing, and the customer informed that the vehicle cannot be tested until the Readiness Monitor criteria has been satisfied.
NOTE: If the MIL is commanded ON, the Readiness Monitor criteria are not used to determine if the vehicle is in a testable condition. The system has already determined the vehicle has a defect regardless of whether or not the appropriate number of Readiness Monitors have completed.
Understanding OBD Failures

The law states that a vehicle's OBD II system must illuminate the MIL if a condition is detected that could raise the vehicles emissions to 1.5 times its certification standard. When this occurs, a DTC is stored in the PCMs memory that relates to the defect. That includes certain types of defects that you might not immediately associate with emissions. For example, defective transmission components that can affect gear selection or torque converter operation may cause abnormal engine loads and therefore fuel and spark calculations may in turn be incorrect, leading to increased emission rates. This makes the pass/fail criteria of an OBD inspection quite simpleif the MIL is commanded on, the vehicle fails. However, the criteria for determining a pass or fail result for an initial OBD inspection assumes two conditions:
1) normal communications are possible through the vehicles Data Link Connector; and 2) there is no more than one Readiness Monitor with a status of Not Ready.
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If either of these conditions are not met, the OBD inspection will not proceed, and the vehicle will either be rejected or, depending on the number of Readiness Monitors that are Not Ready, may revert to an IM240 inspection. If a vehicles MIL is commanded on, the OBD system has detected a condition that may result in emissions being 1.5 times the allowed maximum for that vehicle type. As a diagnostic technician, your job is to pinpoint the defect and repair it. For more on the OBD inspection process, see the 2006-3 and 2007-1 issues of the AirCare Repair newsletter.
The Diagnostic Process - OBD Failures

Generally, the OBD diagnostic process will involve three stages:
1) gather information (inspection results, TSBs, DTCs and freezeframe data); 2) follow the manfacturers flow charts to pinpoint the defect; 3) repair the defect and prepare the vehicle for re-inspection.
Once the defect is repaired, there are some special considerations for preparing the vehicle for re-inspection. See Preparing the Vehicle For Re-inspection on page 78 for more details. In some cases, a customers vehicle may have been rejected from testing due to an inoperative DLC or because there are two or more monitors not ready. In these cases, which are not actually OBD failures, your diagnostic process will obviously be quite different. For more on inoperative DLCs and other communications problems, refer to OBD Communication Problems on page 77. For more on Readiness Monitors, refer to Setting Readiness Monitors on page 78.
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Gather Information
Review OBD Inspection Results
OBD inspection results present a somewhat unusual scenario because, unlike tailpipe emission test results, there is not much commonality in diagnostic procedures among different vehicles. In each case, you must refer to the manufacturers recommended procedure for pinpointing the actual defect that is identified by the DTC. OBD inspection results point to a specific circuit or system. However, they do not necessarily identify a faulty component. It is up to the diagnostic technician to pinpoint the fault by following the manufacturers recommended procedure.
Check For Any Related Service Bulletins

Vehicle manufacturers frequently issue software revisions that change how a vehicle functions. These can include driveabilityrelated functionality and also OBD-related functionality. Such revisions are documented by the manufacturer in Technical Service Bulletins (TSBs). If a technician neglects to research these TSBs, it could result in many hours of frustration and wasted diagnostic time. It would be unfair to bill a customer for hours of diagnostic time, when the real solution could have been quickly identified in a Technical Service Bulletin (TSB).
Record DTCs and Freeze Frame Data

Once you begin to perform an OBD diagnosis and repair, one of the first steps should be to print any DTCs and the stored Freeze Frame data. Alternatively, you could download an electronic record from your scan tool to your PC. The logic of recording DTCs and Freeze Frame data at this stage is similar to baselining as you would for a tailpipe emissions test failure. When you erase the DTCs, you will also be erasing the Freeze Frame data and resetting the Non-Continuous Readiness Monitors. Always print or download a record of DTCs and Freeze Frame data before erasing DTCs. This information will become very important later on in the diagnostic and repair process. Additionally, an electronic record of the vehicles OBD status can be very helpful in the future if another problem develops and the MIL illuminates again. If that were to happen, the customer is quite likely to suspect that the vehicle was not repaired correctly in the first place. It would be much easier for you to explain to your customer that a new problem has developed if you have supporting documentation showing the OBD status then and now.
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DTCs
You may think that recording DTCs at this point in the diagnostic process is a redundant step, given this information is already printed on the AirCare inspection report. However, in some cases the DTCs may have been erased and/or additional DTCs may be stored since the AirCare inspection. Consider the following scenarios: perhaps it has been a while since the vehicle failed its AirCare inspection: perhaps someone has attempted a repair or cleared codes since the vehicle failed its AirCare inspection; or perhaps the fault that caused the original DTC has not re-occurred since that time. In any case, it makes good sense to establish the current status of the vehicle as a point of reference.
Freeze Frame Records

OBD II regulations require that PCMs store several key pieces of engine data at the time an OBD failure is detected. Generally this Freeze Frame data will be retained in memory and will not be overwritten unless a second, higher priority fault is detected. If a second fault occurs that is higher priority than the first, the original Freeze Frame data will be overwritten. Typically, a fuel system or misfire is considered to be a higher priority fault than most others. Most generic scan tools will indicate which DTC the Freeze Frame data is related to. Freeze Frame data is useful for several purposes: determining the vehicle operating conditions at the time a particular defect occurred; verifying a repair; and aiding in preparing a vehicle for an OBD inspection. These topics are covered in more detail later on in this chapter. For more details on verifying a repair, see Verify Your Repair on page 78. For more details on preparing a vehicle for re-inspection, see Setting Readiness Monitors on page 78.
Remember the Possibility of Hidden or Blocked DTCs

If a particular component or system has failed on an OBD II equipped vehicle, the defect may have prevented one or more monitors from running. For example, if a vehicles downstream O2 sensor has failed, the catalytic converter monitor will not have run since the PCM noted the defect. If the catalyst was defective, the OBD system will not have detected it yet. Once the O2 sensor defect is corrected, the catalyst monitor will allow a pending code to set on the first trip. On the second trip, the pending code will mature and the MIL will again be illuminated.
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It is important for a shop to educate their customers that some OBD II failures will stop some of the diagnostic tests from running. If the MIL has been illuminated for a significant period of time, critical diagnostic tests on other components or systems may have been suspended since the MIL was first illuminated.
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Pinpointing the Defect

General Guidelines For Diagnosing and Repairing OBD Failures
Most importantly, it is almost impossible to pinpoint OBD failures without the appropriate reference material. There is lots of variation from model to model in the specific components, signals and calculations used to flag a defect and set a DTC. For that reason, it is imperitive that you follow the manufacturers recommended procedure for diagnosing each and every OBD failure. If you do not have the manufacturers recommended procedures at your disposal, get them. As an example of why this is so critical, consider this scenario: Let's say you are working on a vehicle that failed its AirCare inspection with a P0401 DTC (Insufficient EGR Flow). It would be quite logical to assume that this is likely caused by a restriction in the EGR passage or by a faulty valve. You may be surprised to know that this could be caused by a defective MAP sensor. Why? Under periods of deceleration, the MAP sensor is used by the PCM to determine whether proper EGR flow is delivered. An inaccurate MAP signal can lead the system to conclude that there is inadequate EGR flow. If the manufacturers recommended procedure were followed, this would be a fairly straightforward repair. However, if you fly by the seat of your pants using generic troubleshooting methods, it is very likely you would waste lots of time.
Establishing Priorities on Failures With Multiple DTCs

Sometimes a single defect may cause multiple DTCs. If multiple DTCs are present in the vehicle you are diagnosing, you will need to establish priorities for troubleshootingin other words, which DTC flow chart to start with. First, check the manufacturers recommended procedures for that combination of DTCs. There may be specific guidelines on what DTC is the highest priority. If so, as always, follow the manufacturers recommended procedures. Otherwise, here are a few general rules to keep in mind when deciding which DTC to diagnose first.
1) Repair any DTCs associated with an internal PCM failure 2) Repair any DTCs indicating electrical or system voltages out of range 3) Repair any component DTCs 4) Repair any system DTCs
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OBD Communication Problems

As mentioned previously, all Canadian market light-duty vehicles were required by law to be OBD II compliant from the 1998 model year onwards. This means that they MUST be able to communicate through the Data Link Connector (DLC). If a vehicle can't communicate through the DLC the vehicle will be rejected from inspection until this is corrected. If a vehicle has an engine change performed and as a consquence is no longer able to communicate via the DLC, the vehicle will be rejected from testing and required to be made OBD compliant. For more information on engine swaps, see Appendix A - "Engine Exchanges". Some manufacturers use multiple diagnostic connectors including the required DLC along with their own proprietary connector in a secondary location. Even though a vehicle may communicate through the proprietary diagnostic connector and have no associated DTCs, it will be rejected from the AirCare inspection if it cannot communicate through the DLC. Similarly, some vehicles have multiple communication networks that use the DLC. One communication network complies with the OBD II regulations, and a second communications network may provide additional diagnostic information through the same DLC. Again, the vehicle must be able to communicate to a generic scan tool to be testable at an AirCare Inspection centre. If a vehicle communicates through a proprietary network but not the generic OBD II protocol, the vehicle will be rejected until this situation has been corrected. Vehicles can also develop wiring defects or module failures that can shut down a communication link. For example, OBD II equipped Volkswagen and Audi vehicles are susceptible to communications problems cause by aftermarket stereos. This is due to improper use of the factory wiring connector which, on 1998 and newer Volkswagen and Audi vehicles, includes a communications network circuit. If a vehicle will not communicate, follow the vehicle manufacturer's recommended procedures to pinpoint and repair the defect. A good electrical diagram and component locator are a must for this type of repair. If the wiring tests OK, disconnect each of the nodes or modules on the network one at a time, while monitoring scan communication as each module is disconnected. If communication is restored with disconnection of any node, this indicates that component is disabling the network.
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Preparing the Vehicle For Re-inspection

Verify Your Repair
Once you have pinpointed and repaired the defect, you should verify your repair. For OBD-related repairs, vehicle manufacturers often have specific verification procedures to ensure a vehicle has been correctly repaired before returning a vehicle to its owner. Whenever available, these procedures should be adhered to. If manufacturers repair verification procedures are not available for the specific vehicle you are repairing, follow this procedure: clear DTCs or complete three successful trips to turn the MIL off; ensure the system monitor for the DTC(s) that were set has completed and that there are no DTCs or pending codes stored in memory; if available, follow the manufacturers recommended drive cycle for the specific monitor you are concerned with. If not, drive the vehicle under the same operating conditions that existed when the Freeze Frame data was stored during the initial code setting In every case, what you are trying to achieve is to give the vehicles OBD system an opportunity to run its monitors and to ensure it does not identify any defects. For more details, refer to the next section "Setting Readiness Monitors".
Setting Readiness Monitors

The previous section described how best to ensure a vehicle has been correctly repaired before returning it to its owner. Similarly, to ensure that a vehicle is ready for re-inspection, you must ensure that all Readiness Monitors have run. If 2 or more Readiness Monitors are Not Ready, the re-inspection result will be a conditional pass. Your customer will not be happy with that result. Even worse, if you forgot to enter repair data for this vehicle, it wont even get a conditional passit will be rejected from testing. To avoid this situation, always follow the manufacturers recommended drive cycle to ensure the vehicle is operated in a manner that will allow the monitors to complete. Otherwise, follow these general guidelines to allow the Readiness Monitors to complete as quickly as possible: Ensure all precondition and enable criteria have been met. Check the appropriate repair information to determine the exact conditions required before a monitor will run. For example, if an EVAP or O2 sensor monitor's enable criteria indicate that a
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minimum six-hour cold soak is required, driving the correct drive cycle repeatedly will not allow the monitor to even begin to run let alone complete. A six-hour cold soak is required. Ensure the vehicle has the correct fuel level. OBD II EVAP monitor enabling criteria usually require that vehicle's fuel level be between and full before the monitor run. In practice, ensuring that the fuel level is between to allows the monitor to complete more quickly. Also, drive vehicle in a smooth manner to eliminate fuel slosh. Road test the vehicle on flat roads. OBD monitors are designed to run during a vehicle's emission certification test (Federal Test Procedure or FTP), which is performed at zero grade. Operating a vehicle on hills may prevent the monitor from completing because the reported engine load will not be in an acceptable range. Also, accelerate and decelerate the vehicle as smoothly as possible. NOTE: Readiness Monitor status is recorded as part of the inspection process. This data is available to you on RepairNet for completed inspections AND aborted inspections (unless the vehicle could not be interrogated). Abort Code 22 indicates that the inspection was aborted because the required Readiness Monitors were not set. In addition, you can also view the status of each Monitor at the time of inspection. For more details on accessing detailed inspection data on RepairNet, see the RepairNet User Guide. the will full the
If You Have Trouble Getting All Monitors To Run

Vehicles that are free of defects will usually run their Readiness Monitors fairly quickly. If you have followed the correct procedure to allow a monitor to run and it is not completing, check for TSBs related to this particular Readiness Monitor. There may be some other defect that is preventing the monitor from runningperhaps one that has not yet been detected by the OBD system.
Special Note Regarding 1998 Volvo OBD Monitors

Be aware that the precondition and enable criteria for 1998 Volvo OBD monitors to run may be unusually time consuming. For that reason, these vehicles will not be rejected from re-inspection due to monitors not being set. If you have repaired a 1998 Volvo, you should make a reasonable attempt to get the OBD monitors to run, but at the very least, you must ensure your repair is successful by verifying normal operation under the same operating conditions that existed when the Freeze Frame data was stored during the initial code setting.
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Other Alternatives You May Want To Consider

Dont Clear the DTCs
Clearing DTCs also turns the MIL off and sets all the NonContinuous Readiness Monitors to Not Ready. If you want to avoid having to complete drive cycles to allow the monitors to run, you may want to consider the option of not clearing the DTCs. This method ensures that the readiness monitors remain in a Ready or completed state, even though the DTC(s) may remain in memory for 40 warm-up cycles. Of course, you still need to ensure that the MIL is commanded off. For most DTCs, the PCM will turn the MIL off by itself after three successful trips are completed without a fault being detected. Some notable exceptions to this include catalyst and evap DTCs. For those defects, clearing DTCs and resetting is the best option. For other defects, the following procedure may be helpful. To extinguish the MIL without resetting monitors:
1) view the Freeze Frame data to determine under what operating conditions the failure occurred; 2) road test the vehicle and operate it under similar conditions to those found in step 1; and 3) shut the engine off for several seconds and repeat the above road test two additional times.
At this point, the MIL should be turned off by the PCM.
Have the Customer Complete the Readiness Monitors

Sometimes an OBD systems monitor enabling criteria and drive cycle routines make it difficult, time consuming, and not very cost effective for you to complete all of the readiness monitors. If so, another method is to return the vehicle to the motorist with clear instructions that the vehicle must be driven for several days before returning to the inspection centre for re-inspection. Make sure you instruct your customer to drive the vehicle as they normally would for a week or so and then bring it back to your shop so you can confirm that their vehicle is now ready for inspection. This also provides you the opportunity to ensure your repair was effective and that no hidden or blocked DTCs have appeared as pending codes or matured DTCs. The amount of time before your customer runs out of insurance will be a factor in deciding if this method is practical or not. If you decide to use this approach it is extremely important to clearly communicate this to your customer, and to document the above instructions on the invoice or repair order.
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Make sure your customer understands that unless they bring the vehicle back for you to ensure the vehicle is ready for reinspection, they run the risk that their vehicle may only receive a conditional pass, and they will be forced to return for another inspection next year. Finally, make sure that you inform your customer of any specific operating conditions that may be necessary for the monitors to complete. Generally, operation in a smooth manner will allow faster monitor completion. Depending on the specific vehicle and monitors, the following may also be required: an appropriate fuel level for EVAP Monitor completion operation at highway speeds to allow catalytic converter monitor completion Remember, AirCare's reinspection policy readiness monitor can be incomplete. is no more than 1
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Chapter 8 Diagnostic Procedures
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C h ap t er 8 - D ia g no st i c P ro ced u res
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Overview
In this chapter we provide recommendations for the diagnosis of tailpipe emissions test failures. Unfortunately, there isnt a stepby-step procedure that will lead you to the correct diagnostic conclusion for every possible scenario. Many factors come into play that affect what action you should take to arrive at the correct diagnosis in the most efficient way. Each situation must be evaluated on an individual basis considering all of the available information. That is not to say that it will always be a complex and difficult task to identify the defect that caused a vehicle to fail its AirCare inspection. In fact, in many cases the cause of the problem can be narrowed down to only a few possibilities without even looking at the vehicle. Just looking at the inspection results and other information available to you can often eliminate many of the possible causes of emissions failures. Some examples of this are discussed in this chapter for each type of inspection.
Safety Precautions
The Workers Compensation Board (WCB) of BC establishes standards and guidelines for occupational health and safety. Material published by the WCB should be consulted for a complete listing of precautions to ensure a safe workplace. The precautions listed below do not take the place of any standards, guidelines, or regulations established by the WCB. The precautions are included here simply as a reminder of the dangers typically encountered when working on motor vehicles and the importance of safe work practices for you and all of your coworkers. Always work in a well ventilated area and use efficient exhaust evacuation equipment. When working on or around fuel systems avoid using open flames, cigarettes, and electrical devices that could create a spark. Battery operated lights are safest. Relieve pressure before opening any fuel lines and always use proper caps for disconnected fuel lines. Always wipe up spills immediately. Keep a fire extinguisher handy. Always use wheel chocks. Use extreme caution when working underhood with the engine running, particularly in the vicinity of accessory drive belts.
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The Diagnostic Process

Generally, the diagnostic process will involve three stages:
1) reviewing the inspection results; 2) prioritizing the component tests that will lead you to the correct diagnostic conclusion in the most efficient manner possible; and 3) performing the component tests that are necessary to pinpoint the defect.
The first two stages of the process require that you consider the inspection procedure used (IM240, ASM, idle test, or D147), the pollutant and mode of failure, and the emissions control systems used on the vehicle in question. In the third stage (component testing), the procedures are the same regardless of the type of emissions test used. You will test an O2 sensor the same way on a vehicle that failed an ASM test as you would a vehicle that failed an IM240 test. However, manufacturer specific procedures and specifications should always be consulted to ensure accurate results.
Baselining
Baselining refers to the measurement and recording of a specific parameter prior to changing or adjusting something. A second measurement can then be compared with the baseline measurement to determine the effect of the change. Some technicians will instinctively see a need to do a baseline emissions test in the shop as a preliminary step in diagnosing an emissions failure. In some cases this is definitely worthwhile, but in other cases, it is just a waste of your time and your customers money. For example, if a vehicle has failed the ASM test for NOx, making baseline measurements of tailpipe levels for HC, CO, CO2 and O2 at idle and 2500 rpm will not be of any value. However, baselining engine-out CO, O2, and Lambda values would be a useful point of reference that could be compared following repair actions such as decarbonizing, injector cleaning, etc. Continuing with this example, if you suspected a dirty MAF is causing the excess NOx, it would also be worthwhile to baseline the MAF by doing a road test and noting the indicated airflow prior to cleaning the hot wire. With a baseline established you can conclusively determine whether cleaning the sensors hot-wire has resulted in any significant change or not. Any way that you can eliminate guesswork is beneficial to your diagnostic success. Although making baseline measurements is often a wise diagnostic strategy, how and what you should measure will depend on the specifics of the situation. Measuring tailpipe emissions wont be
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useful in many cases. The general guideline is if it is something that you can reliably measure, then baselining is worthwhile. With your gas analyzer you can reliably measure HC, CO, CO2 and O2 at idle and high idle/no load conditions. If you are diagnosing an emissions defect that is evident under those conditions, then baselining the emissions is worthwhile. If the emissions problem is only evident under load, in most cases a no-load emissions baseline isnt going to be of much value.
Understanding Exhaust Emissions

As an AirCare certified technician, you should be very familiar with performing exhaust gas analysis. However, most of us need a bit of a refresher from time to time. In Figure 17 and Figure 18 on the following pages, some fundamental aspects of exhaust gas analysis are provided for when you need a quick refresher.
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Gas Analysis In a Nutshell

Because exhaust emissions are influenced by so many things, a complete explanation of exhaust gas analysis is beyond the scope of this manual. Below are just a few important tips to remember when interpreting emissions readings for fault diagnosis purposes. For vehicles that have exhaust after-treatment (catalytic converters and/or air injection) you must always consider engineout concentrations and tailpipe levels for each emission. For example, if you measure .45% CO at the tailpipe, that could mean that fuel control is correct but the cat is dead, but, among other things, it could also mean that fuel mixture is as rich as 2.5% engine-out and the cat is working at about 80% efficiency. If emissions measurements are to be compared against each other (as in baseline testing) the vehicle operating conditions must be identical. Otherwise the comparison is invalid. You must always consider all emissions rather than just focus in on one of them. Engine-out NOx is related to combustion temperature and oxygen content. Engine-out CO is directly related to air/fuel mixture. A stoichiometric air/fuel ratio of 14.7:1 equates to about .45% CO. Lambda is the ratio of theoretical vs. actual fuel mixture. A vehicle operating at stoichiometric will have a Lambda value equal to 1.00 Engine-out HC is related to everything. Valvetrain problems, compression problems, ignition problems, air/fuel ratio too rich or too lean, poor fuel distribution, and poor fuel atomization can all result in higher than normal HC. For vehicles equipped with catalytic converters, tailpipe emissions should be no more than 10% of the engine-out levels.
Figure 17: Exhaust Gas Analysis Tips
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Emissions vs. Air Fuel Ratio

CO2
2 CO
CO 2
NOx
CO 2
NOx
Stoichiometric
CO 2
NOx
NO x
O2
HC
O2
A/F Ratio 10:1 11:1
O2
12:1 13:1 .74 14:1 .46
HC
15:1 .42 16:1 .20
HC
CO
17:1 18:1
CO
Average O2 Sensor Voltage
Figure 18: Air Fuel Ratio Chart
Lower Emissions
HC
CO
Higher Emissions
x NO
CO
HC
CO
CO
CO
HC
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Review Inspection Results

IM240 Results Interpretation
HC, CO, and NOx are all measured in grams per kilometre (g/km) for IM240 inspections. While at first this may seem useless from a diagnostic point of view, it is perhaps even more valuable than ASM readings. IM240 readings are just a broader picture of a vehicles overall emissions performance. As with all types of emissions measurements, to interpret IM240 readings you must relate the readings to what is normal. Which emissions are abnormal, and by how much, can be clues as to where the vehicle defect lies. STEP 1: DETERMINE WHAT THE READINGS
SHOULD BE
The inspection report shows the average passing readings for similar vehicles. This is a good indicator of what is normal. Another indicator of normal emission levels may be the previous inspection results. However, be careful when comparing to previous inspection readings; you will want to be sure that the vehicle did not also have a problem in the past even though it was able to pass the inspection. For example, if a vehicle has a degraded catalytic converter it may have been deteriorating over several years. In this case, even if it passed, last years inspection results are not likely to be indicative of normal readings. Also, when comparing to previous test results, be aware that fastpass results are not directly comparable to full duration (240 second) test results. For more information on fast-pass IM240 tests, see the 2002-1 issue of the AirCare Repair newsletter. In many cases, the additional detail provided by second-by-second emissions data will be very useful when comparing fail results with passing results. For more on second-by-second (SBS) data, see Chapters 4, 5, and 6.
STEP 2: IDENTIFY EACH EMISSION THAT IS HIGHER THAN NORMAL STEP 3: NARROW THE RANGE OF POSSIBILITIES
Even if only one emission exceeded the cutpoint, you must carefully consider all emission levels and identify any abnormality. This is critical to understanding what is going on with the vehicles emission control systems. If a vehicle has failed for CO but HC and NOx are very close to normal levels, it is likely that the vehicle was running rich for a significant portion of the inspection. However, if a vehicle failed for CO but HC and NOx are both higher than normal, another likely possibility is a dead catalyst. In any case, you should now be able to list the possibilities and the component tests that you will need to perform to pinpoint the cause of the problem. Then you can go on to prioritizing those possibilities and performing the necessary component tests.
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ASM Results Interpretation

As with all types of emissions measurements, to interpret ASM readings you must relate the readings to what is normal. Which emissions are abnormal, and by how much, can be clues as to where the vehicle defect lies. STEP 1: DETERMINE WHAT THE READINGS
SHOULD BE
The inspection report shows the average passing readings for vehicles of the same type. This is a good indicator of what is normal. Another indicator of normal emission levels may be the previous inspection results. However, be careful when comparing to previous inspection readings; you will want to be sure that the vehicle did not also have a problem in the past even though it was able to pass the inspection. For example, if a vehicle has a degraded catalytic converter it may have been deteriorating over several years. In this case, even if it passed, last years inspection results are not likely to be indicative of normal readings.
Even if only one emission exceeded the cutpoint, you must carefully consider all emission levels and identify any abnormality. This is critical to understanding what is going on with the vehicles emission control systems. If a vehicle has failed for CO but HC and NOx are very close to normal levels, it is likely that the vehicle was running rich for a significant portion of the inspection. However, if a vehicle has failed for CO but HC is higher than normal, and NOx is close to normal, it may be that the vehicle was running rich for a significant portion of the inspection or that the oxidation capabilities of the catalytic converter are inadequate. An added consideration for vehicles that fail with very high CO is that the rich condition may cover up a NOx problem. For more on this see Are Other Problems Being Masked? on page 96. In a third scenario, if the vehicle failed for CO but HC and NOx are both higher than normal, you are likely looking at a dead catalyst or erratic fuel control. In any case, you should now be able to list the possibilities and diagnostic tests (component tests) that you will need to perform in order to pinpoint the cause of the problem. Then you can go on to prioritizing those possibilities and performing the necessary component tests.
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Idle Test Interpretation

As with all types of emissions measurements, to interpret idle readings you must relate the readings to what is normal. Which emissions are abnormal, and by how much, can be clues as to where the vehicle defect lies. STEP 1: DETERMINE WHAT THE READINGS
SHOULD BE
The inspection report shows the average passing readings for vehicles of the same type. This is a good indicator of what is normal. Another indicator of normal emission levels may be the previous inspection results. However, be careful when comparing to previous inspection readings; you will want to be sure that the vehicle did not also have a problem in the past even though it was able to pass the inspection. For example, if a vehicle has a degraded catalytic converter it may have been deteriorating over several years. In this case, even if it passed, last years inspection results are not likely to be indicative of normal readings.
Even if only one emission exceeded the cutpoint, you must carefully consider all emission levels and identify any abnormality. This is critical to understanding what is going on with the vehicles emission control systems. Based on the first two steps, you now may be able to eliminate a number of possibilities or you may even have a very good idea of where the defect lies. If a vehicle has failed for CO but HC is very close to normal levels, it is likely that the vehicle was running rich for a significant portion of the idle test. However, if a vehicle has failed for CO but HC is higher than normal, it may be that the vehicle was running extremely rich for a significant portion of the inspection or that the vehicle has more than one defect. In any case, you should now be able to list the possibilities and the diagnostic tests (component tests) that you will need to perform in order to pinpoint the cause of the problem.Then you can go on to prioritizing those possibilities and performing the component tests.
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D147 Results Interpretation

There are fewer variables to consider when diagnosing a diesel vehicle that has failed its AirCare inspection. As of this writing, opacity is the only AirCare standard that exists for diesel vehicles. That simplifies things considerably. STEP 1: DETERMINE WHAT THE READINGS
SHOULD BE
The inspection report shows the average passing readings for vehicles of the same type. This is a good indicator of what is normal. Another indicator of normal emission levels may be the previous inspection results. However, be careful when comparing to previous inspection readings; you will want to be sure that the vehicle did not also have a problem in the past even though it was able to pass the inspection.
STEP 2: NARROW THE RANGE OF POSSIBILITIES
Because we are only dealing with one emission (visible smoke) and it is directly related to fuel delivery, you may not be able to eliminate any possibilities at this stage. Looking at the DTR, you may see that the opacity is high throughout the test or only on the acceleration spikes. If opacity is higher than normal throughout the test (even on mild accelerations), this is indicative of a fuel injector problem. If opacity is only higher than normal on the major accelerations, it is more likely that you have a rack adjustment problem. If adjusted to factory specs, the vehicle should easily pass. In any case, you should now be able to list the possibilities and the diagnostic tests (component tests) that you will need to perform in order to pinpoint the cause of the problem. Then you can go on to prioritizing those possibilities and performing the component tests.
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Prioritizing Component Tests

After evaluating the inspection results and comparing the readings to what they should be, you may have been able to narrow the focus of your diagnosis. At this stage you will usually still have a number of components or systems in mind that could be causing the high emissions. But what should you check first? Before jumping in and testing every component you see when you lift the hood, you should establish priorities for performing the specific component tests that will lead you to pinpointing the defect the quickest way possible.
Establishing Priorities
The highest priority should be given to the area or emissions system or component that seems to be the most likely cause of the problem. However, you should also factor in how easy or difficult or time consuming it will be to conclusively check that component or system. For example, you may have a NOx failure narrowed down to either an EGR control system problem or a buildup of combustion chamber deposits. Even if you think it is less likely that the EGR system is at fault, it is a lot easier to check the EGR system than to perform an overnight soak with a combustion chamber cleaning chemical.
FIRST PRIORITY IS ALWAYS FUEL CONTROL
Considering how important it is to emissions control and how commonly it fails, the O2 sensor is certainly the highest priority item in virtually all circumstances. Statistics show that the O2 sensor is by far the most commonly defective component on failing vehicles. It is also the most commonly overlooked component. Most of the Q waivers (misdiagnosed vehicles) evaluated in the AirCare Research Centre are found to have O2 sensor related defects. In every AirCare failure where the vehicle is equipped with one or more O2 sensors, checking and ensuring that you have proper fuel control under normal operating conditions (including driving) should be given the highest priority in your diagnostic sequence. Even in older technology (carburetted) vehicles, correct fuel control is of paramount importance. CO problems, HC problems, and NOx problems can all be caused by an incorrect air-fuel ratio. If you have excessive HC and excessive CO, correct the rich condition first and then re-check for excessive HC, you may have killed two birds with one stone.
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SECOND HIGHEST PRIORITY

WILL USUALLY BE THE CATALYST
It goes without saying that if the vehicle you are diagnosing was not manufactured with a catalytic converter, that this would not be applicable to your diagnosis. Similarly, if you are dealing with a NOx failure on a vehicle equipped with an oxidation catalyst only, the cat would not be applicable to your diagnosis. However, if you are diagnosing a vehicle with high CO and/or HC and the vehicle has a catalytic converter of any type, or if you are diagnosing a vehicle with high NOx and the vehicle has a threeway catalytic converter, checking the catalyst efficiency and feedgas should be a high priority in your diagnostic sequence. We know that for a three-way catalytic converter to work effectively for all three harmful emissions, the correct balance of feed gas must be maintained. This is why you must ensure that you have proper fuel control first. If you do have proper fuel control, the next most likely cause of the problem will usually be the catalytic converter.
UNLESS THE VEHICLE IS NOT EQUIPPED WITH THOSE SYSTEMS
Virtually all 1988 and newer vehicles were factory equipped with feedback fuel control systems and a three-way catalyst. Those two systems should certainly be given highest priority in your diagnostic sequence. However, there are several other possible causes of high emissions on such vehicles.
Flowchart of Highest Priority Items When Diagnosing Emissions Defects
Visual Inspection OK?
YES
Fuel Control OK?
YES
Is vehicle 1988 or newer?
YES
Check feedgas and catalyst efficiency
NO
NO
NO
Correct problem
Correct fuel control problem
Is vehicle equipped with cat?
YES
Did vehicle fail for NOx?
YES
Is cat threeway?
YES
Check feedgas and catalyst efficiency
NO
NO
NO
Move on to other component checks
Check feedgas and catalyst efficiency for HC & CO
Move on to other component checks
Figure 19: Emission Diagnosis Priorities
As shown in Figure 19, the highest priority items when performing an emissions diagnosis are: visual inspection, fuel control, and catalyst efficiency. Obviously there are many other possible causes of excess emissions, however, these high priority (and high probability) items should always be checked first.
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Are Other Problems Being Masked?

An added consideration if the vehicle you are diagnosing failed with very high CO is the possibility that it may also have a NOx problem that was masked by the high CO. Sometimes restoring the air/fuel ratio to the proper range uncovers a NOx problem. The NOx defect may have existed previously but wasnt evident because of the lack of oxygen that accompanies a rich mixture. If possible, you should perform a quick check of NOx control systems after identifying the cause of the CO problem. Any problems found should be included in the total repair estimate. However, in these circumstances any NOx related repairs would be a lower priority than the CO related repairs. You should also explain to your customer that a NOx problem may become evident after the CO problem is repaired.
Possible Causes of High HC

For HC problems, the following systems (if applicable) will need to be checked, usually in the order shown below:
1 ) lean or rich air-fuel ratio

If the fuel system is delivering a leaner than ideal air-fuel ratio, it may result in lean misfire and cause high hydrocarbons. Ensure that the air-fuel ratio is not lean under the operating condition(s) when HC is high. If the fuel system is too rich, it also may result in high HC but will be accompanied by VERY high CO as well.
2) vacuum leaks
There are many things that can cause disruption in the air and fuel getting to the cylinders and result in high hydrocarbons. Incorrect PCV valve/orifice flow rate can also cause similar symptoms as a vacuum leak. EGR systems can also be the source of HC problems. EGR valves often get stuck open at idle and faulty pressure transducers can cause excessive EGR flow. Both problems may cause excessive HC emissions. For more information on the procedures for ensuring there are no vacuum leaks or other defects disrupting the air fuel mixture getting to all cylinders, refer to Performing Component Tests in the next section of this chapter.
3) poor ignition performance

Ignition defects including fouled plugs, leaking or open high tension wires, or excessive secondary resistance all result in a shortage of spark energy. Any shortage of spark energy (voltage or duration) may result in incomplete combustion and cause high hydrocarbons. Use your oscilloscope or ignition
C h ap t er 8 - D ia g no st i c P ro ced u res P rio ri ti z in g Co m p on e nt Te st s
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analyzer to ensure that there is adequate spark voltage and duration for all cylinders under the operating condition(s) when HC is high.
4) excessive spark advance

If the spark occurs too far before TDC, high hydrocarbons may result. Too much spark advance could be due to an incorrect adjustment or a defect in mechanical or vacuum advance mechanisms.
5) uneven cylinder balance

At this point you should be sure that the air-fuel ratio is correct, there are no external vacuum leaks, and the ignition system is operating normally. There are still many possible causes of high hydrocarbons, most of which are internal engine problems or tough to detect induction system problems such as valve deposits, a leaking EGR valve, or some other leaking component that is connected to manifold vacuum but wasnt detected earlier. Checking for uneven power output amongst cylinders will usually help to track down the cause of the problem. On fuel injected vehicles, poor fuel atomization is a common cause of HC problems. Depending on accessibility, an injector power balance test may help to isolate injectors that are plugged or have a poor spray pattern. For more information on these procedures, refer to Performing Component Tests in the next section of this chapter.
Other Sources of HC Besides the Tailpipe

The exhaust emissions sample system used in IM240 tests draws a large volume of ambient air along with the exhaust sample. That is an important thing to remember because it means that fuel vapour leaks can cause an HC failure. For more information and examples of these types of defects, see the 2002 #2 issue of the AirCare Repair newsletter.
HC Problems and Alternative Fuels

There are some unique issues that you should keep in mind when diagnosing HC failures on propane and CNG powered vehicles. Because these are gaseous / low carbon fuels they require higher voltage levels to bridge the spark plug gaps. Therefore, the condition of the ignition secondary circuit becomes even more critical than other vehicles. Another factor to be aware of is that these fuels are less reactive, requiring the catalytic converter to be of very good quality and in good condition to maintain proper HC oxidation efficiency.
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Valve seat recession can also be a problem with vehicles operating on alternative fuels. The first sign of this is high HC levels when returning to idle from high idle or driving. This will usually improve greatly after one to two minutes at idle, as the hydraulic lifters bleed down.
Possible Causes of High CO

As you know, high CO means too much fuel. Fuel can only come from three sources, the crankcase vapor control system, the evaporative control system, or the actual fuel delivery system. The fuel delivery system is certainly the most likely culprit but in most cases it is very quick and easy to eliminate the other two possibilities first. However, if it is problematic to check the evaporative system purging, it is probably wise to go straight to fuel system diagnosis. For CO problems, the following systems and possible defects will need to be checked, usually (but not always) in this order:
1 ) excessive crankcase blowby or PCV flow

Excessive crankcase vapor flow or contaminated oil can both result in excessive CO emissions. Assuming the engine oil is not contaminated and the PCV valve orifice is correct for the application, excessive crankcase vapors can only be caused by serious internal engine defects.
2) saturated evaporative control system

The charcoal canister should be purged at the correct time (see manufacturers specifications) and should never result in excessive CO for more than a few seconds. When working correctly, a balance is maintained between the fuel vapors being drawn into the engine through the canister purge system and the fuel delivered through the carburettor or fuel injector(s). If a charcoal canister is saturated, this balance is no longer maintained and excessive CO results.
3) rich air-fuel mixture

There are many aspects of the fuel delivery system that may need to be checked when diagnosing a rich air/fuel mixture. That is the main reason that this is listed behind crankcase and canister systemsthey are much easier and quicker to check. When diagnosing a fuel delivery system, it is very important to consider the operating conditions under which the vehicle is (or was) running rich. This can help to narrow down the possibilities. Is the rich condition intermittent or does it only occur under certain loads?
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A good example of how you can narrow down the possibilities is if you are diagnosing a carburetted vehicle that failed an ASM test for CO, but appears normal at idle and 2500 rpm. In this case you must consider load-sensitive possibilities like the power valve and its control circuit or mechanism. However, it is logical to conclude that these symptoms cannot be caused by worn metering needles or jets because that would cause the main circuit to be rich all of the time. Conversely , if you are diagnosing a vehicle that has failed for CO and is rich both at load and at 2500 rpm you know that cannot be the result of a power valve opening prematurely. However, it may indicate a power valve or float problem that is past the point of being load dependent (e.g. power valve stuck open all the time). In every case, list the possible causes of a rich mixture under the conditions that the CO is high and eliminate those that are not applicable. What you are left with are the things you must systematically check to pinpoint the problem. Remember to consider the mechanical defects that may result in the fuel system delivering more fuel than the engine actually needs. For example, retarded timing will cause a higher than normal throttle opening for a given load. Another example is cam timing that is one tooth outthis can make a significant difference in the load (and therefore the fuel required) that is indicated to the PCM by the MAP sensor .
Possible Causes of High NOx

For NOx problems, the following systems (if applicable) and possible defects will need to be checked, usually in this order:
1 ) over-advanced ignition timing

Initial advance, centrifugal advance, and vacuum advance should all be checked. Any of these could cause excessive NOx.
2) inadequate EGR flow

EGR operation should be checked completely. To do this there are three areas that you must check: the EGR valve the EGR exhaust passage(s) the EGR control system For more information on these procedures, see page 128.
3) lean air-fuel ratio

Check to ensure that there is not an excessively lean mixture being burned. Depending on the vehicle, its fuel system, and its
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emissions control systems, this may involve simply looking at the VIR, measuring engine-out CO, CO2, O2, and lambda values, and O2 sensor testing. For more information on these procedures, refer to Performing Component Tests on page 103.
4) feed-gas problem
High O2 levels upstream of a TWC can cause a reduction catalyst to be ineffective at lowering NOx. Possible causes of high O2 levels ahead of the catalyst that need to be checked include a lean air-fuel ratio, an exhaust leak, and defects in the air injection system.
5) defective three-way catalytic converter

Studies have shown that if a catalytic converter has lost its ability to reduce NOx it also will be inefficient at oxidizing HC and CO. Test the catalyst by performing a converter efficiency test (see Catalytic Converter Testing on page 108).
6) combustion chamber deposits

If the above possibilities have been conclusively checked and no problems found, it is reasonable to conclude that combustion chamber deposits are contributing to excessive NOx emissions. Many techs have had good success with combustion chamber cleaning chemicals if applied correctly. Generally, you should apply 500 ml (some manufacturers recommend more) of the cleaner through a large vacuum hose, stalling the engine after all of the cleaner is induced into the engine. It is critical that you leave it soak overnight before restarting the engine.
Possible Causes of High Diesel Opacity

For diesel opacity problems (excessive smoke), the following systems (if applicable) and possible defects will need to be checked, usually in this order:
1 ) restricted airflow
Any restriction to the flow of air into the engine can cause excessive smoke emissions. This includes the air filter and the air inlet ducts from the air filter right on through to the intake manifold. A restricted exhaust system may also cause a reduction in the airflow into an engine under certain circumstances.
2) injection timing
Make sure that the injection pump is timed to the correct cylinder and that timing is set to specifications. Refer to the
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manufacturers recommended procedure and specifications to ensure that injection timing isnt causing excessive smoke.
3) turbo pressure
Similar to the air filter and inlet ducts, the turbo pressure can affect the smoke emissions of a diesel engine. You need to ensure that the turbo is running at the correct speed and pressure. Use the manufacturers recommended procedure and specifications to test for bad bearings and incorrect pressure control.
4) injection quality
Nozzle or injection orifices that are restricted can cause excessive smoke. Other injector defects such as worn valve seat, sticking nozzle, and incorrect opening pressure may also cause excessive smoke. To test or clean injectors, they will need to be removed and bench tested according to the manufacturers recommended procedures and specifications.
5) electronic fuel control devices

Exhaust Gas Recirculation (EGR) devices are used to control NOx emissions in many diesel vehicles but if the rate of EGR flow is excessive, smoke emissions can increase significantly. Most of the typical PCM inputs may be found on electronically controlled diesel engines along with some additional and unique devices such as fuel temperature sensors, injection quantity feedback sensors, injector position sensors, and catalyst heating injectors. Refer to the manufacturers recommended procedures and specifications for testing of these components.
6) oxidation catalyst
Because of the excess air requirements of diesel engines, only oxidation catalysts are used. The performance of these catalysts can have a significant effect on smoke emissions. Refer to the manufacturers recommended procedures and specifications for testing of these components.
7) compression
Engine integrity should be checked with a compression test as per manufacturers recommended procedure. Compression pressures should be within 10% of each other.
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8) injection pump calibration

If all else fails, the injection pump may require an overhaul or calibration check. Refer to the manufacturers recommended procedures and specifications for testing of these components.
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Performing Component Tests

This section provides general information on the testing of individual components that may cause excess emissions. Because there can be many variations in components from vehicle to vehicle, you should refer to the manufacturers recommended procedures and specifications when performing tests.
O2 Sensor Testing
You should be in the habit of checking O2 sensor performance on every vehicle you work on because of the importance of O2 sensors to controlling emissions, and the fact that it is very common for O2 sensors to wear out and fail.
Table 3: O2 Sensor Performance Criteria

Test Maximum voltage when forced rich Minimum voltage when forced lean Maximum response time from lean to rich Maximum response time from rich to lean Cross counts at 2500 rpm Specification greater than 900 millivolts (mV) less than 100 mV less than 100 ms between 300 mV and 600 mV less than 100 ms between 600 mV and 300 mV at least 5 cross counts in a 10 second period
To accurately evaluate the performance of an O2 sensor, you must determine the voltage range, response time and number of cross counts. To do this you will need to perform at least two tests: a snap-throttle test, and a cross-count test. Both use a digital storage oscilloscope (DSO) to monitor voltage over time.
Snap-Throttle Test
This test provides you with measurements for four important parameters respecting O2 sensor performance: maximum voltage minimum voltage response time from rich to lean response time from lean to rich The test quickly forces the fuel system rich and lean while recording the O2 sensor voltage. Because the DSO stores the measurements, you dont have to perform four tests to examine four parameters. You perform the test and then observe four different aspects of the waveform.
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The O2 sensor response time is the amount of time that it takes for the voltage to rise from 300 millivolts (mV) to over 600 mV, or to drop from 600 mV to less than 300 mV. Response must be checked in both directions to conclusively check an O2 sensor. Performing The Snap Throttle Test
1) Locate the O2 sensor signal wire and connect the signal probe of your DSO. 2) Connect the COM probe to the O2 sensor ground circuit or to the engine block. 3) Start the engine and run at 2500 rpm for a couple minutes while you adjust the DSO settings (see DSO Setup For Measuring O2 Sensor Range and Response on page 105). The DSO voltage scale should be 200 mV per division and the time scale should be 500 ms per division. Set the acquisition and trigger mode to automatic/normal. 4) Quickly snap the throttle several times and press the button on your DSO that freezes the waveform. Observe the waveform as outlined below.
Reading Maximum O2S Voltage Looking at the waveform on your DSO, you should see a voltage spike (an increase and an accompanying decrease) for each time you snapped the throttle. Identify and record the highest voltage produced by the O2 sensor. A good O2 sensor will generate more than 900 mV under such conditions. Reading Minimum O2S Voltage Looking at the waveform on your DSO, you should see a voltage dip immediately following each snapped of the throttle. Identify and record the lowest voltage produced by the O2 sensor. A good O2 sensor will generate less than 100 mV under such conditions. Measuring O2S response time
1) Note the 300 mV and 600 mV points on either an upslope or a downslope of the O2 sensor waveform. If your DSO has measurement cursors, set them at these points (see Figure 20 on page 105). The distance from left to right between the two cursors is the response time (see Figure 21 on page 105). 2) Measure this distance as precisely as possible using the cursor read-out or zoom feature. Record this value (in milliseconds). 3) Repeat steps one and two for the other slope (up or down). It is important to measure the O2 sensors response time from 300mV to 600 mV and from 600mV to 300mV.
You should see a response time of no more than 100 milliseconds on a good O2 sensor. If not, perform the More Conclusive O2 Sensor Response Time Test on page 106 to verify response time before condemning the sensor.
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At 200 mV per division, 1 volt is here y axis = voltage (200 mV per division) The first cursor is placed at 600 mV.
The second cursor is placed at 300 mV.
DSO is set so that 0 volts is here
x axis = time (100 ms per division)
Figure 20: DSO Setup For Measuring O2 Sensor Range and Response
dX: 28.5714 mS X1: 182.143 mS X2: 210.714 mS
dY: 329.714 mV Y1: 629.143 mV Y2: 299.429 mV
y axis = voltage (200 mV per division)
dX = the distance between the cursors along the X axis. In this case 28.5714 mS.
Figure 21: Reading Response Time On DSO
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More Conclusive O2 Sensor Response Time Test

In most cases it wont be necessary to do an additional test to measure the O2 sensor response time. You can measure it using the waveform captured in the snap throttle test. However, if it appears that response time is not fast enough, perform the following test to verify that the O2 sensor is defective before condemning it. Performing the Response Time Test
1) Locate the O2 sensor signal wire and connect the signal probe of your DSO. 2) Connect the COM probe to the O2 sensor ground circuit or to the engine block. 3) Locate a large manifold vacuum inlet and attach a propane enrichment device. 4) Start the engine and run at 2500 rpm for a couple minutes while you adjust the DSO settings. The DSO voltage scale should be 200 mV per division and the time scale should be 500 ms per division. Set the acquisition and trigger mode to automatic/normal. 5) Let the engine idle. You must perform the next step within 30 seconds. 6) Slowly and steadily apply propane enrichment. The system should compensate for the added propane by reducing the injector pulse width (or leaning the mixture control solenoid duty if carburetted). Continue to apply more and more propane enrichment. Eventually (after about 20 seconds of adding propane) the system will usually run out of range to compensate for the added propane. Continue to add more propane and the engine will start to run rough and rpm may drop. Do not stall the engine. 7) Now that the engine is running extremely rich, quickly pull the propane source hose off of the vacuum inlet to instantly create a very lean mixture. 8) O2 sensor voltage should drop very rapidly (how rapidly is what you want to measure). After the drop in O2 sensor voltage has moved to the center of your DSO screen, press the button that freezes the waveform. 9) Measure the time that it took for O2 sensor voltage to drop from 600mV to 300mV (see Figure 21 on page 105). A good O2 sensor will take no more than 100 milliseconds.
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Cross Counts
Measurement of cross counts should only be made after 30 seconds with a warmed-up engine operating at 2500 rpm. This should be adequate time for a normally functioning O2 sensor to be fully functional. Performing the Cross Count Test While maintaining a 2500 rpm high idle, record the number of times in a 10 second period that the O2 sensor voltage crosses the mid-point of its range (450 millivolts). See Figure 22 on page 107.
At 100 mV per division, 1 volt is here
DSO is set so that 0 volts is here

Figure 22: O2 Sensor Cross Counts on DSO
Each upslope and downslope that crosses the mid-point should be counted as one cross count. A minimum of 5 cross counts should be evident in a 10 second period. This minimum applies to older systems using throttle body injection or feedback carbs. Other systems may have different minimum cross counts so you should consult the manufacturers specifications.
Zirconia vs. Titania O2 Sensors

O2 sensors made with a zirconia ceramic are by far the most common type. They generate a high voltage (1 volt) when the exhaust is rich and a low voltage (0 volts) when the exhaust is lean. Zirconia O2 sensors may have one, two, three, or four wires, depending on whether a redundant ground circuit and/or a heater is used.
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O2 sensors made with a titania ceramic can be found on some vehicles manufactured by Chrysler/Jeep, Nissan, Toyota, and Landrover. Titania O2 sensors are unique in operating principle because, unlike the zirconia oxygen sensors, the titania sensors are a variable resistor that works on a reference voltage and pulls it down to ground. The reference voltage is usually 1 volt but on some vehicles, the reference voltage is 5 volts (see note below). Testing of titania O2 sensors (range, response time, and cross counts) is usually the same as for zirconia sensors. The specifications will usually be similar with the exception of voltage range. For more information consult the manufacturers specifications. NOTE: Titania sensors in some vehicles (pre-1991 Jeep 4.0L for example) use a 5-volt reference voltage and operate inversely to normal. With these sensors, rich exhaust results in a low O2 sensor voltage.
Catalytic Converter Testing

Technicians and equipment manufacturers have tried and tried to find a conclusive yet non-intrusive way of testing the performance of a catalytic converter. A visual inspection is only useful in detecting physical damage to the catalytic converter. Temperature measurement may be useful in determining whether the cat is completely dead, but you cannot accurately determine the difference between 60% and 80% catalyst efficiency by measuring temperature. In other words, it is inconclusive. There is only one way to conclusively check the performance of a catalytic convertercomparing gases sampled before and after the converter. For marginal IM240 failures you should evaluate catalytic converter performance based on before and after testing in conjunction with a review of the DTR and SBS report (see Using The DTR To Assist Your Diagnosis on page 47 and How The SBS Readings Can Assist Your Diagnosis on page 62). Remember that the IM240 inspection procedure gives vehicles ample opportunity to pass and a borderline fail is still a fail.
Before and After Sampling

The concept of catalyst performance testing is pretty simple when you think about what the converters job isto reduce the harmful pollutants coming out the tailpipe. Determining how much they are reduced will give you a valid measurement of performance or, in this case, efficiency. The arithmetic is pretty basic. The difference between engine-out emissions (gases going into the catalyst) and tailpipe emissions
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(gases coming out of the catalyst) will give you the amount of reduction. Dividing that amount by the amount that the catalyst has to deal with (engine-out emissions) will give you the reduction in a percent of total. This is the efficiency of the catalyst. The formulae shown in Figure 23 can be applied to HC, CO or NOx:
GAS IN
GAS OUT
= =
AMOUNT OF REDUCTION
(AMOUNT OF REDUCTION EFFICIENCY
GAS IN) = EFFICIENCY
100
EFFICIENCY IN PERCENT
Figure 23: Catalytic Conversion Efficiency Formulae
An example of the use of these formulae to calculate catalyst efficiency is shown below in Figure 24.
Exhaust Gas IN
Catalytic Converter
Exhaust Gas OUT
HC 175 ppm
Step 1:
175 - 15 = 160
HC 15 ppm
Step 2:
160 175 = .91
Step 3:
.91 x 100 = 91%
Figure 24: Determining Catalyst Efficiency
RepairNet includes an efficiency calculator under the Resources heading on the main menu bar. You just enter the before and after readings and the calculator will give you the efficiency.
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Guidelines For Acceptable Catalyst Efficiency

For vehicles tested using the ASM test procedure, the catalyst should be at least 80% efficient for HC and CO. For vehicles tested using the IM240 test procedure, catalyst efficiency will need to be 90% efficient or better for HC and CO.
Tips for Upstream Sampling

The exhaust system must be free of leaks. Remember that due to positive and negative exhaust pressure pulsations, a leak will result in dilution of the exhaust. This can have a dramatic effect on your readings. Remember, you are trying to measure undiluted engine-out concentrations. The connection of your analyzer to the exhaust system should also be free of leaks. The best way to achieve this is to drill an 11/32 hole in the exhaust pipe and tap it to a 1/8 pipe thread. Connect your sample hose to a coiled length of brake line threaded into the pipe using a 1/8 NPT X 1/4 inverted flare connector. The coiled brake line allows the exhaust to cool before going into the sample hose. For more details see the 1997 #3 issue of the AirCare Repair newsletter. If your HC readings are higher at the tailpipe than what they are when sampled upstream, you may have excessive water in the muffler. With heat, HC in the water will evaporate and be detected by your analyzer. To resolve this, make sure the muffler drain hole is clear. You may need to high-idle the car or perhaps take it for a road test to get rid of the excess water. If you have access to a smoke machine, this is the ideal time and location to check for exhaust leaks ahead of the catalyst. When finished sampling upstream, seal the hole by installing a 1/8 NPT brass plug with anti-seize compound on the threads.
Other Methods of Catalyst Testing

In some cases, before-and-after sampling may not be a conclusive test of a catalytic converters efficiency under certain operating conditions. For example, lets say you have sampled exhaust gases upstream but you have found the feed-gas is good and the catalyst efficiency is good when tested in the shop, yet the second-bysecond readings suggest a weak catalyst. In such cases, it would be wise to test catalytic converter efficiency while driving. There may also be cases where upstream sampling isnt practical due to catalytic converters being close-coupled to the exhaust manifold. In either of these situations, an alternative method of testing catalyst efficiency may be needed.
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Using OBD-II Catalyst Monitors to Diagnose Catalysts If the vehicle is OBD-II compliant, it will be equipped with O2 sensors before and after the catalyst. The O2 sensor that is downstream of the catalyst is often referred to as the catalyst monitor because that is exactly why it is thereto enable the OBD system to monitor catalyst efficiency by comparing oxygen levels before and after the catalytic converter. Similarly, you can use the upstream/downstream O2 sensor pairs to test catalyst efficiency. If there is little or no oxygen downstream of the catalyst, that indicates good oxygen storage capability and good catalytic converter efficiency. In order to use the O2 sensors as diagnostic tools, you must first ensure that they are operating correctly (see O2 Sensor Testing on page 103). In order to test the operation of the downstream O2 sensor, check its range and response when the catalyst is cold. MAKE SURE THAT BOTH THE RANGE AND RESPONSE OF BOTH O2 SENSORS ARE NORMAL BEFORE PROCEEDING. Once you are certain that the O2 sensors are operating normally, you can use the O2 sensor signals to diagnose the catalysts ability to store oxygen and to perform efficiently. With a lab scope connected to an upstream O2 sensor on one channel, and a downstream O2 sensor on the second channel, compare the exhaust oxygen content before and after the catalytic converter. The differences between the two waveforms are indicative of the catalysts ability to store oxygen and to perform efficiently. The upstream O2 sensor waveform should be toggling which indicates good closed-loop fuel control, while the downstream O2 sensor should appear as a fairly steady, flat line (see Figure 25). In the example waveforms below, the upstream O2 sensor is on the bottom trace (zero volts indicated by1) and the downstream O2 sensor is on the top trace (zero volts indicated by 2).
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Figure 25: O2 Sensor Waveforms at High Idle Indicating Good Catalyst
The voltage level of the downstream O2 sensor waveform will likely be .7-.8 volts if the catalyst is not degraded at all (see Figure 25). With some degradation, the voltage level will be closer to the mid-range point (around .5 volts). A more seriously degraded cat will result in the downstream O2 sensor waveform mirroring the upstream O2 sensor waveform (see Figure 26 on page 113). This is because a degraded cat will have little effect on the oxygen in the exhaust because it is not able to store and use the available oxygen to convert CO and HC to CO2.
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Figure 26: O2 Sensor Waveforms Indicating Inefficient Catalyst
WHAT ABOUT USING OBD SCAN DATA?
You can also use OBD-II scan data to monitor O2 sensor pairs. However, when using scan data to monitor O2 sensor output, keep in mind these critical points: you must be certain of the O2 sensors ability to toggle the sample rate of the scan data is very limited compared to the DSO which displays the actual signal if the PCM recognizes a fault in the O2 sensor circuit, it may substitute a default value. If so, the scan data may display the substitute value rather than the actual O2 sensor value. Because of the limitations of scan data, it isnt always appropriate for monitoring O2 sensor signals. Often it is best to do a preliminary check of all O2 sensor pairs using scan data, and then, if you have any doubts, connect your DSO to the suspect pair of O2 sensors and re-run your test. Given that you can perform this test on a road test, you can diagnose catalyst efficiency under conditions that mirror the driving test on an AirCare inspection. Sometimes a degraded catalytic converter will appear normal under no-load conditions such as idle and high-idle, but it cannot maintain efficient performance when exhaust volume is higher such as it is when the vehicle is being driven. Using the OBD-II catalyst monitors as diagnostic tools gives you the ability to monitor catalyst efficiency under those conditions. For more examples on this method of testing catalyst efficiency, refer to the 2005 - #4 issue of the AirCare Repair newsletter.
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Induction System Testing

Induction System Basic Tests
A visual inspection for loose clamps and cracked rubber should be the first step of any induction system testing. Dont overlook the basics and end up wasting a bunch of time and money. The calibration of the engines fuel system is based on a certain amount of flow through the PCV system. Always check that the breather filter is unrestricted and make sure that the PCV valve or orifice is correct for the application. When in doubt, use an OEM part to ensure correct calibration.
Air/Vacuum Leak Testing

Vacuum leaks and un-metered air leaks are very common. However, they may or may not have a significant effect on vehicle emissions depending on where the leak is, how big the leak is, and how well the PCM is able to compensate for the problem. For example, a vacuum leak on an individual intake runner may have a large effect on one cylinder but not on the system as a whole. On the other hand, an un-metered air leak between the throttle plate and the airflow sensor will affect all cylinders equally but may or may not be severe enough to cause an increase in emissions. The bottom line is that if you are diagnosing an emission failure and the cause is not obvious, you are going to have to be pretty picky with vacuum and air leaks. To be conclusive in testing the integrity of the induction system, you are going to need to perform the tests described below. Testing for vacuum/air leaks using air pressure and soapy water With the engine off and the induction system pressurized with low pressure compressed air, apply soapy water to suspect areas and watch for the formation of bubbles. Testing for vacuum/air leaks using propane With the engine running at idle speed, apply propane to suspect areas while monitoring the CO content ahead of the catalyst or by monitoring the O2 sensor voltage. Depending on how you are monitoring for the propane being drawn into the engine and burned, you may have to check suspect areas several times to be sure. Remember that if the closed loop system is active, it will make fuel system adjustments to compensate for any propane that is drawn into the engine through a leak.
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Testing for vacuum/air leaks using smoke machine Smoke generating machines can also be used to visually identify leaks by pressurizing induction systems with a thick smoke mixture. With the engine shut off, connect the smoke output hose to a large manifold vacuum port. Note that smoke will come out of every path where there is air flow so you will probably want to minimize the airflow out of known openings (such as the actual air inlet) to make things easier. This same method can also be used for exhaust system leaks as well. NOTE: Some manufacturers have published warnings regarding the maximum pressure that the induction system can withstand from smoke machines. If the machine you are using is capable of generating pressure of more than .14 bar (2 pounds per square inch) you should be cautious in its use. Other Sources Of Un-metered Air Incorrect PCV valve flow rate can also cause disruption of the air/ fuel mixture. In some cases, it can also cause a lean shift that will inhibit the catalysts ability to reduce NOx. Make sure that you have checked the PCV system for proper operation and correct application (see Positive Crankcase Ventilation (PCV) Valve or Orifice on page 116).
Ignition System Testing

Ignition System Basic Tests
While you are connecting your oscilloscope or ignition analyser, perform a visual inspection of spark plug and coil connections. Use your timing light to ensure that the timing is set to specifications. When checking initial advance, make sure you are precise and that you are checking it under the operating conditions specified by the manufacturer. Also when checking initial advance, make sure that you are comparing the setting to the correct specification. If in doubt, call the techline on models not covered in your repair manuals. When checking advance mechanisms, you should check for broken springs and pay particular attention to the freedom of movement. You should also look for signs of wear in the limiter slots that determine the maximum advance.
Ignition Analyser/Oscilloscope Testing

With the required connections made for your oscilloscope or ignition analyser, perform an analysis of the entire ignition system to ensure that adequate spark energy and duration is available under all operating conditions. Remember that if you are
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diagnosing a driving HC problem, you must pay particular attention to ignition system operation under load. Practically speaking, you should take a close look at the snap kV spark energy and duration. If inadequate energy is available, check for excessive resistance in the secondary circuits and check the primary ignition circuits according to the manufacturers recommended procedures and specifications. High tension wire leakage can sometimes be detected by spraying water mist on wires and spark plug boots while looking for leaking spark or erratic ignition signals on the oscilloscope. Some techs have found that using a solution of one part ammonia and one part methyl hydrate to eight parts water is more effective than using straight water for this purpose.
Crankcase Vapor Control System Testing

Positive Crankcase Ventilation (PCV) Valve or Orifice
The PCV system should first be checked to ensure that the fixed orifice or variable orifice valve is the correct size for the application. If the system uses a fixed orifice, check the size of the orifice using a drill bit and check with manufacturers specifications. If the correct size drill bit does not go through the orifice, you either have the wrong part or the orifice is plugged and needs to be cleaned out. When in doubt, a new OEM PCV valve ensures the correct calibration of the system. If the system uses a valve, you must check to ensure that it is operating correctly. Remove the valve from the engine and check for manifold vacuum at the valve with the engine running. Check for movement of the valve by placing your thumb over the end of the valveyou should be able to feel the internal valve move.
Crankcase Pressure and Oil Contamination

If the PCV system is operating correctly, you should then check to ensure that excess crankcase pressure or contaminated oil is not causing excessive CO emissions. If CO emissions drop by more than 1.00% when the PCV orifice is disconnected from the crankcase, excessive flow or contaminated engine oil is indicated. Change the engine oil to ensure it is clean and re-test.
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If the engine oil is not contaminated and the PCV valve or orifice is correct for the application, excessive crankcase vapors can only be caused by serious internal engine defects.
Evaporative Control System Testing

Visual Inspection of EVAP System Components
Vacuum lines, valves, and the charcoal canister should be visually inspected for signs of liquid fuel and cracks.
Functional Testing of EVAP System Components

Check for a saturated charcoal canister by crimping or otherwise blocking the purge hose and monitoring the reduction in CO level. If the CO drops by more than 1.00%, a saturated canister is indicated.
Fuel System Testing

Carburettor (non-feedback) Tests
The vast majority of CO problems on carburetted vehicles are caused by the carburettor itself. In most cases the problem can be remedied once it is pinpointed exactly where the fault lies. There are quite a few things that can go wrong with carburettors. Therefore, there may be a lot of things that you will need to check: incorrect adjustment of idle mixture incorrect adjustment or operation of metering needle(s) incorrect adjustment or operation of float incorrect adjustment or operation of choke operation of power valve relative to engine load leakage of fuel from accelerator pump leakage of fuel from casting plugs leakage of vacuum from gaskets restriction of air bleeds and emulsion tubes wear of metering needle(s) and main metering jet(s) A careful visual inspection is all that is required to check for most of these possibilities. However, performing a visual inspection may require disassembly of the carburettor. Although there are a lot of things that can go wrong with carburettors, you can often eliminate some of the possibilities just by reviewing the inspection data and applying some logic.
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Idle CO Bad But Driving CO Good? If the vehicle failed for idle CO but is fine for driving CO, you dont need to worry about the power valve, accelerator pump, or choke circuits. Check the idle mixture adjustment and main metering. If the problem is intermittent you should also look into the possibility of percolation of the fuel in the carburettor bowl. Most idle CO problems on carburetted vehicles are caused by a mal-adjusted carburettor. In some cases however, a carburettor defect will be the cause. You tell the difference by checking the adjustment using the manufacturers recommended procedure. If you are not able to adjust the carburretor to specification, it is likely that an internal defect such as a restricted air bleed or a worn metering needle and/or jet is causing the mixture problem. This includes if the idle mixture adjustment is sealedif this is the case and idle CO is high, an internal problem is likely. When checking or adjusting idle air/fuel mixture, it is critically important that the manufacturers adjustment procedure be followed. The procedure may include setting certain test conditions such as idle speed, and enabling or disabling of various controls that ensure the specifications and adjustment are accurate. Idle CO Bad and Driving CO Bad? If the vehicle failed for idle CO and is also high for driving CO, you need to check the float, main metering, power valve, accelerator pump, and choke circuits. You will need to check the idle mixture adjustment as well but dont expect an adjustment of idle mixture to correct a driving CO problem. Depending on carburettor design, the most common causes of excessive CO both while driving and at idle are related to high float levels due to a saturated float or a leaking needle and seat. Metering needles and jets can also be a problem. Many carbs have metering needles that move in and out of metering jets. Both the needles and the jets commonly wear out from this movement. A close visual inspection of the needles and jets is usually all it takes to identify this problem. Repair requires replacement of the needles and replacement or resizing of the jets. Not all carbs have metering needles though. If the carb doesnt have metering needles, the jets cant be worn out. However, the jets can be the incorrect size. In fact, this is extremely common, particularly if the carburettor has ever been replaced with a rebuilt unit or an aftermarket performance carb. Rebuilts are notorious for being calibrated too rich. If this is the case, it is recommended that you call the techline for assistance in determining and restoring correct jetting. See Obtaining Technical Assistance on page 133.
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Idle CO Good But Driving CO Bad? A common cause of excessive CO only while driving (not at idle or 2500 rpm no-load) is power enrichment cutting in too soon. Many carbs have a power valve or power piston that is controlled by a vacuum circuit and a spring to provide a rich mixture for heavy load conditions (usually seven inches of manifold vacuum). An incorrect spring or a stretched spring can cause the valve to open at a lighter load than it should. A leak in the vacuum circuit that controls the power valve, or any defect that causes engine vacuum to be lower than normal can also cause it to open prematurely. On some Rochester and Carter carburettors you can quickly check whether the power valve is opening prematurely using the following procedure:
1) connect a vacuum gauge to read manifold vacuum and go for a road test where you can simulate the ASM test 2) determine what the manifold vacuum is while cruising in 2nd gear at 40 kph up a slight grade 3) return to the shop and remove the access plug over top of the power piston 4) rest a plastic coffee stir-stick or similar lightweight stick on top of the piston 5) start the engine and load the engine to the same manifold vacuum level as determined in step 2. 6) watch the stir-stick to see if the power piston is rising at the level of manifold vacuum that exists during the AirCare driving test.
Feedback Carburettor Tests

Many of the tests in the previous section also apply to feedback carburetted vehicles and, for the most part, the same logic can be used to narrow down the possibilities. However, the feedback system adds several more considerations. Most feedback carburettor systems should be in closed loop throughout the driving test but some will use an open-loop strategy at idle. Fault codes may be present in the PCM memory and, if so, they may assist in pinpointing the cause of the emissions failure. However, a lack of fault codes does not rule out the possibility of a defect in any aspect of the fuel management system. Throttle switches, vacuum sensors, and switches can sometimes prevent closed-loop on feedback carburetted systems. In many cases, feedback carburettor fuel control problems are caused by either a defective or maladjusted carburettor component, or a defective O2 sensor. After checking O2 sensor performance, feedback carburettor system component testing should be performed.
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Mixture-Control Devices There are various types of mixture control devices used in feedback carburettors and various ways to test them. Most mixture control devices are electrical solenoids which are prone to physically sticking and electrical problems. First do a visual inspection of the electrical connector and associated wiring. Check the resistance of the solenoid and the electrical signal from the PCM. Look at O2 sensor voltage and mixture control solenoid duty cycle simultaneously to evaluate system response. Most manufacturers have specific test procedures that should be followed. Check the o-ring that seals the mixture control solenoid (while you are in there, you may as well replace the o-ring to be sure it is sealing). If the solenoid needs replacement and it is only available with the air-horn assembly or the entire carburettor you may be able to modify a solenoid for another vehicle to fit. For more info, refer to the AirCare Repair newsletters or call the techline. Other mixture control devices may be vacuum controlled or a combination of an electrical solenoid and a vacuum operated valve. These are prone to typical vacuum circuit problems such as leaking diaphragms, leaking o-rings, cracked hoses, etc. so you should also include a visual inspection for these potential problems. Refer to manufacturers recommended procedures for testing vacuum valves, bleed valves and solenoids, and other mixture control components.
Fuel Injection System Tests

In most cases, fuel control problems are caused by a defective O2 sensor. After checking O2 sensor performance, fuel injection system component testing should be performed. Fault codes may be present and, if so, they may assist in pinpointing the cause of the emissions failure. However, it is important to understand what the on-board computer is capable of recognizing in terms of faults. A lack of fault codes does not rule out the possibility of a defect in any aspect of the fuel management system. Testing of each of the various components of a typical fuel management system is discussed in the sections that follow.
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Remember that if the problem you are trying to diagnose (high emissions) is not present at the time you are performing the component tests, you need to try to simulate the conditions under which the problem occurs. For example, if you are diagnosing a driving CO problem and the airflow sensor output looks good at idle, that doesnt mean that the airflow sensor is okay. To be sure that it is okay, you must check it out under the same conditions that the problem occurs. Airflow Sensor You should check the airflow sensor electrically after you have checked the induction system for air/vacuum leaks (see Induction System Testing on page 114). VAF Vane-type air flow (VAF) sensors return a varying voltage to the PCM depending on the measured airflow. Some models output a higher voltage with higher airflow and others output a lower voltage for higher airflow. For either type of VAF sensor check the following: check the voltage output and compare to manufacturers specifications. check the signal waveform using a DSO. Look for a clean and glitch-free voltage signal such as in Figure 27 on page 122. If the output is incorrect, check reference / supply voltage and ground circuits before condemning the sensor. MAF Mass air flow (MAF) sensors may be varying voltage output or varying frequency output. For varying voltage type MAFs perform the same checks as VAFs above. For digital MAFs (varying frequency) perform the following checks: check the frequency output using a frequency counter and compare to manufacturers specifications. If possible, you should also read the indicated airflow with a scanner and verify that the PCM is seeing the same thing that the sensor is indicating. check the signal waveform using a DSO. Look for a clean and glitch-free square wave signal. If the output is incorrect, check reference / supply voltage and ground circuits before condemning the sensor.
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Figure 27: MAF Voltage Output Waveform (Snap Throttle)
Hot-Wire MAF Cleaning
If you are performing induction system testing on a vehicle equipped with a resistor type of hot-wire mass air flow (MAF) sensor, you should also visually inspect and clean the hot-wire in the throat of the sensor. Experience has shown that the airflow indicated to the PCM by the MAF sensor is greatly influenced by even the slightest deposits of dirt or oil on this sensor. NOTE: This is only an issue on MAFs that use a resistor type of sensing element. Cleaning is not recommended on hot-film sensors or hot-wire sensors that have a built-in burn-off function such as Bosch. You must be very careful when you are cleaning the hot-wire as it is extremely delicate. A cotton swab is an appropriate tool to use for cleaning. It is a good idea to perform baseline measurements of the MAF sensor output linearity prior to cleaning. The procedure is outlined in the next section. Additional information on the effects of dirty MAF sensors can be found in the 2001-#2 issue of the AirCare Repair newsletter.
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MAF Sensor Linearity
MAF sensor output problems are quite common and can cause a rich or lean shift in fuel control under certain operating conditions. The output can be absolutely correct at idle and low speeds but be way out at higher speeds and loads. In other words, the output is not linear. To check for MAF sensor linearity you need to record the sensor output or airflow for each of a series of rpm increments. The rpm increments should result in a linear increase in output. A graphic example is shown in Figure 28. Note that the measured output could be in voltage, frequency, or grams per second.
This normal pattern indicates the relationship between engine speed and indicated airflow is linear. 2400 2200 2000
Engine RPM
1800 1600 1400 1200 1000 800 This abnormal pattern clearly indicates that the indicated airflow does not increase linearly with engine speed. This can be caused by a dirty hot wire or a faulty MAF sensor.
Indicated Air Flow (volts, frequency, or grams per second)

Figure 28: MAF Sensor Linearity Check
Linear output means that for each increase of 200 rpm, the output should increase by an equal amount. Lets say that the sensor output is 1.2 volts at 1000 rpm and increases to 1.3 volts at 1200 rpm. You should expect an increase of .1 volts for each 200 rpm increase. If in doubt, do a baseline measurement of the MAF output and the long-term fuel trim at exactly 2500 rpm. Then clean the MAF (see the caution on page 122) and re-check at exactly 2500 rpm. If the indicated airflow increased and the long-term fuel trim decreased, that means that the MAF was under-predicting airflow prior to cleaning.
P er f o r m i n g Co m p on e nt Te st s
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MAP Sensor Depending on design, MAP sensors may return a varying voltage or varying frequency to the PCM to indicate engine load. To test a MAP sensor, perform the following tests as appropriate: check the voltage output or frequency output and compare to manufacturers specifications. If possible, you should also read the indicated manifold pressure with a scan tool and verify that the PCM is seeing the same thing the MAP sensor is indicating. check the signal waveform using a DSO. Look for a clean and glitch-free square wave or straight voltage signal depending on sensor type. If the output is incorrect, check the manifold vacuum at the sensor, and check the reference (supply) voltage and ground circuits before condemning the sensor. Coolant Temp Sensor Most coolant temperature sensors (CTS) operate the same and are tested the same: check the indicated coolant temperature either by measuring resistance or voltage (with sensor connected), and compare to manufacturers specifications. if possible, read the indicated temperature with a scan tool. If the output is incorrect, check the reference (supply) voltage and ground circuits and coolant level before condemning the sensor. A poor ground connection will result in the PCM thinking that the engine is colder than it actually is. Also, if the CTS is not immersed in coolant it will indicate that the engine is much colder than it actually is. This could result in a rich condition that may be intermittent. Air Temp Sensor Most air temperature sensors (ATS) operate the same and are tested the same: check the indicated intake air temperature either by measuring resistance or voltage (with sensor connected), and compare to manufacturers specifications. if possible, read the indicated temperature with a scan tool. If the output is incorrect, check the reference (supply) voltage and ground circuit before condemning the sensor. A poor ground connection will result in the PCM thinking that the intake air temperature is colder than it actually is. This could result in a rich condition that may be intermittent.
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Throttle Position Sensor Most throttle position sensors (TPS) operate the same and are tested the same. However, some will combine throttle switches with the sensor. For more on throttle switches, see page 126. Sensors should be checked by measuring signal voltage (with the sensor connected), and if possible, reading the indicated throttle opening on a scan tool. Compare to manufacturers specifications. Because throttle position sensors are potentiometers, they commonly wear out or become intermittently glitchy. For this reason, if the symptoms are erratic you should test the TPS with your DSO before concluding that it is okay. To perform a TPS sweep test using your DSO:
1) Locate the TPS signal wire and connect the DSO signal probe. 2) Connect the COM probe to the engine block. 3) Turn the key on and move the throttle throughout its range using the accelerator pedal. 4) Monitor the DSO waveform while opening and closing the throttle a number of times and wiggling it at various throttle openings. The waveform should be a straight line with a smooth transition whenever the throttle is moved. When the throttle is quickly snapped open and released, the signal should look like the waveform shown in Figure 29. Any spikes that are evident in the waveform indicate a bad TPS.

Figure 29: TPS Voltage Output Waveform (Snap Throttle)
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Throttle Position Switch Some vehicles dont use a variable resistor to indicate throttle position but instead use two microswitches to indicate only closed throttle and full throttle conditions. The two switches may share one housing. Throttle position switches should be tested using the manufacturers test procedure and specifications. Using a voltmeter to check continuity of the switch contacts is the preferred method.
Other Fuel System Problems

LEAKING INJECTOR? Leaking injectors may be the cause of HC and/or CO problems. Throttle body injectors are usually easy to observe for dripping. On a port fuel injected engine, if you suspect that an injector may be leaking, you can perform a system rest pressure test and/or an injector balance test. Most manufacturers have published specifications for system pressure including a time factor for how long the system should maintain a certain pressure following shut-down. If an injector is leaking, system pressure will deteriorate quicker than normal after shut-down. An injector balance test involves disabling each injector individually and monitoring the rpm drop or power contribution of that cylinder. If an injector is leaking there will continue to be some combustion in that cylinder, even when the injector is unplugged, and the rpm drop wont be as significant as the other cylinders. As with all power balance tests performed with the engine running, you must prevent the system from compensating for changes made during the test (stable vacuum to MAP sensor, etc.). For more information see Power Balance Testing on page 130. Another method of injector balance test can be performed using a pulse tester to open an individual injector while monitoring fuel rail pressure. A leaking or restricted injector will cause less pressure drop compared to other injectors.
RESTRICTED INJECTOR?
Restrictions and poor spray patterns result in NOx and/or HC problems. Depending on how bad it is, a restricted injector can be much harder to identify. For diesel injectors, bench testing is the only method of ascertaining that an injector orifice is not restricted. For non-diesels, without removing the injector(s) and running them on a test bench, it can be very difficult to ascertain that an injector has a poor spray pattern.
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Therefore, using the process of elimination is certainly wise in this case and you should check all other possible causes before you try and determine that the injectors are restricted. Other than removing and bench testing the injectors, the best method for detecting spray pattern deficiencies is by power balance testing. There are two methods of power balance testing that can help to diagnose and isolate a restricted injector: the HC per cylinder power balance test and the CO per cylinder power balance test. To identify port fuel injectors with poor spray patterns using the HC per cylinder method, you monitor engine-out HC when the ignition is disabled to an individual cylinder. If an engine has excessive HC, and one cylinder is responsible for the excessive HC because of a poor spray pattern, the amount of HC increase when you kill the spark to that cylinder will be less than the other cylinders. To identify port fuel injectors with poor spray patterns using the CO per cylinder method, you should monitor engine-out CO when the injector connector is disconnected on an individual cylinder. If an injector is restricted, the amount of CO decrease when you disable that injector will be less that the other cylinders. Dont forget, with all power balance tests performed with the engine running, you must prevent the system from compensating for changes made during the test. For more information see Power Balance Testing on page 130.
Propane or Natural Gas Fuel System Tests

Early propane and natural gas systems that operate in open loop are typically lean calibrations with engine-out CO levels of less than .50% while driving. If the vehicle is producing excessive CO emissions during the driving portion of the AirCare inspection, perform pressure regulator tests as per manufacturers recommended procedures and specifications. On variable venturi systems evaluate mixer condition only after ensuring you have proper regulator operation. Closed-loop alternative fuel systems require correct input information and output device operation to function properly. As a first step in diagnosing any emissions failure on these systems it is usually most efficient to start by observing the O2 sensor with your lab scope while simultaneously monitoring the device which controls the air/fuel ratio. This is typically a solenoid controlling the pressure regulator on variable venturi systems and a stepper motor in the dry-gas hose in fixed venturi systems. Some of the more sophisticated systems will also perform self-diagnostics and
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generate trouble codes to assist the repair technician. Follow manufacturers diagnostic procedures where available.
Air Injection System Testing

If you are diagnosing a NOx failure, you should check the air injection system to make sure that air isnt being injected when it shouldnt be. Excessive CO could also result if air is being injected upstream of the O2 sensor when in closed loop. If you are diagnosing an HC or CO problem and the system is meant to be injecting air under the conditions when the emissions are high, you should perform the following tests: First check to see whether the system is working at all: crimp or block the air injection hose(s) under a condition when there is supposed to be air injection and monitor the reduction in O2 and the increase in CO and HC. You should see a significant difference in HC and CO. For pulse air systems you should see an O2 decrease of at least 2% with the pulse air system disabled. For pump type air injection systems you should see an O2 decrease of at least 5% with the air injection disabled. Check the air injection controls such as gulp valves, bypass solenoids, and diverter solenoids using the manufacturers recommended procedures and specifications.
EGR System Testing

EGR System Basic Tests
The first thing you should check on every EGR system is the exhaust passage. Adequate exhaust gas must be available to the EGR valve for the maximum flow (highest load) conditions. In most cases you can test this by manually opening the valve at idle and stalling the engine. If the engine does not stall, it should drop by at least 300 rpm. Otherwise, you probably have a restriction in the exhaust passage or pipe.
EGR Valves
Test the EGR valve for proper movement by applying vacuum to the diaphragm. If the valve does not open with vacuum applied you may have a defective valve or you may have a backpressure modulated valve. Before condemning the EGR valve, you must perform further testing using the manufacturers recommended procedure.
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You also must make sure that the EGR valve completely seals the exhaust passage from the intake manifold when the valve is closed. Leaking seats may cause excessive HC emissions at idle. Oftentimes the only way to be absolutely sure that the valve is not leaking is to remove the valve for visual inspection. Some vehicles use no external EGR control devices at all but instead use one or more electrical solenoids to directly control exhaust gas recirculation. On these systems you need to check each of the solenoids for proper operation electrically and also for physical defects such as sticking open or seized shut.
EGR Controls
Many different controls are used in various types of vehicles to control and monitor the operation of the EGR valve. In many cases, you will need to refer to the manual for the specific vehicle to troubleshoot the EGR controls. However, some general procedures are shown below. Pressure feedback sensors and modulators should be checked for any blockage or restriction in the backpressure sensing tube. Pressure feedback sensors should be checked electrically for proper reference voltage, ground, and signal return to the PCM. EGR valve position sensors should be checked electrically for proper reference voltage, ground, and signal return to the PCM. EGR temperature sensors should be checked for proper reference voltage and ground. Temp sensors should also be checked for correct resistance using the manufacturers specifications. EGR vacuum control solenoids should be checked for the correct pulsed voltage and ground. Solenoids should also be checked for correct resistance using the manufacturers specifications. Venturi vacuum amplifiers should be checked for correct vacuum input and output using the manufacturers recommended procedures and specifications. Thermostatic vacuum switches should be checked to ensure they switch states and allow vacuum to pass through only when the engine is warm (or vice-versa for some switches). Also, remember that a low coolant level may prevent correct operation of any temperature sensor or switch. All associated vacuum hoses and fittings should be checked for cracks, leakage, and secure connections. The exhaust system should be checked for modifications which may be adversely affecting exhaust backpressure and the control of the EGR.
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Engine Integrity Tests

Power Balance Testing
A power balance test can be useful in identifying uneven power contribution amongst all cylinders. To be effective, a power balance test must be preceded by other more basic testing. For example, dont try and diagnose an HC problem with a power balance test if you havent already completed the ignition systems tests, and fuel control tests. A power balance will be most effective as a diagnostic tool if you perform the test under the same operating conditions as when the problem is occurring. For example, if you are diagnosing a vehicle that failed for HC at idle, dont do your power balance at 2000 rpm. Low speed problems such as a leaking EGR valve will not be evident above approximately 1500 rpm. Conversely, problems such as weak or broken valve springs may not be evident at idle speed. To be effective, you must do the power balance test with a stable baseline rpm. An engine that is surging by 100 rpm is not going to respond very consistently when individual cylinders are disabled. Also you should try and minimize the ability of computer controls and other devices from affecting the rpm and the stability of the engine. For example, electric cooling fans, idle-speed control motors and solenoids, air conditioning compressors, and spark timing controls can all render power balance tests invalid. You can eliminate these factors by disconnecting the component (O2 sensor, idle speed control, cooling fan, etc.). Be very cautious not to overheat the engine if you disconnect the electric cooling fan for power balance testing. An external cooling fan should always be used. If the test reveals any uneven power output between cylinders (that is not the result of the computer making adjustments while you are performing the power balance), compression testing and cylinder leakage testing should be done to check mechanical integrity on the suspect cylinder(s). If there is no cylinder leakage, the low power contribution must be due to a valvetrain problem. Remember, fuel, ignition, and induction systems were already checked out before doing the power balance test. If you did not perform those tests first, your diagnostic conclusion will be inaccurate.
Compression Test and Cylinder Leakdown Test

Once a poor performing cylinder is identified, a compression test should be performed. Variation in compression pressure should be no more than 10% from cylinder to cylinder.
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If compression is low, a cylinder leakdown test can be a big help in pinpointing where the compression is being lost. Be very careful when performing these tests. Disable the ignition to prevent any sparks and disable the fuel pump to ensure the engine doesnt get flooded. Never put your hand near the drive belts or belt driven accessories when you have compressed air applied to a cylinder.
Combustion Chamber Deposits

Unless you have a boroscope to view inside a cylinder, you cannot conclusively test for excessive carbon deposits in a combustion chamber. Therefore the only logical process to follow is to eliminate all other possibilities first. Only then is it reasonable to conclude that combustion chamber deposits are contributing to excessive NOx emissions. Many techs have had good success with combustion chamber cleaning chemicals if applied correctly. Generally, you should apply 500 ml (some manufacturers recommend more) of the combustion chamber cleaner through a large vacuum hose, stalling the engine after all of the cleaner has been induced into the engine, it is critical that you leave it soak overnight before restarting the engine. For more information, refer to the 1997-#4 issue of the AirCare Repair Newsletter.
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Chapter 9 Obtaining Technical Assistance
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C h ap t er 9 - Ob t ai ni n g Te ch n ic al As si st an ce
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Contacts At PVTT
AirCare TechLine
Certified technicians are able to obtain assistance from PVTT technical staff if they encounter difficulties diagnosing or repairing vehicles that have failed their AirCare inspection. Technicians are encouraged to call Ron or Brad between 8:00 a.m. and 4:30 p.m. Monday to Friday at the numbers below. Ron Leavitt, Emissions Technical Advisor - 604-453-5163 Brad Coupland, Emissions Testing Specialist - 604-453-5172
RepairNet Help
Adrian Yee, Program Policy Analyst - 604-453-5165
Technician and Repair Centre Certification

Connie Hajdik, Certification Clerk - 604-453-5152
AirCare Program & Certification Policy

Peter Hill, Manager, Program Policy - 604-453-5167 Adrian Yee, Program Policy Analyst - 604-453-5165
Program Auditor
Tim Jollimore, Program Auditor - 604-453-5159
Other Sources of Information and Assistance

AirCare RepairNet provides certified technicians with access to detailed inspection and repair data including second by second emissions readings. For more information, see the RepairNet User Guide and Chapters 4 and 6 of this manual. The International Automotive Technicians Network (iATN) has also been found to be a useful resource for emissions repair technicians. Remember, emissions testing programs are in use in many other jurisdictions besides the Lower Fraser Valley, so you may benefit from sharing experiences and knowledge with technicians in other areas.
Co n ta ct s At P V T T
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Co n ta ct s At P V T T
Chapter 10 Repair Cost Estimates
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C h ap t er 1 0 - Re p air Co s t Est im a te s
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The Importance Of Your Repair Cost Estimate

Once you have completed your diagnosis, it is very important to properly itemize and document each aspect of the estimate for a number of reasons: it will be easier to explain the results of your diagnosis to your customer; it will be easier for the customer to understand what is required to repair the vehicle; should your customer decide to not authorize all of the needed work, the estimate becomes a record of what they must eventually get repaired; a written estimate will minimize the potential for disputes when it comes time to pay the bill; and it reduces the possibility of errors if other staff are responsible for transcribing information to the work order.
What To Include In Your Repair Cost Estimate

A proper estimate of repair costs should include: the cost of diagnosis the cost of each part that needs replacement the cost of labour to perform each part of the repair the taxes, levies, shop supplies, and any other fees that form part of the total bill payable by the customer.
Revising Your Estimate

You should make sure that your customer understands your shops policy for obtaining authorization to go ahead with any additional work beyond what was initially approved. For example, if approval over the telephone is considered acceptable or not.
Th e Impor ta nce Of Y our R epair C ost E stimate
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R ev i s i n g Y o u r E s t i m at e
Chapter 11 Repair Cost Limits
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C h ap t er 1 1 - Re p air Co s t L im it s
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Understanding Repair Cost Limits

Why Repair Cost Limits Exist
The air quality benefits derived from the AirCare program only occur if emissions defects are repaired. Unfortunately, not everyone is adequately prepared financially for major repair expenses. The repair cost limit / conditional pass system was implemented as a way of balancing economic and environmental considerations. In the event that a vehicle needs repairs that will cost more than a certain amount, the motorist has the option of obtaining a conditional pass which allows them to re-license their vehicle even though it is not completely repaired. The motorist is expected to have the emissions defect(s) repaired as soon as they are able to.
How The Repair Cost Limits Work

The repair cost limit is a dollar amount that is used to determine what repairs (if any) must be completed before the vehicle is eligible for a conditional pass. Once the diagnosis of a failing vehicle is complete and the needed repairs have been estimated, the cost(s) of repairs can be compared to the applicable repair cost limit to determine which repair(s) must be completed. Repairs that can be done without exceeding the repair cost limit must be done. If the motorist chooses not to authorize completion of those repairs, you must not submit repair data. If the motorist chooses to authorize only those repairs that can be completed without exceeding the repair cost limit, you must submit repair data following completion of those repairs. Deciding which repairs to do when only partial repairs are authorized by the customer should be based on emissions reduction potential and common sense. If the motorist chooses to authorize all needed repairs, even if the cost exceeds the repair cost limit, you must submit repair data following completion of those repairs. A common misconception about the repair cost limits is that they specify a minimum amount that the customer must spend to obtain a conditional pass. This is incorrect. The minimum amount that a customer must spend is determined by what repairs the vehicle needs.
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Using Repair Cost Limits

Examples Of How The Repair Cost Limits Apply
The repair cost limit is a maximum amount that a motorist could be required to spend, depending on what repairs their vehicle needs. To illustrate this, lets use some examples; EXAMPLE 1
Entire Repair Within Cost Limit

A 1979 car ($300 repair cost limit) needs a new (estimated total cost of diagnosis and repair = $200). falls within the cost limit so it must be done before repair data. If the customer chooses not to authorize you must not submit the repair data. EGR valve This repair submitting this repair
The customer is required to replace the EGR valve because the repair can be done without exceeding the repair cost limit. EXAMPLE 2
Partial Repair Within Cost Limit

A 1979 car ($300 repair cost limit) needs a new EGR valve and intake manifold gaskets (estimated total cost of diagnosis and repair = $400). The entire repair does not fall within the cost limit. However, partial repairs can be done within the cost limit so it must be done before submitting repair data. If the customer chooses not to authorize this repair you must not submit the repair data. The customer is required to replace the EGR valve because the repair can be done without exceeding the repair cost limit. The customer is not required to replace the intake manifold gaskets because that would push the total repair cost over the repair cost limit.
EXAMPLE 3
No Repair Within Cost Limit

A 1979 car ($300 repair cost limit) needs a valve grind (estimated total cost of diagnosis and repair = $1000). This repair does not fall within the cost limit and only one repair is needed so the customer is not required to have any repair completed. If the customer chooses not to authorize completion of this repair, the diagnostic fees are still payable. In this case you must submit the repair data. The customer is not required to repair anything because the burnt valve is the only defect and it cannot be repaired without exceeding the repair cost limit. Remember, the repair cost limit is a maximum and not a minimum.
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Current Repair Cost Limits

The repair cost limits are specified in the British Columbia Motor Vehicle Act Regulations (MVAR). The schedule to MVAR Section 40.08(2) specifies the applicable limits by model year for nontampering and tampering.
Table 4: Repair Cost Limits (no tampering identified)

Model Year
Pre 1981 1981-1987 1988-1991 1992-1998 Post 1998
Cost Limit
$300 $400 $500 $600 no limit
Table 5: Repair Cost Limits (tampering identified*)

Model Year
Pre 1981 1981-1987 1988-1991 1992-1998 Post 1998
Cost Limit
no limit (see note) no limit (see note) no limit * no limit * no limit *
* For the application of repair cost limits, tampering is determined by the AirCare inspection centre.
NOTE: the tampering repair cost limit specified in the Motor Vehicle Act Regulations for 1987 and older vehicles is as shown above (no limit). However, this is not applicable because only 1988 and newer vehicles are checked for tampering.
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C ur r en t Re p air C os t L im it s
Chapter 12 Complete Repairs vs. Partial Repairs
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C h apter 12 - Complete R epai rs v s. Pa rtial R epa irs
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The Problems With Incomplete Repairs

The intent of emissions diagnosis and repair is to identify and repair all of the defect(s) that have an effect on a vehicles exhaust emissions. A conditionally passed vehicle is a vehicle that is still in need of repairs. Some may think that a conditional pass is as good as a pass but it is not. Although a conditional pass allows the vehicle to be relicensed, the renewal transaction must occur prior to the 90-day expiry date. After 90 days the vehicle will require an AirCare inspection prior to re-licensing. That is not to say that the existing licence will suddenly expire, it just means that a new licensing term cannot begin after 90 days. If a vehicle is sold, or for any other reason needs a change in the licence and insurance policy, it will not be allowed. The other problem with incompletely repaired vehicles is that the repair probably wont have much of a positive effect on your repair effectiveness index (REI). For more details on the effects of conditional passes (cost waivers and qualifying waivers) on your REI see The Repair Effectiveness Index on page 22.
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Obtaining Repair Authorization

Helping Your Customer
Many defects that affect exhaust emissions also have an effect on fuel consumption. A dirty vehicle is often an inefficient vehicle. In fact, the cost of repairing an emissions defect has the potential to save money over time. This should be explained to your customer to assist them in making the best decision regarding the authorization of repairs. When explaining to your customer the benefits of repairing an emissions defect, a further point that should be made is that driveability problems may result from partially repairing the vehicle. To optimize the vehicles balance of emissions, fuel economy, and performance, all repairs should be completed.
Helping Yourself
Most techs take great pride in all the work that they do and want to do the best job possible. In automotive repair work, how good a job the tech has done is often indicated by how pleased the boss and the customer are. However, when it comes to AirCare repairs, a third factor indicates the effectiveness of the repair in terms of emissions reductionthe Repair Effectiveness Index (REI). Complete details of the REI can be found in the section titled The Repair Effectiveness Index beginning on page 22 of this manual. If a motorist chooses not to authorize complete repairs it will not have an adverse effect on a technicians REI. However, because the best REIs result from the greatest reductions in emissions, obtaining authorization for complete repairs is bound to help the technicians REI also. It is in everyones best interest that emissions defects be repaired properly and completely.
O b ta i n i n g R ep ai r A u th o r i z a ti o n
Chapter 13 The Repair Data Form (RDF)
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C h ap t er 1 3 - T he R ep ai r D at a Fo r m (R DF )
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The Importance Of The Repair Data Form

The RDF is used by technicians to document the relevant details of their diagnosis and repair of vehicles that have failed their AirCare inspection. It is mandatory for AirCare Certified Repair Centres to submit repair data for every vehicle that they perform AirCare repairs on, and, the data must be submitted prior to the vehicle being retested. The only exceptions are when you do not charge for a diagnosis, or when your customer refuses to authorize needed emissions repair that do not exceed the cost limit. Repair details are important for a number of reasons. When compiled together, the data can be useful for setting repair cost limit amounts, estimating program benefits, settling disputes, and evaluating the effectiveness of different repair actions. AirCare Certified Repair Centres submit repair data using RepairNet (http://repairnet.aircare.ca). When the RDF is completed and submitted, a Repair Data Confirmation Form is generated for you to print and give to your customer. This paper copy of what you submitted electronically is for the customers records. It may also be needed as proof of repairs in the event of communication problems between the RepairNet database server, the inspection centres computer network, and the ICBC vehicle registration database. Dont forget to print this Repair Data Confirmation Form and give it to your customer! Another benefit resulting from the collection of repair data is that RepairNet allows you to review the repair history of each vehicle. This history is comprised of the actual data that techs have submitted in the past. For more information on accessing a vehicles repair history, see the RepairNet User Guide.
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How To Complete The RDF on RepairNet

Detailed instructions on all aspects of RepairNet can be found in the RepairNet User Guide. Information regarding completion of the RDF is repeated below. For all other aspects of RepairNet, see the User Guide. The RDF is accessible on RepairNet only when you are logged on with technician and repair centre credentials and have entered a registration number for the vehicle you are working on. Information identifying the technician and repair centre is automatically part of the submitted data so you dont have to enter it anywhere on the RDF. Much of the data entry is simply a matter of selecting one of the repair action choices from a pull-down menu. The choices available from the pull-down menu will vary depending on the item but may be any of the following: D - Defective but not repaired S - Serviced, adjusted, or reconnected M - Missing R - Replaced NOTE: In cases where more than one of these choices are applicable (partial repairs were performed but further work is still needed on the same component), you should select D from the pull-down menu and, in the General Comments section at the bottom of the RDF, enter details of the partial repairs that were performed. No selection (blank) indicates that the component is okay or not applicable to the emissions repair. This means that either the component has been tested and is working properly, or the component has nothing to do with the failure, or the component never existed on this vehicle. To enter repair data follow this procedure:
1) Log on to RepairNet using both technician and repair centre credentials (to find out how see the RepairNet User Guide). 2) Enter the registration number for the vehicle. 3) Select Submit Repair Data from the Repair Data drop-down menu. 4) Enter the applicable data in the Repair Information block. 5) Enter the applicable data in the other blocks as appropriate.
NOTE: You only need to enter the data that is relevant to the repair. All repair items that are left blank will default to OK/Not Applicable in the database.
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6) After all repair data has been entered, move your mouse pointer to the "Submit Repair Data" button at the bottom of the form and click the left mouse button.
A Repair Data Confirmation Form will then be displayed on the screen. At this point you must print out a paper copy of the Repair Data Confirmation Form to give to your customer.
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More Details on Each Section Of The RDF

Vehicle Information
Completion of this section of the RDF is mandatory for all vehicles.
Estimated Cost
This is the total estimated costs including taxes for all repairs (parts and labour) to bring the vehicle into full emissions compliance. Note that this estimate should include all costs for the work you have completed to this point (since the vehicle failed its AirCare inspection), plus all additional costs that will be necessary to fully repair the vehicle's emissions problem(s). The allowable values are 0 - 9999. Do not enter a dollar sign, decimals, or any cents.
Actual Parts Cost

This is the total parts cost including taxes for repairs that you have completed to the vehicle. The allowable values are 0 - 9999. Do not enter a dollar sign or any cents.
Actual Labour Cost

This is the total labour cost for repairs that you have completed to the vehicle. The allowable values are 0 - 9999. Do not enter a dollar sign, decimals, or any cents.
Work Order No.

Enter your shop's work order for the vehicle you are working on. The allowable values are up to 10 alpha-numeric characters.
Warranty
In this context, warranty can mean either a vehicle manufacturers warranty, an after-market warranty, or your shops warranty on repairs previously attempted. If emissions repairs were performed that were covered under warranty, click in this box (a tick mark will appear). In this case, the "Estimated Cost" total should be what the total costs would have been if their were no warranty coverage. The "Actual Parts Cost" and "Actual Labour Cost" should be zero unless there were additional emissions repairs performed that were not covered under warranty.
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O2 / AF Sensor(s)
If the vehice is equipped with one or more O2 sensors, and the vehicle is older than 1998 model year, you must enter diagnostic information for the oxygen sensor(s) on the vehicle both before and after repair. If the vehicle is 1998 or newer, completion of this section is optional but should be completed if the O2 sensors are relevent to the repair. The reason for the requirement to measure and record O2 sensor values is that the vast majority of ineffective emissions repairs are due to the technician failing to examine the performance of the closed loop system using a conclusive diagnostic procedure. This is by far the number one cause for erratic emissions readings, inconsistent test results, customer complaints, and comebacks. Refer to O2 Sensor Testing on page 103 of this manual for detailed O2 sensor testing procedures.
Maximum Voltage
Record the highest voltage that the O2 sensor is capable of generating. Note that the voltage fields are separated into volts and millivolts. However, if the measured maximum voltage is less than 1 volt, leave the volts field blank and enter the millivolts in the millivolts field. The allowable values for the volts field are 0 - 9. The allowable values for the millivolts field is 0 - 999. In the case of wide band air fuel sensors, enter zero in the volts field and enter the measured maximum current output in the millivolts field.
Minimum Voltage
Record the lowest voltage that the O2 sensor is capable of generating. Again, the voltage fields are separated into volts and millivolts. The allowable values for the volts field are 0 - 9. The allowable values for the millivolts field is 0 - 999. In the case of wide band air fuel sensors, enter zero in the volts field and enter the measured minimum current output in the millivolts field.
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Cross Counts
Record the number of times in a 10 second period that the O2 sensor voltage crosses the mid-point of its range (450 millivolts). Each upslope or downslope that crosses the mid-point should be counted as one cross count. This measurement should be made after 30 seconds with the engine operating at 2500 rpm. The allowable values for this field are 0 - 99. In the case of wide band air fuel sensors, enter zero in the Cross Counts field.
Response Time
Record the slowest amount of time (in milliseconds) that it takes for the voltage to rise from 300 millivolts to over 600 millivolts, or to drop from 600 millivolts to less than 300 millivolts. The allowable values for this field are 0 - 999. In the case of wide band air fuel sensors, enter zero in the Response Time field.
Repair Actions
At least one item in the Repair Actions section of the RDF is mandatory for all vehicles. For each component or system, indicate the appropriate repair action. Repair actions options may include one or more of the following: R - replaced S - serviced, adjusted, or reconnected D - defective but not repaired M - missing
Air Induction System

If you have identified and/or repaired an emissions related defect(s) on any component of the air induction system, select the appropriate repair action for that component. The allowable values are R, S, or D. Cleaning a heat riser passage and re-attaching a stove pipe are examples of where S is an appropriate selection in this category.
Catalytic Converters
If you have identified and/or repaired a catalytic converter defect. select the appropriate repair action for that component. The allowable values are R, S, D, or M.
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Computer Controls General

If you have identified and/or repaired an emissions related defect(s) on the computer controlled engine management system, select the appropriate repair action for that component. The allowable values are R, S, or D. This section includes the Powertrain Control Module (PCM), diagnostic troubles codes (DTCs), and EEPROM. If you have identified and/or repaired an emissions related defect(s) on a computer controlled engine management system that is not otherwise described on the RDF, select the appropriate action in this section. NOTE: specific input and output components are listed under different headings on the RDF.
Computer Controls - Inputs

If you have identified and/or repaired an emissions related defect(s) on one or more of the inputs to the powertrain control module (PCM), select the appropriate repair action for that component. The allowable values are R, S, or D. Setting the TPS minimum voltage is an example of where S is an appropriate selection in this category.
Computer Controls - Outputs

If you have identified and/or repaired an emissions related defect(s) on one or more of the outputs from the powertrain control module (PCM), select the appropriate repair action for that component. The allowable values are R, S, D, or M. Adjusting mixture control solenoid lean-stop and re-connecting the air injection diverter solenoid are examples of where S is an appropriate selection in this category.
Cooling System
If you have identified and/or repaired an emissions related defect(s) on the cooling system, select the appropriate repair action for that component. The allowable values are R, S, or D. Topping up coolant level and tightening coolant hoses are examples of where S is an appropriate selection in this category.
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EGR System
If you have identified and/or repaired an emissions related defect(s) on the exhaust gas recirculation (EGR) system, select the appropriate repair action for that component. The allowable values are R, S, D, or M. Cleaning out the EGR passage or re-connecting an EGR vacuum hose are examples of where S is an appropriate selection in this category.
Emissions Controls - Other

If you have identified and/or repaired an emissions related defect(s) on any emission control system other than the EGR system, select the appropriate repair action for that component. The allowable values are R, S, D, or M. Cleaning the PCV orifice and re-connecting the purge hose are examples of where S is an appropriate selection in this category.
Engine Mechanical
If you have identified and/or repaired an emissions related defect(s) on the engine itself, select the appropriate repair action for that component. The allowable values are R, S, or D. Applying combustion chamber cleaner and adjusting valve clearance are examples of where S is an appropriate selection in this category.
Evaporative Control System

If you have identified and/or repaired an emissions related defect(s) on the cooling system, select the appropriate repair action for that component. The allowable values are R, S, or D. Topping up coolant level and tightening coolant hoses are examples of where S is an appropriate selection in this category.
Fuel Delivery System

If you have performed adjustments or identified and/or repaired an emissions related defect(s) on any fuel system component, select the appropriate repair action. The allowable values are R, S, or D. Cleaning throttle plates, setting minimum air rate (adjusting throttle plates), and cleaning injectors are all examples of where S is an appropriate selection in this category.
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Ignition System
If you have identified and/or repaired an emissions related defect(s) on any component of the ignition system, select the appropriate repair action for that component. The allowable values are R, S, or D. Remember that S is for serviced, adjusted, or reconnected. Overhaul of a centrifugal advance mechanism, adjustment of initial timing, and reconnection of a spout connector are all examples of where S is the appropriate selection.
Additional Diagnostic / Repair Details

Any additional comments or information related to diagnosis and repair can be entered in the "General Comments" section of the RDF. The fields are limited to 80 characters but three fields are provided in case you want to enter more information. The general comments section is not meant to be used by itself to indicate a defective item. It is meant only as a means to provide additional information relating to the diagnostic and repair actions identified on the RDF. For example, if the vehicle has a compression problem, select D for Compression under the Engine Mechanical section of the RDF and then enter the compression values in the General Comments section. Do not use the General Comments section by itself to indicate a diagnostic or repair item. The General Comments section can also be used to indicate partial repairs that were completed but have also been entered as defective but not repaired. For example, if you cleaned the Air Flow Sensor but then it proved to be defective, you would select D for the Air Flow Sensor and enter a comment like Cleaned AFS but it is still not working correctly so will require replacement.
The Repair Data Confirmation Form

Once the RDF is submitted, a Repair Data Confirmation Form is generated for you to print out and give to your customer. This is for the customers records. It may also be needed at the time of re-inspection as proof of repairs in the event of communication problems between the RepairNet database server, the inspection centres computer network, and the ICBC vehicle registration database. If you wish, you can also print a copy for your own records.
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Hardcopy Repair Data Form

As a contingency in the event that you are not able to submit repair data on RepairNet, printable forms are available for use. These forms require that you affix an official AirCare Repair Centre decal to the top right corner of the hardcopy Repair Data Form. Obviously, you will need to print a few hardcopy Repair Data Forms to have on hand along with the official decals which can be obtained from PVTT at a cost of $50 per sheet of 10 decals. You can order decals from PVTT (call 604-453-5152). Important: the hardcopy Repair Data Form is only intended to be used as a last resort when you are unable to connect to RepairNet. If you find this happening repeatedly, you should consider upgrading to a more reliable Internet service.
Chapter 14 Re-inspections
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C h ap t er 1 4 - Re - i n sp ec ti o ns
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Re-inspection Procedures
The re-inspection procedures are the same as initial inspections with two exceptions:
1) If the vehicle failed the gas cap test and passed every other aspect of the initial inspection, the vehicle is not required to undergo a complete re-inspection. The motorist must take the vehicle to an inspection centre and see the inspection centre manager or assistant manager. The vehicle does not need to go into the test lanes. 2) OBD readiness requirements for re-inspections do not include the fall-back provisions of initial OBD inspections. A vehicle that has received a certified repair, and no longer has the MIL illuminated, but is not sufficiently ready for re-inspection, will only achieve a conditional pass. For more details on preparing a vehicle for an OBD re-inspection, see Preparing the Vehicle For Re-inspection on page 78.
Conditional Passes (Waivers)

When a vehicle is re-inspected following diagnosis/repairs at an AirCare Certified Repair Centre, the re-inspection result can be either a pass or a conditional pass. A conditional pass occurs when the vehicle being re-inspected is still not in compliance with the AirCare standards. In other words repairs are not complete. A conditional pass can be of two types: a cost waiver, or a qualified waiver.
Cost Waiver
If the technician has identified, estimated, and documented the cost of repairing the defect(s) that are still needed, the type of conditional pass will be a cost waiver. It is referred to as a cost waiver because the reason for the conditional pass is that the motorist chose not to authorize repairs in excess of the repair cost limits.
Qualified Waiver
If the technician did not identify the emissions defect(s), a conditional pass re-inspection result is bad news and it is referred to as a qualified waiver. It means that the vehicle is still not repaired and the technician has failed to identify the reason for the excess emissions. This is not good. The motorist probably wont be happy with this result. They shouldnt be happy with this result because it means that,
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although they paid for a complete emissions diagnosis, they didnt get it. Logically, the motorist will head straight back to your shop to demand that you complete the job that they paid for. As an AirCare technician, if you are at all concerned about your REI, your shops repair record, and your quality of work, you wont be happy with this result either. The next chapter covers the REI and how it is affected by this and all other scenarios.
Co n d i t i o n al P as se s ( W a i v er s )
Chapter 15 Customer Complaints
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C h ap t er 1 5 - Cu s to m er Co m p lai n ts
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Reasons For Customer Complaints

Complaints occur because someone is not satisfied. In the context of emissions repairs, a customers satisfaction directly relates to their expectations. Complaints often relate to the expected result of the work that a customer has authorized you to do. If they authorize you to diagnose the emission defect(s) on their vehicle and to complete all of the needed repairs, the customer will expect their vehicle to be completely repaired when you are done. If a customer authorizes you to diagnose their vehicle but not repair anything, they expect to get the results of your diagnosis. If they authorize repairs not to exceed the cost limit, and the vehicle needs more repairs than that, a conditional pass is a fair expectation. Anything better than that is a bonus. Complaints can also stem from the expected cost of repair. When a customer receives an estimate, many customers perceive that to be a quote. In other wordsa firm price. If an estimate is perceived to be a quote, that precise amount is what the customer will expect to pay when they come to pick up their car.
PVTT's Role In Emissions Repair Complaints

PVTTs certification program ensures that AirCare Certified Repair Centres are capable of performing accurate diagnostics and fair and effective repairs to failing vehicles. Ultimately, it is up to the repair centre staff to follow through with that in a fair and ethical manner. However, given that PVTT recommends motorists have their vehicles diagnosed and repaired at a shop certified by AirCare, there is an obligation for PVTT staff to mediate disputes and provide an impartial third opinion. The common goal for the repair centre, the customer, and PVTT is that failing vehicles are repaired as efficiently as possible. In other words, as completely as possible for the least cost. PVTT will try to assist both certified technicians and the public in any way possible to meet that common goal.
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Resolving Customer Complaints

Customer complaints arise when a customer is not satisfied because the actual outcome of repairs did not meet their expectations. Therefore, the problem can be narrowed down to either the outcome or the expectation.
Is The Complaint Justified?

Comparing the actual result to the expected result is an easy way to evaluate whether a complaint is justified. Obviously, you can only do this if you understand what your customers expectation is. The best way to ensure that you understand your customers expectation is to take the time to explain and document what repair their vehicle needs, what the repair is going to cost, what repairs you will be doing, and what they should expect for a result. If there has been miscommunication between the repair centre and the customer concerning the cost of repairs or the performance of the vehicle post repair, a dissatisfied customer is almost inevitable.
Unexpected Re-inspection Result?

If the customer has authorized complete repairs on the vehicle, it is expected that the vehicle will pass re-inspection. If, on the other hand, the vehicle fails re-inspection and is conditionally passed, the motorist did not get what they paid for, and they have every right to expect that you complete the repairs to the vehicle. If you made an error in the repair or the diagnosis, it should be clear that the customer should not have to pay to correct your error. If you corrected a rich mixture and the repair uncovered a NOx problem (see Are Other Problems Being Masked? on page 96), you should remind the customer that you forewarned them that this may occur. (You did tell them didnt you?) As far as getting authorization to complete any additional repairs, it will be pretty difficult to convince the customer to spend more money to get a result that they expected to get in the first place for the amount they have already paid. At a minimum, it is reasonable to expect that you complete the diagnosis that has already been paid for and, if any of the repairs were unnecessary, you should reimburse the customer for the cost of those repairs.
Unrealistic Expectations?
If a complaint stems from the customer having unrealistic expectations, the best approach is to take the time necessary to properly communicate with the customer and apologize for any misunderstandings.
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Proper and effective communication of technical issues may require the use of graphic or other physical examples to help the customer understand the situation. By far, the most useful physical item to support your position in a misunderstanding is a properly documented diagnostic result, repair estimate and work order. If you do not have a properly documented diagnosis, estimate and work order, you are not in a good position to reach an amiable resolution to the complaint. This is a lose-lose situation because you will probably lose a customer and the motorists negative perception of your shop and of the AirCare program will probably linger. Consequently, the complaint remains unresolved.
Unresolved Customer Complaints

Complaints regarding repair centres that are received by PVTT are documented in the repair centres file. When a complaint is resolved you should notify PVTT with details of the resolution to the complaint. Your file will then be updated. All complaints should be resolved as soon as possible to minimize any negative effects. Unresolved complaints against a repair centre may negatively affect the shops ability to re-certify in the future.
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Un re so lv ed C u st o me r C o mp l ain t s
Appendix A Engine Exchanges
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A - 2
A p pe n di x A - En gi ne Ex ch an g es
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Engine Change Information

Occasionally, it may be necessary or desirable to replace the engine in a vehicle with a different engine than the one with which it was manufactured. For vehicles manufactured for sale in Canada since 1971, the engine and drivetrain have been designed to allow the vehicle to conform to the applicable emission control standards for that year. Therefore, when replacing an engine, it is required that the replacement engine also be certified as meeting the same, or more stringent, emission standards as the original engine.
Some General Guidelines

When replacing an engine with an engine of the same type (ie, same engine configuration, displacement, number of cylinders, and fuel system type) the replacement engine must be of the same year as the chassis or newer. All of the emission control devices associated with the original engine must also be installed or reused from the original installation. Emission standards differ for passenger cars, light-duty trucks and heavy-duty trucks. Installing an engine from a truck in a passenger car is generally not permitted as the emission standards for the truck engine are more lenient. The following table provides some useful guidelines on installing engines from different vehicle types into other vehicles.
Table F: Acceptability of Replacement Engines

Original Engine Calibration
Passenger Car Passenger Car Passenger Car Light-Duty Truck Light-Duty Truck Light-Duty Truck Heavy-Duty Truck Heavy-Duty Truck Heavy-Duty Truck
Replacement Engine Calibration

Passenger Car Light-Duty Truck Heavy-Duty Truck Passenger Car Light-Duty Truck Heavy-Duty Truck Passenger Car Light-Duty Truck Heavy-Duty Truck
Acceptable?
Yes * No No Yes* Yes * No Yes * Yes * Yes *
* The replacement calibration must be of the same model year or newer.
When installing an engine newer than the engine originally installed in the vehicle, or an engine of a different type than the one originally installed, the replacement engine must be of a configuration certified by the original manufacturer as meeting the
E n g i n e Ch an g e I n f or m a ti o n
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Canadian federal emission standards of the year in which it was built. This includes all associated emission control hardware associated with that engine. For vehicles from model years 1998 and later, the replacement engine must have a fully functional on-board diagnostic system that conforms to the OBD-II requirements for that model year. Given that the OBD system monitors components in the vehicle other than the engine (such as the evaporative emission control system), installing engines in OBD-equipped vehicles that were not originally offered by the OEM manufacturer will not normally be possible. Replacing an engine with an engine that was optionally offered in that same vehicle type in the same year is permitted, provided that the optional engine is installed exactly as it would have been by the manufacturer including all ancillary emission control devices. Installing engines that may have been available in a given chassis type in another country is only permitted if the engine was certified as meeting an emission standard at least as stringent as the Canadian standard for the model year of the vehicle and the engine is installed in its as-certified configuration. Generally, engines from European countries or from Japan will not be suitable for installation in a North American vehicle. The test of whether a particular engine exchange is acceptable is whether the vehicle, following the engine exchange, has equivalent or lower emissions output than it had with its original engine. Conversely, engine exchanges that result in a degradation of a vehicles emissions performance relative to the original engine installation will not be permitted.
E n g i n e Ch an g e I n f or m a ti o n
Appendix B Specialty Vehicle Information
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A p pe n di x B - Sp eci al ty Ve hi cl e I n fo rmat i on
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About Specialty Vehicles

Although the majority of vehicles in daily use in British Columbia are designed and manufactured by multinational vehicle producers (i.e. those manufacturers issued World Manufacturers Identifier codes by the Society of Automotive Engineers), there are a number of specialty vehicle types that are also licensed to operate on BC roads.
Kit Cars
A Kit Car is a vehicle constructed from a kit by an individual or small-volume producer. These kits typically consist of a body, interior and chassis and may resemble a vehicle that is no longer in production or a completely unique vehicle design. The kit builder usually supplies the engine and transmission. In BC, such vehicles are normally registered as a "UBILT", "REPLICA", or"REPLIKIT".
Modified Vehicles
A modified vehicle is a production vehicle that has been altered from its original configuration to include significant powertrain, chassis and/or body modifications. In British Columbia, ICBC requires that extensively-modified vehicles be inspected by a qualified technician to ensure that standards of safety are not compromised by the modifications. Some vehicles may be registered as "Modified" with a further descriptor of the base vehicle. For example, a 1969 Charger that is extensively modified and safety inspected in 2007, would become a 2007 Modified 1969 Dodge Charger. For AirCare inspection purposes, the main consideration is the year of the chassis (1969) not the year in which the vehicle was safety inspected (2007). Therefore, the example vehicle would be tested as a 1969 model year vehicle.
Other Classifications
The same general rules apply for all other specialty vehicles not classified as "UBILT", "REPLICA" or "REPLIKIT". Regardless of the degree of modification, vehicles are required to meet AirCare standards for their year of manufacture.
Allowable Modifications
For vehicles from the 1975 model year or newer, the degree to which vehicles can be modified is limited because these vehicles
A b ou t S pe ci alt y Veh i cle s
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were certified to fairly stringent exhaust emission standards and most were equipped with catalytic converters and other emission control devices. Starting in the 1988 model year, certification standards became strict enough to require fuel injection and three-way catalytic converters on almost all passenger cars and light trucks. Provincial regulations under the Motor Vehicle Act prohibit the removal of any emission control devices installed by the manufacturer to comply with new vehicle standards, therefore any modifications performed on vehicles originally equipped with emission control devices must include provisions for those devices to be installed and to operate as designed. As emission standards for light-duty vehicles have become more stringent over the past 30 years, the scope for modifying engines has been reduced. That is even more the case with the advent of on-board diagnostic systems. California has established a certification program for aftermarket parts and accessories wherein manufacturers can demonstrate that the use of such parts does not detrimentally affect emissions performance. Parts that have been approved are identified with Executive Order (EO) number and are acceptable for use on emission-controlled vehicles. Conversely, parts that result in increased emissions are typically designated "For Off-Road Use Only". British Columbia endorses California's program and parts with EO numbers are allowed.
A b ou t S pe ci alt y Veh i cle s
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Inspection Requirements
Replicar, Replikit, Specialty, and Ubilt Vehicles
Any vehicle registered as a Replicar, Replikit, Specialty Vehicle or Ubilt on or before August 31, 1994, will be tested as though it were a 1972 vehicle. That means it will be exempt from the visual inspection requirements of the AirCare inspection, and the standards used for determining a pass or fail result on the tailpipe emission test will be those applicable to a 1972 vehicle. Any Replicar, Replikit, Specialty Vehicle or Ubilt registered after August 31, 1994 will be tested as though it were a 1988 model year vehicle. To pass the test, the vehicle must be fitted with an engine and associated emission control system sufficient to comply with the Canada Motor Vehicle Safety Standard 1103, effective September 1, 1987 (0.25 grams/kilometre HC, 2.1 grams/kilometre CO, and 0.6 grams/kilometre NOx). Generally, this will require the use of a closed loop fuel control system and a 3-way catalytic converter. Other certified engine families and associated hardware proven to comply with the above standard (e.g., any U.S. EPA certified engine family for model years 1981 and later) may also be utilized.
Collector Vehicles
Information in this section pertains only to AirCare requirements for vehicles that are or will be granted Collector status by ICBC. For details of ICBCs collector car program, visit ICBCs website at www.icbc.com. When a new application is made to ICBC for Collector vehicle status, and the vehicle is to be licensed in rating territories D, E, or H, approval will not be granted unless the vehicle has passed a recent AirCare inspection (expiry date is not in the past). If the vehicle hasn't already passed a recent AirCare inspection when the collector vehicle application is submitted to ICBC, the vehicle owner will be given a letter to provide to the AirCare inspection centre that advises them of the pending application and authorizes them to perform an idle test on the vehicle (NOTE: this authorization does not apply to modified vehicles or vehicles from model year 1975 or newer. These vehicles must pass both the ASM and the idle portions of the test). Once the vehicle has passed the inspection, Collector plates can be issued. Once granted Collector vehicle status, the vehicle is thereafter exempt from AirCare inspection, as long as the vehicle ownership remains the same and the vehicle continues to be licensed with a Collector licence.
In sp ec ti o n Re qu i remen t s
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Examples
Here are a few examples showing the AirCare requirements for Collector vehicles;
EXAMPLE 1
If a vehicle already has Collector vehicle status and ownership has not changed . . . . . . . an AirCare inspection is not required.
EXAMPLE 2
If a vehicle is currently licensed with regular plates, and the vehicle has passed a recent AirCare inspection (expiry date is not in the past), and the vehicle owner is now applying for Collector vehicle status . . . . . . . an AirCare inspection is not required.
EXAMPLE 3
If a motorist is applying for Collector status for a vehicle from a model year older than 1975, and the vehicle will be licensed in ICBC rating territories D, E, or H . . . . . . . a passed AirCare inspection is required. ICBC will give the motorist a letter to take to the AirCare inspection centre so the vehicle can be given an idle test. However, if the vehicle's last AirCare inspection report is still valid (expiry date is not in the past), a new AirCare inspection is not required.
EXAMPLE 4
If a motorist is applying for Collector status for a vehicle from model year 1975 or newer and the vehicle is to be licensed in ICBC Rating Territories D, E, or H . . . . . . a passed AirCare inspection is required. The vehicle must pass both the driving (ASM) and idle portions of the test. Vehicles from model year 1988 or newer must have a catalytic converter if one was originally fitted. However, if the vehicle's last AirCare inspection report is still valid (expiry date is not in the past), a new AirCare inspection is not required.
Antique Vehicles
1934 and older vehicles licensed as Antique or Vintage vehicles are exempt from the AirCare program due to their limited use (parades, exhibitions, etc). For more details on licensing antique vehicles, see ICBCs website at www.icbc.com.
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Common Issues For Specialty Vehicles

Vehicles that were designed prior to the introduction of emissions controls (1967 and older) are simpler in the sense that there is less to go wrong. Unfortunately, misconceptions about normal emission levels from older vehicles sometimes make it harder than it needs to be for them to pass an AirCare inspection.
Are the Standards Appropriate?

AirCare standards are appropriate to the technology of the vehicle. The thought that older vehicles cannot comply with AirCare standards and run smoothly at the same time is incorrect. If an engine adjusted so that emissions are below the AirCare standards runs rough or has poor performance this is most likely due to the presence of an uncorrected defect. What may cause confusion for some is the fact that many defects can be covered up by richening the fuel mixture. For example, a vacuum leak that disrupts the air-fuel mixture going into one or more cylinders may cause the engine to idle rough. Richening the mixture may make the engine run smoother but it will also cause the CO emissions to be excessive. The solution is to repair the vacuum leak so that the engine runs smooth when the fuel mixture is correct. Another example of repairable defect being covered up with a band-aid solution is a vehicle with high HC emissions caused by intermittent misfires at idle due to poor valve sealing. Retarding the ignition timing may reduce the HC enough to pass but will severely harm engine performance and economy. This detuning is a band-aid to cover up the real problem which is the need for a valve job.
About Carburetor Calibration

One of the most common sources of emissions problems on older vehicles is the calibration of the carburetor(s). A carburetor is properly calibrated when the fuel metering components such as jets and rods provide the correct amount of fuel for all of the possible operating conditions. Worn out or mis-calibrated carburetors will result in excess carbon monoxide (CO) emissions (too much fuel). For any pre-emissions control vehicle, if the carburetor is calibrated correctly, CO levels will be between .30% and 2.00% under light load conditions (such as the AirCare inspection). A common mistake that is made when calibrating a carburetor is to select jets and/or metering rods that cause a relatively rich mixture throughout the operating range rather than just during the
C om m o n I s su es F o r S pe ci al t y V eh i cle s
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operating conditions where a rich mixture is required for maximum performance (acceleration and heavy load conditions). An excessively rich mixture throughout the operating range will not only cause excessive CO emissions, but will also result in higher fuel consumption and reduced engine life.
What If It Cant Pass?

If a vehicle cannot pass an AirCare inspection despite the engine being tuned to original factory specifications (including internal engine specifications such as cam lift and duration, compression ratio, bore and stroke, etc.), an AirCare certified technician should review the test results with technical staff at the AirCare administration office. If your engine is running as good as it can, special standards or test instructions may apply.
Summary
The basic combination of an internal combustion engine, carburetor(s), and ignition system has some fundamental characteristics that are common to all motor vehicles, whether it be a 1928 Model A, or a 1965 V-8 with triple carburetors. To function normally, the engine needs to be mechanically sound (good compression, no vacuum leaks), the carburetor must deliver the correct amount of fuel, and the ignition system must produce sufficient spark energy in each of the engine's cylinders at the right time. When an engine, its fuel system, and its ignition system are functioning normally, the emissions should be well below the maximum allowable levels during an AirCare inspection.
C om m o n I s su es F o r S pe ci al t y V eh i cle s
Appendix C Alternative Fueled Vehicle Information
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A p pe n di x C - Alt e r n at i ve F u el ed V e h i cl e I n fo r m a ti on
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OEM Alternative Fuel Vehicles

1987 and earlier model year vehicles produced by an original equipment manufacturer (OEM) to operate on fuels other than gasoline or diesel were not subject to federal emission standards. As a result, a certain number of propane and natural gas vehicles were produced without emission control devices. Every attempt has been made to incorporate the vehicle identification numbers of these factory-built vehicles into the AirCare vehicle database, and therefore exempt them from visual inspection. However, if the VIN is not included in the database, the vehicle owner may be required to show documentation that their vehicle is a factory-built alternative fuel vehicle and not an aftermarket conversion if they wish to be exempt from visual inspection. These vehicles are required to meet the same tailpipe emission cutpoints as gasoline vehicles for HC and CO but not for NOx. 1988 and later model year vehicles produced by an OEM to operate on fuels other than gasoline or diesel were subject to the same federal emission standards as gasoline fueled vehicles. These vehicles are required to meet the same tailpipe emission cutpoints as gasoline vehicles for HC, CO, and NOx.
O E M A lt er na t ive F u el Veh i cle s
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Conversion to Alternative Fuels

All Conversions
Production vehicles that have been converted in the aftermarket to operate on an alternative fuel must meet the same tailpipe emissions cutpoints as gasoline vehicles. Model year 1998 and newer vehicles that have been converted will receive an OBD inspection, but its results will only be advisory. All conversions will receive a tailpipe test which will determine the pass or fail inspection result. The general requirement for vehicles converted to operate on an alternative fuel is that they cannot be degraded in terms of emissions performance. With a few exceptions as noted below, this means that all factory installed emission control systems must be retained and must be functional.
Dedicated Propane or Natural Gas

If a vehicle fuel system has been converted to exclusive operation on an alternative fuel, all of the original emission control systems, including an air/fuel ratio feedback system if originally fitted, should still be functional when running on that fuel except for the following; On a vehicle converted to run on a single alternative fuel, the air cleaner may be removed and replaced with a suitable alternative. However, the breather for the crankcase ventilation system must be configured so that blowby gases do not escape into the atmosphere when the engine is running. On a vehicle converted to run on a single alternative fuel which is normally held under pressure, and the gasoline tank has been removed from the vehicle, it is permissible to remove the gasoline tank evaporative control system, and it will not be necessary to inspect the fuel cap or filler inlet restrictor.
Dual-Fuel Propane or Natural Gas

For vehicles converted to dual-fuel propane or natural gas, the heated air intake may be removed or blocked in the cold air position, only when operating on the alternative fuel. No other modifications to the factory-installed emissions control systems are allowed. All of the foregoing provisions are fully retroactive and apply to any fuel system conversion regardless of when that conversion was carried out.
C on v ers io n t o Al te rn at iv e Fu el s
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Air/Fuel Ratio Feedback Control System

Conversion before November 1, 1993
For dual-fuel vehicles still capable of running on the fuel intended by the original manufacturer and an air/fuel ratio feedback control system was originally fitted, this system should still be functional when running on the original fuel, and the vehicle's emissions should still meet the standard to which the vehicle was originally certified.
Conversion on or after November 1, 1993

If a vehicle was originally fitted with an air/fuel ratio feedback control system, and is still capable of running on the fuel intended by the original manufacturer, the air/fuel ratio feedback control system must still be completely functional when running on that fuel. Any fuel system which is added to, or replaces the original fuel system on a vehicle which was originally fitted with an air/fuel ratio feedback control, must incorporate an air/fuel ratio feedback control system which performs a similar function to the feedback control on the original fuel system but is suitable for use as part of the additional or replacement fuel system.
Definitions
"air/fuel ratio feedback control system" means a system which senses the oxygen content of the vehicle exhaust gases and uses this information to maintain a correct air/fuel ratio. "alternative fuel" means either a fuel other than gasoline or diesel, or, a fuel other than the one for which the vehicle was originally certified.
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Appendix D Permissible Use Of AirCare Mark
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A p pe n di x D - Permi ssi b le Us e Of Ai rCa re Mar k
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The AirCare Logo

The AirCare logo is a registered official mark of the Province of British Columbia and can only be used with prior written consent of the Superintendent of Motor Vehicles through PVTT. AirCare Certified Repair Centres are authorized to use the logo but only in a specific fashion (see Figure 30 and Figure 31) and for specific purposes: for promotional literature for newspaper advertisements for work orders for Yellow Pages advertisements to display signage advertising their status as an AirCare Certified Repair Centre but only by agreement with Pattison Sign Group (telephone 604-215-5526). If the logo is used in any printed advertisements, the certification number of the repair centre must be included in the advertisement. If the logo is used in subscription based advertising, remember that it is the repair faciltys responsibility to ensure their AirCare certification is valid before renewing advertising agreements. PVTT is not responsible for the validity or usefulness of any advertising. For colour print the word AirCare must appear as shown in Figure 30. The font used must be ITC Garamond Bold and the registered mark symbol must follow the word "AirCare".
Colour Must Be Blue Pantone 072 RGB = 15-35-140 Hex #003399
Colour Must Be Green Pantone 360 RGB = 96-198-89 Hex #60C659
Font can be no larger than 1" in height.
Certification No.
AirCare
Figure 30: AirCare Logo Usage For Color Print
T he A i r C are L o g o
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For black and white print the word AirCare must appear as shown below in Figure 31. The font used must be ITC Garamond Bold and the registered mark symbol must follow the word "AirCare".
Font can be no larger than 1" in height.
Air
Certification No.
Figure 31: AirCare Logo Usage For Black and White Print
The limited authority granted to AirCare Certified Repair Centres for the use of the logo may be rescinded at any time and will automatically become invalid should the repair centre cease to be certified for any reason. PVTT, TransLink, ICBC, and the Province of British Columbia assume no liability for damages, consequential or otherwise, related to the use of the AirCare official mark.
T he A i r C are L o g o
Appendix E AirCare Certified Repair Centre Requirements
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A p pe n di x E - Ai r Ca r e Ce r t i f i e d Re p ai r Ce n tr e R eq u i r e m en ts
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1. BUILDING REQUIREMENTS
All AirCare Certified Repair Centres accepted by the AirCare Program Administration Office (PAO), to participate in the AirCare Program must be constructed and equipped so as to comply with all federal, municipal and local requirements AirCare Certified Repair Centres must be heated as necessary to maintain the temperature operating ranges specified for exhaust gas analyzers.
2. REFERENCE MATERIALS
Each AirCare Certified Repair Centre shall maintain an up-to-date compilation of reference materials for passenger vehicles, trucks and motor homes subject to the AirCare program that the AirCare Certified Repair Centre normally encounters in its business. The minimum compilation is current model year minus seven years. For example, in 2008, an AirCare Certified Repair Centre is required to have reference materials up to and including the 2001 model year. The compilation of reference materials is not limited to hard copy manuals but may also include electronic media. AirCare Certified Repair Centres wishing to be certified with on-line access to reference materials shall provide the PAO with proof of a prepaid annual subscription for the on-line service with a minimum of 100 minutes per month. The compilation of tune-up specifications shall as a minimum include; Tune-up Specifications & Procedures Computerized Engine Controls Fuel Systems Emissions Control Applications Vacuum/Electrical Diagrams
3. TOOLS
Each AirCare Certified Repair Technician shall have hand tools available for use. If a vehicle manufacturer specifies that special tools or testing equipment must be used to perform certain repairs on certain vehicles, the AirCare Certified Repair Centre must have available such equipment, whenever such repairs are being performed on those vehicles.
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4. TEST EQUIPMENT
Each AirCare Certified Repair Centre must have all the equipment listed below on site, operational and well maintained. The meters, gauges, etc. listed may be furnished either as separate items or as components of a complete system such as an engine analyzer. 1) Oscilloscope or other ignition analyzer capable of displaying ignition patterns, cylinder power contributions, sensor waveforms and injection patterns of vehicles inspected at AirCare Certified Repair Centres. Ammeter Ohmmeter Voltmeter Tachometer Vacuum/pressure gauge Distributor advance tester Ignition timing light or timing light with timing adjustment to substitute for item #7 Vacuum pump for applying simulated manifold vacuum to emissions control devices
2) 3) 4) 5) 6) 7) 8)
9)
10) Cam-angle/dwell meter 11) Compression test gauge 12) Exhaust emissions analyzer utilizing a gas bench and calibration gases certified by the California Bureau of Automotive Repair as meeting BAR 84 or better specifications. 13) Scan tool and associated software for both domestic and imported vehicles to allow the extraction and interpretation of computer fault codes from any vehicle being repaired that is equipped with an oxygen sensor and malfunction indicator light. The scan tool must also be compatible with the current On Board Diagnostic (OBD II) systems on 1998 and newer vehicles and must include the ability to determine Readiness Monitor status. The requirement for scan tool software in terms of model year coverage is the current model year minus seven years.
14) Computer with Internet access.
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15) Printer that is capable of printing copies of the RDF for the AirCare Certified Repair Centre's customers. 16) Portable handheld digital storage oscilloscope (DSO) or graphing multi-meter capable of capturing and displaying waveforms of sensor voltages in real time. The DSO or graphing multi-meter must meet the following specifications at a minimum: 2 channels with individual voltage range selectable for each channel ability to store or freeze waveforms time per division adjustable from 50s to 30s (180 seconds full range) volts per division adjustable from 50mV to 10v (80 volts full range).
5. STAFF REQUIREMENTS
Each AirCare Certified Repair Centre Certified Repair Technician on staff. must have an AirCare
AirCare
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AirCare

Certified Emissions Repair Manual

Chapter 2: AirCare Certification

Chapter 3: Vehicle Inspection Report

Chapter 4: Detailed Inspection Data

OBD Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Aborted Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Sources of Detailed Inspection Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Chapter 5: Diagnostic Trace Report

Chapter 6: Obtaining Additional Diagnostic Information

Chapter 7: OBD Diagnostic Procedures

Chapter 8: Diagnostic Procedures

Chapter 9: Obtaining Technical Assistance

Chapter 10: Repair Cost Estimates

Chapter 11: Repair Cost Limits

Chapter 12: Complete Repairs vs. Partial Repairs

Chapter 13: The Repair Data Form (RDF)

Chapter 14: Re-inspections

Chapter 15: Customer Complaints

Appendix A: Engine Exchanges

Appendix B: Specialty Vehicle Information

Appendix C: Alternative Fueled Vehicle Information

Appendix D: Permissible Use Of AirCare Mark

Appendix E: AirCare Certified Repair Centre Requirements

Certified Emissions Repair Manual

Certified Emissions Repair Manual

Air Pollution In The Lower Fraser Valley

Certified Emissions Repair Manual

Certified Emissions Repair Manual

AirCare Program Overview

Vehicles Subject to AirCare

A irC are P rog ra m Ove rvi ew

Certified Emissions Repair Manual

Inspection Centre Network

Inspection Centre Locations

A irC are P rog ra m Ove rvi ew

Certified Emissions Repair Manual

Visual and Functional Inspections

Exhaust Emission Inspections

A irC are P rog ra m Ove rvi ew

Certified Emissions Repair Manual

A irC are P rog ra m Ove rvi ew

Certified Emissions Repair Manual

About Pacific Vehicle Testing Technologies

PVTT's AirCare Mission Statement

Certified Emissions Repair Manual

About This Manual

How To Use This Manual

Certified Emissions Repair Manual

Symbols Used in This Manual

Certified Emissions Repair Manual

Chapter 2 AirCare Certification

Certified Emissions Repair Manual

Certified Emissions Repair Manual

Certified Emissions Repair Manual

Requirements for AirCare Certification

Requirements For Repair Centre Certification

Certified Emissions Repair Manual

AirCare Certified Repair Centre Number

M.A. (Martin) Lay, CEO, AirCare

Figure 1: Code of Practice

Requirements For Repair Centre Re-certification

Certified Emissions Repair Manual

Repair Centre Performance Monitoring

Performance Indicator Initiated Suspension Policy