Nescaum 3b OBD

ONBOARD DIAGNOSTIC (OBDII)
SYSTEMS
Rob Klausmeier
Betsy Dorries
October 2005
1
COURSE OUTLINE
• Overview of OBDII
– Getting Vehicles “Ready”

– Key Features of OBDII
– Results of OBDII tests in I/M Programs
– Future OBD Requirements
2
Overview of OBDII Systems
• OBD IS NOT NEW! It was invented by
automakers in the early 80s to help diagnose
computer controlled engine systems.
• While being a promising concept, early OBD

systems had major limitations.
• OBDII regulations were developed to maximize

the benefits of onboard diagnostic systems.
3
Overview of OBDII Systems
• The federal government established regulations
that required all vehicles to meet specific and
consistent requirements for a second generation
of onboard diagnostics; this is termed OBDII.
• This second generation OBD system was phased
in starting in model year 1994. By the 1996 model
year, all light-duty vehicles, and by 2004 all
medium-duty vehicles sold in the United States
had to meet OBDII standards.
• The primary purpose of OBDII is to insure that
vehicles emit the minimum amount of pollutants
through their useful life.
4
Features of OBDII Systems
• Standardized protocols for communicating with
scan tools through a standardized data link
connector (DLC) located in an easily accessible
location
• Determination and recording of readiness status of
emission control system monitors
• Standardized requirements for illumination of the
malfunction indicator lamp (MIL)
• Standardized diagnostic trouble codes (DTCs)
• Freeze frame
5
Standardized Data Link Connector (DLC)
• OBDII regulations require that manufacturers use a

standardized diagnostic connector. This is to allow a generic
scan tool to be used on all OBDII equipped systems.
• The connectors for early OBD systems were not

standardized. Technicians need a wide variety of interfaces to
properly connect to early OBD systems on different vehicles.
• The newly designed diagnostic connector for OBDII, officially

known as the DLC, contains 16 terminals. Seven of these are
OBDII specific, while the remaining nine are reserved for the
discretionary purposes of the manufacturer.
6
Standardized Communication Protocol
• OBDII regulations have required that manufacturers

use a few different standardized communications
protocols. This was to allow a generic scan tool to
be used on all OBDII equipped systems.
• Due to improved technology and resolving
compatibility issues in communication,
manufacturers are now phasing in a common
communication protocol: Controller Area Network
(CAN).
• By the model year 2008 all manufacturers must
communicate to OBD II approved scan tools using
CAN. Phase in began in 2003.
7
Controller Area Network (CAN)
• The CAN communication system operates over two

wires in the DLC at much faster rates than any
previous communication protocol.
• Vehicles communicating with CAN are capable of
providing over 200 data parameters with a greatly
increased update rate.
• Many OBD II scan tools will not be able to
communicate with CAN vehicles unless they are
upgraded or replaced. Most scan tool manufacturers
have already produced updates or new tools,
contact your provider for more information.
8
DLC DLC
CAN will use pins 6 and 14

All connectors should also have pins 4 (Chassis Ground), 5 (Signal Ground), and 16 (Battery Positive).
Pin 2 Pin 6 Pin 7 Pin 10 Pin 14 Pin 15 Standard
USES - - - - J1850 PWM
USES - - - - - J1850 VPW
ISO9141/14230
- - USES - - USES KEYWORD
ISO15765
- USES - - USES - CAN
9
DLC Location
• The diagnostic connector is required to be located
between the driver’s end of the instrument panel and
approximately one-foot beyond the vehicle centerline,
on or below the instrument panel.
• On most vehicles, the connector is located beneath
the instrument panel, near the steering column. And
the connector is usually exposed.
• Some vehicles have hard to find DLCs.
10
Typical DLC Location
11
Not So Typical DLC Locations
Back Seat
12
Hidden Behind Cover
13
Hidden Behind Two Covers
14
Hidden Behind Wood Cover
15
% of Vehicles with
Communication Problems
2.50%
2.00%
1.50% OR
WI
1.00%
IL
0.50%
0.00%
No COM No DLC
16
READINESS
• OBDII systems have up to 11 diagnostic monitors.
Diagnostic monitors are periodic tests run on specific
systems and components to ensure that they are
performing within their prescribed range.
• OBDII systems must indicate whether or not the
onboard diagnostic system has monitored each
component or system.
• Components or systems that have been diagnosed
are termed “ready”. This means they were tested, not
that they passed the test.
• The purpose of recording readiness status is to allow
technicians to determine if the vehicle’s OBDII system
has tested the components and/or systems.
17
18
READINESS (Continued)
• Once a monitor has been set to “ready”, it will
continue to indicate “ready” unless the vehicle’s
battery is disconnected or codes are cleared, with a
few exceptions.
• Normally, the readiness status of all components or
systems will be “ready”.
• However, if the vehicle’s PCM (Powertrain Control
Module (PCM is OBD II terminology for the powertrain
computer) has lost power, or if DTCs have been
recently cleared with a scan tool, all non-continuous
components or systems will be set to “not ready”.
19
% of Vehicles Not Ready
(>2 Monitors Not Ready)
12.00%
10.00%
OR
8.00%
WI
6.00%
IL
4.00% CA
2.00% TX
0.00%
1996 1997 1998 Overall
20
Non-Continuous Monitors
• The monitors listed below are termed non-continuous
monitors:
 02 Sensor
 O2 Sensor Heater
 Catalyst
 Evaporative System
 EGR System
 Secondary AIR System
 Others if vehicle is so equipped (heated catalyst, and
A/C system)
• Readiness is an issue only with these non-continuous

monitors.
21
Enabling Criteria
• Non-continuous monitors can only run (test the
system) when the vehicle conditions are appropriate
for testing. These operating parameters are typically
termed enabling criteria.
• As an example, the catalytic converter could not be

tested when the vehicle was cold (the cat was not “lit”)
or when the throttle was wide open (no converter can
manage full enrichment emissions). The PCM could
also not test the system if a major input signal was
faulty, if the Mass Airflow (MAF) sensor or an O2S
were faulty, the PCM would not be able to regulate fuel
or evaluate the converter.
22
Typical Criteria for EVAP Monitor
• No DTCs set
• Barometric pressure exceeds 75 KPA (below
roughly 14,000 feet
• At start-up, IAT & ECT is between 40º and 100º F
• ECT is not more than 12º greater than IAT
• Fuel tank level is between 25% and 75%
• The TPS is between 9% and 35%
• The EVAP purge solenoid is at 50% PWM within
65 seconds of run time
Whenever these criteria are met the PCM will run

the EVAP monitor
23
Oxygen Sensor Monitor
• The Oxygen Sensor (O2S) Monitor consists of
two tests:
• Sensor amplitude test -- The PCM switches the air
fuel ratio rich and lean to see that the O2S can
produce a voltage at the low and high threshold,
typically .2 and .8 volts.
• Sensor switch rate test – The PCM switches the air
fuel ratio at a specified rate and watches the rate
of change from the O2S above and below the rich
lean threshold. It must typically switch in 50 to 100
milliseconds.
24
Oxygen Sensor Heater Monitor
• The Oxygen Sensor (O2S) Heater Monitor
tests to be sure that the heater circuit is
functional.
• Manufacturers perform this testing using
several different methods. Typical tests
include: testing after a cold start and watching
the time until O2S activity; monitoring current
flow through the heater element; and cycling
the heater on and off and watching the
change in current as resistance increases.
25
% of Vehicles with O2S Monitor
Not Ready
12.00%
10.00%
OR
8.00%
WI
6.00%
IL
4.00% CA
2.00% TX
0.00%
1996 1997 1998 Overall
26
% of Vehicles with O2S Heater
Monitor Not Ready
8.00%
7.00%
6.00%
5.00% OR
4.00% WI
3.00% IL
2.00% TX
1.00%
0.00%
1996 1997 1998 Overall
27
Catalyst Monitor
• The three-way catalytic converter is used to
convert the primary exhaust pollutants (HC, CO
and NOx) into carbon dioxide (CO2), water (H2O)
and nitrogen.
• The cat monitor diagnoses the catalytic converter
by comparing the signal between the upstream
and downstream oxygen sensors.
• The catalyst must be 60% efficient to pass the
test. Many early OBD II vehicles are now failing
this test and setting a P0420 DTC.
28
Catalyst Monitor Passed
The pre-cat O2S in red is switching normally. At the mid point of

the recording the PCM begins the catalyst monitor by switching
the A/F ratio at a steady and high frequency. The front O2S
shows fine amplitude and switch rate.
The post-cat O2S in blue is staying steady both before and after
the test. This indicates that the converter is doing its job of using
oxygen to oxidize hydrocarbons.
29
Catalyst Monitor Failed
Again, during the mid-point of the recording, the PCM “feeds” the
cat and watches the rear O2S response, in blue. The post-cat
O2S response rate is almost identical to the front O2S. It is
unable to oxidize the hydrocarbons.
This recording is of a 1996 vehicle with 122,000 miles with a
DTC P0420, Low Catalyst Efficiency. The previous slide showed
the same vehicle with a new converter installed.
30
% of Vehicles with CAT Monitor
Not Ready
25.00%
20.00%
OR
15.00% WI
IL
10.00%
CA
5.00% TX
0.00%
1996 1997 1998 Overall
31
EVAP Monitor
• Non-enhanced systems used between 1996 and
1999 tested the system only to verify purge flow.
• Enhanced systems were phased in beginning in

1996 at 20%, 1997 at 40%, 1998 at 90% and 2000
at 100%. Enhanced systems were required to check
for EVAP system leaks.
• Early enhanced EVAP systems were designed to

detect a level of HC loss equal to or greater than an
opening in the system of 0.040”. 2000 and newer
EVAP systems check for a .020” leak.
32
% of Vehicles with EVAP
Monitor Not Ready
16.00%
14.00%
12.00% OR
10.00% WI
8.00%
IL
6.00%
CA
4.00%
TX
2.00%
0.00%
1996 1997 1998 Overall
33
EGR Monitor
• The EGR system recirculates non-combustible
exhaust gases back into the cylinder to dilute the
incoming air/fuel charge. This cools the
combustion chamber down and reduces Oxides of
Nitrogen (NOx).
• The EGR system is monitored for high and low
flow rates, sensor and output failures, and lack of
correlation between PCM commands and
indicated flow.
• The system monitor may use a MAP, DPFE, or an
exhaust gas temperature sensor, or Long Term
Fuel Trim (LTFT) to evaluate EGR flow.
34
% of Vehicles with EGR Monitor
Not Ready
10.00%
8.00%
OR
6.00%
WI
4.00% IL
TX
2.00%
0.00%
1996 1997 1998 Overall
35
Other Non-Continuous
Monitors
• Secondary Air Injection Monitor -- If the vehicle is
equipped with an air injection system, it must be
monitored for flow. Modern AIR systems use an
electric pump for 90 seconds after start-up to pump
air to the exhaust manifold to reduce cold-start
emissions by oxidizing HC and CO in the manifold
and heating up the converter faster. The monitor
typically watches the O2S while the pump is
energized.
• Heated Catalyst and A/C System -- If the vehicle is
equipped with a heated catalyst, then it must be
monitored. Also, if the vehicle uses R12 as an A/C
refrigerant, then the A/C system must be monitored
for leaks. Currently, no vehicles sold in the U.S. use
R12 as an A/C refrigerant.
36
Continuous Monitors
Some of the vehicle components or systems are
continuously tested by the vehicle’s OBDII system, while
others are tested only under specific vehicle operating
conditions.
The continuously monitored components listed below are
always ready:
Fuel System
Misfire
Comprehensive Components
37
Misfire Monitor
• Monitoring misfires and identifying offending
cylinders is a requirement of OBDII. This is
typically accomplished by monitoring crankshaft
deceleration. If a cylinder does misfire fully or
partially, the reduced force on the piston slows
down the crankshaft.
• The monitor looks for a change in crankshaft
speed as indicated by a change in the pulse
width or frequency outputted by the crankshaft
position sensor.
38
39
Fuel System Monitor
• Using feedback from the oxygen and other
sensors, the PCM manages the fuel system to
optimize engine combustion conditions.
• OBDII regulations require that the fuel system be
continuously monitored. The MIL is illuminated if
the fuel system cannot be controlled by the
PCM.
• Criteria for setting the MIL varies by
manufacturer but typically if LTFT is above + 20-
25% or if it is below -20-25% a lean (+20) P0171
DTC, or rich (-20) P0172 DTC is set.
40
Comprehensive Components
Monitor
• The on-board system must check for malfunctions in
any electronic component or system that either provides
input to, or receives commands from the PCM for
emissions control.
• Sensor inputs are to be tested for functionality (is it

working?) and rationality (do the readings make
sense?).
41
Functional Checks
• Functional tests are performed between key on

and key crank. The PCM sends a small current
through components and monitors return.
• Example: Circuit Continuity – Problems with
circuit continuity include any type of electrical
circuit fault, (open circuit, short to voltage or
ground) switch or sensor failures, (opens,
internal shorts, shorts to ground or voltage) and
PCM internal problems.
42
Rationality Checks
• The PCM tests sensors to be sure their signals
make sense by comparing them with other
inputs.
• Example -- the Throttle Position Sensor --If the
engine speed is high, engine load indication is
high and airflow is high, but the Throttle Position
signal indicates a closed throttle condition, then
the OBDII system must detect the fault and set
an appropriate DTC.
43
How Monitors Become Ready
• The PCM sets a monitor to “ready” after an
appropriate drive cycle has been performed
within one key-on, engine-run, key-off cycle.
• The drive cycle that enables a monitor and
sets readiness codes to “ready” varies for
each individual monitor. This monitor specific
drive cycle is frequently called a “trip”.
• Normal driving usually sets a monitor to ready
in a couple days.
44
THIS GENERIC DRIVE CYCLE IS INTENDED TO ALLOW
ALL THE MONITORS TO RUN.
45
Getting Vehicles Ready (cont.)
• If the driving habits of the vehicle owner or
environmental conditions are such that an
appropriate drive cycle has not been completed,
the monitors will not be ready.
• As an example, the catalytic converter will
generally only be monitored when the vehicle is
fully warm, at highway speed, and under light
load. A vehicle that never sees these conditions,
this trip, will never be ready, since the cat
monitor will never run.
46
SOME VEHICLES ARE HARD TO
GET READY
• The following vehicles are exempted from
readiness requirements in Delaware:
– 1996 Subaru (all models) – Monitors sets to not ready

when engine is turned-off.
– 1996 - 1998 Mitsubishi (all models) – Requires all
monitors to run in 1 or 2 trips.
– 1996-1998 Volvos
– 1996 Mercedes
– 1996 Hyundai
47
INFORMATION ON HOW TO GET
VEHICLES READY
• iATN: www.iatn.com, technical resources
• Manufacturer’s websites: List available at
www.nastf.org, OEM service matrix
• OBDII clearinghouse:
www.obdclearinghouse.com.
• CSU OBD website: www.ncvecs.colostate.edu.
• Many scan tools have monitor criteria available
• In the future, EPA will mandate that drive cycles
for all 1996 and newer vehicles must be publicly
available.
48
49
50
MALFUNCTION INDICATOR
LAMP (MIL)
• The Malfunction Indicator Lamp (MIL) is the

official term for the warning light that is
illuminated by the vehicle’s OBD system when a
malfunction occurs.
• Before OBDII, the criteria to illuminate the

warning light was not consistent among the
vehicle manufacturers.
51
Malfunction Indicator Lamp
(MIL)
52
MIL Illumination Criteria
• The purpose of the MIL is to alert the driver to the
malfunction so repairs can be performed in a timely
manner.
• The MIL illuminates when a failure occurs which could
cause vehicle emissions to exceed 1.5 times their
designed standard. This may include sensors that do not
immediately impact emissions and often include
transmission codes, such as TCC or a shift solenoid, that
clearly will effect emissions.
• The MIL also illuminates when a problem is detected in a
component that is used as part of the diagnostic strategy
for any other monitored system or component.
• The MIL can only be used to indicate actual problems in
the emission control system. It cannot be used as a
maintenance reminder, e.g., change oil.
53
Types of MIL Illumination
 When severe misfire occurs that could damage the

catalytic converter, the MIL is required to flash on and
off once per second. Flashing is intended to
discourage vehicle operation.
 Constant illumination of the MIL (i.e., it is not flashing)

indicates that a problem has been detected and the
vehicle should be serviced as soon as possible.
54
Can PCM Turn MIL Off?
• The powertrain control module (PCM) can
turn the MIL off if the problem does not
reoccur for three consecutive trips.
• For some monitors, the vehicle must be
operated under similar conditions to those
that occurred when the vehicle originally
illuminated the MIL before the MIL can be
turned off.
55
MIL Status
• MIL status refers to whether or not the PCM has
commanded the MIL to be on.
• The purpose of checking MIL status using the

inspection system is to determine if the vehicle’s
OBD system has commanded the MIL to turn on
based on a malfunction. This allows you to
determine if there is a malfunction, even if the
MIL is not actually illuminated, The MIL may not
be on because of a problem with the MIL itself,
or due to tampering with the MIL.
56
% of Vehicles with MILs
Commanded On
16.00%
14.00%
12.00%
10.00% OR
8.00%
WI
6.00%
IL
4.00%
2.00%
0.00%
1996 1997 1998 Overall
57
Oregon’s OBD
MIL Rate by Vehicle Mileage?
12%
11.18%
10%
8%
7.33%
6%
4%
3.86%
2%
1.44%
0.82%
0%
>100 76-100 51-75 26-50 0-25
58
Miles (x1,000)
Oregon’s OBD MIL Rate
vs Mileage for Model Year 1996?
17%
16%
15%
14%
13%
% PCM MIL Command.
12%
y = -8E-06x 3 + 0.0005x 2 - 0.0025x + 0.0365
11%
2
10% R = 0.9472
9%
8%
7%
6%
5%
4%
3%
2%
1%
0%
15
25
35
45
55
65
75
85
95
5
10
11
12
Mileage (x1,000) Bins 59
Oregon’s OBD MIL Rate
vs Mileage for Model Year 1997?
17%
16%
15%
14%
13% y = 3E-06x 3 + 0.0001x 2 - 0.0001x + 0.0107
% PCM MIL Command.
12%
R2 = 0.9825
11%
10%
9%
8%
7%
6%
5%
4%
3%
2%
1%
0%
15
25
35
45
55
65
75
85
95
5
10
11
12
Mileage (x1,000) Bins 60
Visual Inspection of Malfunction
Indicator Lamp (MIL)
• In many OBDII I/M programs, inspectors
perform visual checks of the MIL:
– Key-On Engine Off (KOEO)
– Key-On Engine Running (KOER)
• In DE inspectors only perform a KOER

visual check if the vehicle will not
communicate.
61
Visual Inspection of Malfunction Indicator
Lamp (MIL) -- key on, engine off – (KOEO)
• The inspector determines if the instrument panel
Malfunction Indicator Lamp (MIL) illuminates when
the ignition key is turned to the “key on, engine off”
(KOEO) position.
• On most vehicles, the MIL will stay illuminated as

long as the key is in the “key on, engine off”
position. However, on some vehicles, e.g., Chryslers
Hondas/Acuras, the MIL will illuminate very briefly
when the key is turned to the “key on, engine off”
position and then will go out. This is acceptable.
62
63
64
Visual Inspection of Malfunction Indicator
Lamp (MIL) -- key on, engine running –
(KOER)
• Some programs perform the KOER check.
• The inspector starts the engine and then

determines if the MIL is illuminated while
the engine is running.
65
66
Sometimes inspectors look at the
wrong light!
• The MIL will say “Service Engine Soon,”

“Check Engine,” or use the international
engine symbol.
• Maintenance reminder lights are not MILs.
• Vehicles should not be failed if their
maintenance reminder lights are on, but
sometimes they are.
67
68
DRIVER UNDERSTANDING OF MIL
• Focus group studies find that motorists do not

understand the MIL.
• Confused and concerned by light
– Immediate breakdown?
– Need to pull over?
– Over-heating?
– Time for routine maintenance?
• Virtually no understanding of link with emissions
69
Understanding of MIL
• General nature of message “Check Engine” or
“Service Engine Soon” and mysterious icon
(radiator? submarine? helicopter? coffeepot?)
add to confusion
• Some: “Flashing light indicates more serious
problem”
• Others: “Flashing light indicates less serious
problem (bad light or system can’t make up it’s
mind)”
70
“My first thought was ‘What’s my engine temperature?’
I’m always worried that it’s going to blow up.”
“I would stop. I’m very car-illiterate... I would stop and
look in the manual.”
“I would have pulled over and looked for something
obvious — something over-heating or leaking or a
broken belt.”
“Every 2000 miles the “Check Engine Light comes on
when your engine needs to be serviced, and they
just re-set it.”
71
“When it came on before, I ended up taping over it because it
wouldn’t go off. I asked my mechanic about it, and he said I
didn’t have to worry bout it. It’s just routine. They come on at
a certain mileage interval when maintenance is due. You can
have it re-set, or you can use duct tape.”
“I heard from my in-laws that it was a routine issue that would
not affect the car’s functioning... and it would be okay to
ignore it. It kept going on and off. I ignored it for a year until I
traded in the car.”
“I checked the manual. The way the manual was written was
like ’Stop immediately. Get off the road. Call your dealer’ ... It
said something serious was wrong. I brought it in, they
looked it over, and said it was just a malfunction of the light.
There was nothing wrong with it.”
72
DIAGNOSTIC TROUBLE CODES
(DTCs)
• Whenever the MIL is illuminated a DTC
should be stored in the PCM.
• Before OBDII, each manufacturer had their
own specific trouble code list and code
definitions.
• Under the OBDII requirements, all
manufacturers must comply with a
standardized convention for DTCs.
• The universal DTC format consists of a 5-
character alphanumeric code, consisting of a
single letter character followed by four
numbers.
73
NEW DTC STRUCTURE
74
DTC LISTINGS
A listing of DTCs, including P0, P1,
P2A, P2 and P3 generic codes are
available at IATN, www.iatn.com
under the technical resources list.
The list can be printed or
downloaded for easy access in
your shop.
75
What Sets a DTC?
• DTCs are set when a monitor identifies a
problem.
• Many diagnostic monitors do not turn the
MIL on when the vehicle fails a test for the
first time. Instead a “pending code” is set.
• If the test fails on a second consecutive
trip, however, the MIL is illuminated and a
DTC is stored.
76
Freeze Frame
• When an emission related malfunction occurs

that illuminates the MIL, vehicle-operating
parameters are to be stored in the PCM.
• The freeze frame data is stored for the first

DTC that is set. It can only be overwritten by a
Misfire or Fuel Trim DTC.
77
Freeze Frame Parameters
• engine rpm
• vehicle speed
• air flow
• engine load
• fuel pressure
• fuel trim value (i.e., rich or lean)
• engine-coolant temperature
• intake manifold pressure
• open or closed loop status
78
DTCs in Vehicles Failing OBDII
Tests
• OBDII Tests provide a reliable means of
recording specific problems that occur in
the vehicle fleet.
• This analysis focuses on DTCs recorded

in Delaware, New Jersey, Illinois,
Wisconsin, and Oregon
79
Relationship Between Tailpipe Test
Results and OBD Results
• Arizona did a test program where

5,000 vehicles received OBD tests
and IM147 Transient Tests.
• Wisconsin performs IM240 tests on

vehicles that are not ready or do not
communicate with scan tool.
80
# of DTCs in Vehicles with MILs
Commanded On
60.00%
50.00%
40.00%
CA
30.00%
CT
20.00% DE
10.00%
0.00%
1 2 3+
81
Maximum Number of DTCs
Observed
• California: >10
• Connecticut: 24
• Delaware: 15
82
What Are California’s Top Ten
Diagnostic Trouble Codes?
Rank DTC %
1 P0420 -- Low Catalyst Efficiency 10.7%
2 P0171 -- System Too Lean 10.1%
3 P0401 -- EGR Flow Insufficient 7.0%
4 P0174 -- System Too Rich 6.0%
5 P0300 -- Random Misfire 4.6%
6 P0141 -- 02 Sensor Heater Circuit Malfunction 4.5%
7 P1443 -- Ford Evap Control Valve Failure 4.2%
9 P0133 -- 02 Sensor Circuit Slow Response 3.9%
P0455 -- Evaporative Emission Control System Leak
10 Detected (gross leak) 3.4%
Total Top 10 58.5%
83
What Are Connecticut’s Top Ten
Rank DTC %
8 P0325 -- Knock Sensor 1 Circuit Malfunction 4.2%
P0440 -- Evaporative Emission Control System
10 Malfunction 3.8%
Total Top 10 61.0%
84
What Are Delaware’s Top Ten
Rank DTC %
8 P0301 -- Misfire Cylinder 1 4.7%
9 P0304 -- Misfire Cylinder 4 4.0%
Total Top 10 62.9%
85
Top 10 Comparison
DTC CA CT DE
P0420 -- Low Catalyst Efficiency 1 1 1
P0171 -- System Too Lean 2 2 2
P0401 -- EGR Flow Insufficient 3 3 3
P0174 -- System Too Rich 4 4 5
P0300 -- Random Misfire 5 5 4
P0141 -- 02 Sensor Heater Circuit Malfunction 6 6 6
P1443 -- Ford Evaporative Control Valve Failure 7 14 21
P0135 -- 02 Sensor Heater Circuit Malfunction 8 9 10
P0133 -- 02 Sensor Circuit Slow Response 9 7 7

P0455 -- Evaporative Emission Control System Leak Detected
(gross leak) 10 13 15
86
What Are the Most Common
P1XXX Codes?
Rank
DTC CA CT DE
P1443 -- Ford Evaporative Control

Valve Failure 7 14 21
P1131 -- Ford Heated O2 Sensor 17 28 22
P1870 -- GM Internal Transmission

Component Slipping 18 30 23
87
CA DTCs – Pass or Fail ASM Test
• CA performs tailpipe and OBDII tests on

1996+ vehicles.
• DTCs were tabulated for vehicles that
failed the ASM test, and for vehicles that
passed the ASM test.
• Some significant differences and
similarities are apparent.
88
CA DTCs – Failed ASM Test
Most Frequent DTCs in Vehicles That Fail ASM Test
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
P0420 P0135 P0401 P0133 P0171 P0134 P0300 P0141 P0301 P0400
89
CA DTCs – Passed ASM Test
Most Frequent DTCs in Vehicles That Pass ASM Test
14.0%
12.0%
10.0%
8.0%
6.0%
4.0%
2.0%
0.0%
P0171 P0420 P0401 P0174 P1443 P0141 P0300 P0455 P0133 P0440
90
CA DTCs – Failed ASM Test
% of DTCs in
Rank DTC ASM Fails
3 P0134 -- 02 Sensor Circuit No Activity Detected 54.99%
4 P0113 -- Intake Air Temperature Circuit High Input 30.10%
9 P0400 -- Exhaust Gas Recirculation Flow Malfunction 29.93%
91
CA DTCs – Passed ASM Test
% of DTCs in
ASM
Rank DTC Passes
4 P1443 -- Ford Evaporative Control Valve Failure 89.27%
5 P0455 -- Evaporative Emission Control System Leak Detected 96.03%
7 P0113 -- Intake Air Temperature Circuit High Input 69.90%
10 P0440 -- Evaporative Emission Control System Malfunction 93.39%
92
Conclusions About DTCs
• Top 10 DTCs are nearly identical in Federal and
California vehicles.
• The top 10 DTCs are present in about 60% of the MIL-
On cases. States can jointly develop training programs
to diagnose the top 10 DTCs
• About 45% of the OBD Fails have more than 1 DTC.
These cases must be addressed by training.
• The most frequent DTC in ASM failures was P0420 (low
catalyst efficiency). But a majority of the P0420 codes
were in vehicles that pass the ASM. Tailpipe tests are not
sensitive enough to identify many cases of low catalyst
efficiency, but they’re better than nothing!
93
Relationship Between Tailpipe Test
Results and OBD Results
• Arizona did a test program where

5,000 vehicles received OBD tests
and IM147 Transient Tests.
• Wisconsin performs IM240 tests on

vehicles that are not ready or do not
communicate with scan tool.
94
INITIAL IM147 EMISSION LEVELS
Arizona
1.2
1
0.8
g/mi 0.6 Fail OBD
Pass OBD
0.4
0.2
0
HCx2 CO/10 NOx
95
WISCONSIN RESULTS: IM240
Emissions (g/mi.) vs. Ready Status
0.6
0.5
0.4
Not Ready
0.3
No COM
0.2
0.1
0
HC CO/10 NOx
96
OBD TESTS ON HIGH MILEAGE
TAXIS
As part of a pilot OBD-II test program in

Austin Texas, high mileage taxis were
inspected.
Inspections confirmed that OBDII systems

work well on extremely high mileage
vehicles.
97
TEXAS RESULTS -- Yellow Cab
! Number of tests: 197

! Fail for MIL on: 34.2%
! Fail for unset readiness codes:
n Any: 29.6%
n More than 2: 9.2%
! Fail for MIL on or more than 2 monitors
not ready: 38.8%
98
TEXAS RESULTS Yellow Cab:
% MIL On by Odometer
70.00%
60.00%
50.00%
40.00%
30.00%
20.00%
10.00%
0.00%
<100K 100K- >200K
200K
99
TEXAS RESULTS Yellow Cab:
% Not Ready by Odometer
50.00%
40.00%
30.00% <100K
20.00% 100-200K
>200K
10.00%
0.00%
Any >2
100
TEXAS RESULTS -- Yellow Cab
• Common trouble codes:
 Catalytic Converter: 60.0% of MIL-On cases –

Catalyst alone: 38.5%, Catalyst + Others: 21.5%
 MIL-On Cases without Catalyst Codes (Misfire,

EGR, Air Fuel, and Oxygen Sensors were most
common codes): 40%
101
Future OBD and Diagnostic
Requirements
• Additions to OBDII Requirements
• Service Information Requirements
• OBDIII
102
NEW OBD REQUIREMENTS
• PCM VINs on all vehicles – Great anti-clean
scanning tool
• Clear Code History: Key-starts since codes were
cleared – Can tell if codes were cleared just
prior to inspection
• Mandatory Monitoring Intervals – May allow
DMV to tighten readiness requirements
• Permanent DTCs – DTCs are only cleared by
the computer after the fix has been confirmed.
103
NEW OBD REQUIREMENTS
• Drive cycle info:
– Require drive cycles, drive cycle info, or monitoring
conditions to be made available (for all 1996 and
newer) to exercise monitors needed to set readiness
codes.
– New Vehicles -- Must allow technicians to be able to
operate all the diagnostics on a single drive cycle.
– Helps technicians and motorists get cars “ready”
for the inspection and verify repair effectiveness.
104
EPA’s Recent and Proposed
Revisions to Service Information
• Recent and proposed revisions
– Web based access to information - passed
– Access to OEM training - passed
– New definition of “emissions-related”
information - passed
– New technology for reprogramming - revisions
– Scan tool information - revisions
– Heavy-duty Service Information - revisions
105
OEM Web Site Requirements
• Require OEMs to launch individual Web
sites that have required information in full
text
– Home page
• Accessible to anyone
• Instructions on accessing information
• Cost and payment options
– No use of proprietary hardware, software,
viewers, browsers, and formats
106
Proposed Web Site
Requirements
• MYs included
– likely to propose 96 and later to coincide with
full implementation of OBDII
• Upload information within 3 months of
model introduction and maintain for 15
years
• Archive info after 15 year window expires
107
EPA Proposed Training
• Propose manufacturers do the following:
– Manuals, videos, CD-ROMs, video tapes of
Internet and satellite transmissions made
available by OEMs for purchase on their Web
sites.
– Provided to third party that delivers it to
aftermarket.
108
Proposed Scan Tool
Requirements
• Make all OEM-specific diagnostic tools

available for sale
• Make all generic and enhanced emissions

related information available to tool
companies
109
RECOMMENDED
DIAGNOSTIC/REPAIR PROCEDURE
FOR OBDII FAULTS
• Verify customer complaint

• Check and record DTCs and Freeze Frame Data
• Perform thorough visual inspection
• Check Technical Service Bulletins
• Understand and Test System or Component
• Repair as Needed
• Verify Repair and run monitor if feasible
110
VCERTT CASE STUDY #1
P0420 CATALYST EFFICIENCY
• Customer came with concern of bucking and
hesitation and the MIL on. The vehicle was a 95
OBD II Subaru.
• We attempted to verify customer concern. We could
not duplicate complaint during normal nor aggressive
driving.
• Checked MIL status, DTCs and Freeze Frame Data.
– MIL commanded ON
– DTC P0420 Low Catalyst Efficiency
– Freeze frame showed engine warm, light load,
cruising speed, typical of catalytic converter
monitor conditions.
111
P0420 CATALYST EFFICIENCY
• We did perform a visual inspection of the converter
which showed no damage or signs of restriction. We
also checked the ignition system for obvious signs of
misfire but found none.
• Next we checked for TSBs but found none
appropriate to the concern.
• We decided to concentrate on misfire, knowing
that extended misfire is likely to cause converter
damage.
• We drove the vehicle again. We lugged the
vehicle significantly and pushed it uphill at full
throttle. We finally achieved misfire and the MIL
flashed.
112
P0420 CATALYST EFFICIENCY and
CUSTOMER CONCERN OF MISFIRE
• We rechecked for DTCs and now found P0303,
cylinder #3 misfire along with the P0420
• We inspected the platinum plug; it looked great.
We swapped it with cylinder #1, cleared the
codes and road tested. Returned with the same
P0303. Repeated process with wire swap with
same result.
• Next we sprayed coil pack and loaded engine to
check for voltage leak or tracking, none
observed. We also visually inspected coil.
113
DIAGNOSING P0303 AND CUSTOMER
CONCERN OF MISFIRE
Cylinder #3 tower
corroded
114
P0303 DIAGNOSIS, REPAIR AND
VERIFICATION
• We did test resistance and output of the suspect
coil. It passed the tests but knowing this was a
pattern failure on this vehicle and having
suitable reasons for a conclusion, we replaced
the coil pack.
• We cleared the codes, sprayed the coil and
wires down and drove the vehicle as hard as
ever. The MIL stayed off and we felt absolutely
no misfire. We repeated the road test several
times.
• We felt confident that we had repaired the
customer concern of bucking and hesitation.
115
P0420 REPAIR AND VERIFICATION
• Next we drove the vehicle twice under the
conditions required for the catalyst monitor to
run. We were able to set the monitor to ready
and sure enough P0420 reappeared.
• We explained our findings and reasoning to the
vehicle owner and recommended that we
replace the faulty converter.
• After replacing the converter we verified our
repair by again running the catalyst monitor. At
ready we had no pending code, at second trip
we had no DTC. The waveforms of O2Ss shown
earlier in presentation were of this case study.
116
CASE STUDY #1 CONCLUSIONS
• We did concentrate on customer concern, knowing it
could be the cause of DTC. Typically you would repair
system or component related to DTC first.
• We repaired customer concern and verified repair.
• We communicated effectively with owner, knowing that

repairs would be costly and symptoms did not, to the lay
person, correlate with the DTC.
• We made repair related to DTC and verified that repair.
• We checked back with customer a few weeks later to

confirm repair and verify satisfaction.
117
CASE STUDY #1 CONCLUSIONS (CONT.)
• The combination of repairs led us to believe that we had
determined the root cause of the P0420 DTC.
• Clearing DTCs would not have been an effective

strategy and would have led to a comeback.
• Although this was a converter DTC, it is important to

explain to customers with misfire DTCS that it is possible
that damage to the converter occurred. A 420 DTC may
not have set yet because converter monitoring was
suspended. They may be faced with another DTC for low
catalyst efficiency that would require converter
replacement. This discussion covers your work and
reputation.
118
P0130 and P0133 OXYGEN SENSOR
• The vehicle was a 1996 Toyota Tacoma with about
114,00 miles on it.
• We verified the customer concern of reduced fuel
economy and MIL on.
• Verified Mil Status and DTCs P0130-O2S Circuit
B1S1 and P0133-O2S Circuit Slow Response B1S1.
• We recorded DTCs and Freeze Frame Data.
• We test drove the vehicle to feel for any other
drivability issues; the truck ran well.
• We performed a visual check of the B1S1 O2S.
These are bolted on with a plate and notorious for
rust and connector corrosion. This sensor looked
fine.
119
OXYGEN SENSOR DTC AND LOW MPG
• We searched for but found no relevant TSBs.
• Our first test of the O2S was to be sure that the

heater circuit was working. It had 12 volts and
ground to it with the key on.
• We ran the vehicle and monitored the O2S voltage

with our digital multimeter (DMM). We looked to see
that the sensor switched regularly below .4 and
above .6 volts, hoping to see .2 and .8 frequently. It
“seemed ok” but we knew that test was inconclusive.
120
OXYGEN SENSOR DTC AND LOW MPG
• We took several recordings of the O2S at idle and at

2,500 rpm and viewed the MIN/MAX/AVG results.
We did see high and low voltages, but the average
was .2 or .3 volts consistently. We pulled a spark
plug and it was black/rich.
• We also ran the vehicle on the dyno and watched

the emissions and calculated fuel economy for later
comparison. The vehicle HC and CO was high, the
NOx was low. Fuel economy was below 24 mpg.
121
O2S DIAGNOSIS AND REPAIR
• With a lean-biased O2S and rich spark
plugs we were quite confident that we were
in fact dealing with a faulty O2S.
• In the luxury of our case study time, we also
took a scope recording which did show slow
transition.
• We replaced the O2S and retested the
sensor with a MIN/MAX/AVG and scope
recording. Both showed a healthy O2S.
122
O2S REPAIR VERIFICATION
• To verify our repair we ran the vehicle on
the dyno again to try to run the O2S monitor
and to calculate MPG.
• We succeeded in setting the O2S monitor to
ready and found no pending DTCs. The
MPG improved by 30% with the new O2S
installed.
• We followed up with the customer after on
month and found her happy with improved
mileage and no MIL.
123
• We verified the customer concern of the
MIL on and considered causes of low MPG.
• We tested appropriately and felt confident
(even without our “case study time luxury”)
that we found the root cause of both
concerns.
• We verified the repair through retesting the
sensor and running the O2S monitor.
124
• We did discuss the possibility of

converter damage and a subsequent
P0420 given the rich condition.
• We communicated with the customer
at the time of repair and one month
after.
125
VCERTT General Diagnosis / Repair
Conclusions
• Verify customer concern.

- This is critical to customer satisfaction.
• Don’t just clear codes to turn off MIL
– Doesn’t correct problem, and usually results in
unhappy customer
• Thorough visual check is necessary
– ~30% of problems can be identified visually
126
VCERTT General Diagnosis / Repair
Conclusions
• Check Technical Service Bulletins
– Many common failures have TSBs that save time,
money and may be the only way to resolve
concern.
• Need to confirm repair
– Without confirmation you are wide open for
comeback
• Check back with customer after repair
- This can save you many customers
127
SHOULD A TECHNICIAN CLEAR
CODES IF THE SYSTEM IS
CONTINUOUSLY MONITORED?
• Some vehicles appear to be retested
without having codes cleared, since
the MIL was off but the code was
present.
• This practice avoids problems with
vehicles being not ready for retests.
• Be sure you have verified the repair.
128

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ONBOARD DIAGNOSTIC (OBDII)

– Getting Vehicles “Ready”

• While being a promising concept, early OBD

• OBDII regulations were developed to maximize

• OBDII regulations require that manufacturers use a

• The connectors for early OBD systems were not

• The newly designed diagnostic connector for OBDII, officially

• OBDII regulations have required that manufacturers

• The CAN communication system operates over two

CAN will use pins 6 and 14

Pin 2 Pin 6 Pin 7 Pin 10 Pin 14 Pin 15 Standard

USES - - - - J1850 PWM

USES - - - - - J1850 VPW

• Readiness is an issue only with these non-continuous

• As an example, the catalytic converter could not be

Whenever these criteria are met the PCM will run

The pre-cat O2S in red is switching normally. At the mid point of

• Enhanced systems were phased in beginning in

• Early enhanced EVAP systems were designed to

• Sensor inputs are to be tested for functionality (is it

• Functional tests are performed between key on

– 1996 Subaru (all models) – Monitors sets to not ready

• The Malfunction Indicator Lamp (MIL) is the

• Before OBDII, the criteria to illuminate the

 When severe misfire occurs that could damage the

 Constant illumination of the MIL (i.e., it is not flashing)

• The purpose of checking MIL status using the

• In DE inspectors only perform a KOER

• On most vehicles, the MIL will stay illuminated as

• Some programs perform the KOER check.

• The inspector starts the engine and then

• The MIL will say “Service Engine Soon,”

• Focus group studies find that motorists do not

• When an emission related malfunction occurs

• The freeze frame data is stored for the first

• This analysis focuses on DTCs recorded

• Arizona did a test program where

• Wisconsin performs IM240 tests on

P0420 -- Low Catalyst Efficiency 1 1 1

P0171 -- System Too Lean 2 2 2

P0401 -- EGR Flow Insufficient 3 3 3

P0174 -- System Too Rich 4 4 5

P0300 -- Random Misfire 5 5 4

P0141 -- 02 Sensor Heater Circuit Malfunction 6 6 6

P1443 -- Ford Evaporative Control Valve Failure 7 14 21

P0135 -- 02 Sensor Heater Circuit Malfunction 8 9 10

P0133 -- 02 Sensor Circuit Slow Response 9 7 7

P1443 -- Ford Evaporative Control

P1870 -- GM Internal Transmission

• CA performs tailpipe and OBDII tests on

Most Frequent DTCs in Vehicles That Fail ASM Test

Most Frequent DTCs in Vehicles That Pass ASM Test

• Arizona did a test program where

• Wisconsin performs IM240 tests on

As part of a pilot OBD-II test program in

Inspections confirmed that OBDII systems

! Number of tests: 197

• Common trouble codes:

 Catalytic Converter: 60.0% of MIL-On cases –

 MIL-On Cases without Catalyst Codes (Misfire,

• Additions to OBDII Requirements

• Service Information Requirements

• Make all OEM-specific diagnostic tools