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![]() I agreed, being that it’s a relatively low mileage car that’s regularly maintained and runs beautifully. “Sorry, but there’s nothing I can do for you,” the shop’s manager said. ![]() The shop’s owner then came over for a consultation, and guess what? They could find nothing wrong with my wife’s car. The shop’s manager, plugged the car into another computer, a machine which, he said, was far more sensitive than the computer at the smog check station. He said “maybe if you drive it around for a while and bring it back it will pass.” Huh? That made no sense to me, so I drove over to the well respected auto repair shop that services our cars. He hooked it up to his state certified smog check computer, a red light came on, and he said he wouldn’t smog check it because it would fail. This was before the the technician even did the test. I took it to an “official” smog check station yesterday morning but was told it could not be smog checked because it would fail the test. We have to do it or the State of California won’t let us renew our registration. Under contract to the EPA, Eastern Research Group analyzed light-duty vehicle OBD monitor readiness and diagnostic trouble codes (DTCs) using inspection and maintenance (I/M) data from four states.I am about to take my wife’s 2007 car in to get it smog checked. Results from roadside pullover emissions and OBD tests were also compared with same-vehicle I/M OBD results from one of the states. Analysis focused on the evaporative emissions control (evap) system, the catalytic converter (catalyst), the exhaust gas recirculation (EGR) system and the oxygen sensor and oxygen sensor heater (O 2 system). Approximately 0.7% to 2.5% of inspection cycles with a “ready” evap monitor had at least one stored evap DTC, but DTC rates were under 1% for the catalyst and EGR systems, and under 1.1% for the O 2 system, in the states with enforced OBD programs.Įvap and catalyst monitors had similar overall readiness rates (90% to 95%), while the EGR and O 2 systems had higher readiness rates (95% to 98%). Monitor readiness decreased, and DTC rates increased, as vehicles aged. ![]() DTCs were typically limited to a small subset of all possible DTCs for any particular system. For the on-road versus I/M analysis, lower overall readiness rates and higher overall DTC rates occurred during the roadside test than during the I/M test, and the prevalence of roadside DTCs was shown to decrease around the time of the vehicle’s I/M test, possibly indicating some positive I/M influence of reducing on-road DTCs. Roadside Acceleration Simulation Mode (ASM) fail rates also decreased around the time of the I/M test, suggesting a positive influence of I/M programs on reducing vehicle emissions. Under contract to and in collaboration with the United States Environmental Protection Agency (US EPA), Eastern Research Group (ERG) performed analysis of light-duty gasoline-powered vehicle On-board Diagnostic (OBD) exhaust emissions control system monitor readiness and diagnostic trouble codes (DTCs) using inspection and maintenance (I/M) program data from the states of California, Georgia, New Jersey, and Colorado. This analysis allowed evaluation of OBD system performance and emission control system malfunction prevalence over a broad range of vehicle types, ages, geographic regions, and also spanning a large range of calendar years. The focus of this analysis was on specific monitored systems, including the evaporative emissions control (evap) system, the catalytic converter (catalyst), the exhaust gas recirculation (EGR) system and the oxygen sensor and oxygen sensor heater (O 2 system). For simplicity, these last three systems (catalyst, EGR, and O 2 system) are generically referred to as “exhaust” monitors and DTCs in this article. ![]()
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