4f% Air EPA-420-B-94-003
September 1994
United
Environmental Protection
Agency
for
I/M
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Supplemental Guidance for I/M Programs:
Vehicle Repair, Technical Assistance,
Performance Monitoring, and Technician
Education and Certification
Emission Planning and Strategies Division
Office of Mobile Sources
U.S. Environmental Protection Agency
Final — September, 1994
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PREFACE
This document is intended as a resource for state and local
Inspection and Maintenance (I/M) planners and administrators.
They in turn should share it with automotive technician
educators, citizen groups, repair industry professional groups,
interested local press, individual technicians, etc.
This document updates and expands the version of the
document released on March 24, 1993. The previous version was
intended basically as an outline to let reviewers know the goal
of the final document and to provide some preliminary information
to states and others. Due to the importance of providing
guidance on I/M issues to state and local agencies in a timely
manner, portions of this document (e.g., Sections 3 and 4) have
been released previously under the following titles: Supplemental
Guidance for I/M Programs: Performance Monitoring, Supplemental
Guidance for I/M Programs: Hotline Services, and Supplemental
Guidance for I/M Programs: Repair Training and Certification.
All three documents have been released as drafts for public
comment. The information in these documents has been revised
based on public comments. The first two documents were issued in
final form April 13, 1994. The third one, issued as a draft in
April 1994 will not be released in final form as a stand alone
document. Instead, it has been incorporated into this document
in revised form. Sections 1.3, 1.4, 1.5, all of 2.0, and 3.1
appear here for the first time as newly released guidance
relevant to I/M programs. These sections deal with I/M related
regulatory requirements, effects of the requirements on the
repair industry, the role of the local or State agency, enhanced
I/M and motor vehicle repair, and providing information to repair
facilities, respectively. Appendix 2, which contains sample I/M
newsletters, also appears here for the first time.
This document provides guidance regarding requirements
outlined in 40 CFR §51.368 and §51.369 of the Inspection and
Maintenance (I/M) program regulation. This guidance focuses
specifically on §51.368 (a), which addresses public awareness
requirements, and §51.369 (a), (b) , and (c), which address
technical assistance, performance monitoring, and repair
technician education, respectively.
The public awareness requirement in §51.368 (a) must be met
in both basic and enhanced I/M areas, and requires that the SIP
include a plan for informing the public about various I/M related
issues. It also requires that motorists failing I/M be provided
with information on results of repairs performed by facilities in
the area, as well as diagnostic information on the parts of the
test that were failed by their vehicle.
The technical assistance requirement under §51.369(a) must
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also be met in basic and enhanced I/M areas. This requirement
states that the oversight agency must provide the repair industry
with information and assistance related to vehicle inspection,
diagnosis, and repair. This includes a requirement that states
provide a repair technician hotline.
The performance monitoring requirement under §51.369 (b) is
required in enhanced areas, although it is encouraged in basic
areas as well. The oversight agency in an enhanced I/M area is
required to do the following: 1) provide the public a summary of
the performance of local repair facilities, 2) provide feedback
to the individual repair facilities, and 3) require a completed
repair form as a prerequisite for a retest. Although tracking is
a new concept in most I/M areas, a few basic I/M areas have
recognized its value and established programs voluntarily with
general acceptance by the repair industry and public appreciation
for the service.
The repair technician training requirement under 51.369(c)
requires that adequate training must be available in both basic
and enhanced I/M areas. Although it is not necessary for the
state to conduct the training, the state must take action to get
adequate training programs started at local community colleges or
vocational schools, or to attract private training providers to
offer the kinds of training needed. The rule also specifies
various areas of training which must be included. Although
technician or facility certification is not required, they could
be natural extensions of a state's technician training program.
Besides requirements under §51.368 and §51.369 of the I/M
rule, the guidance document discusses motor vehicle repair issues
related to I/M, such as preconditioning and failure verification,
diagnosis and repair of emission failures, diagnostic equipment
and tools, and parts and catalyst issues. The guidance also
discusses EPA and CARB regulatory requirements which are related
to repair, certification, training, and performance monitoring.
For basic areas with decentralized programs, all I/M program
requirements, including those discussed in this guidance which
are applicable, must be in place by January 1, 1994. For basic
areas with centralized programs, the requirements must be in
place by July 1, 1995. For enhanced I/M areas, requirements must
be in place by January 1, 1995. It should be emphasized that
areas of the country that choose to opt into either the basic or
enhanced I/M programs must also adopt the entire I/M program if
they wish to receive standard MOBILE credit in their SIP
submittal.
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Table of Contents
1.0 INTRODUCTION
1.1 I/M Statutory Requirements
1.2 I/M Regulatory Requirements
1.2.1 Public Awareness
1.2.2 Technical Assistance
1.2.3 Performance Monitoring
1.2.4 Technician Education
1.2.5 State Implementation Plans
1.2.6 Start-up IM240 Emission
Standards in Enhanced I/M
Areas
1.2.7 Hardship Extension Option
1.3 Related Requirements 5
1.3.1 On-board Diagnostics 5
1.3.1.1 EPA Statutory 6
Requirements 6
1.3.1.2 EPA Regulatory
Requirements 6
1.3.1.3 CARB Regulatory
Requirements 7
1.3.1.4 Capabilities and
Limitations of OBD 8
1.3.2 207 (a) and 207 (b) Warranty
1.3.3 Certification Short Test 8
1.3.4 EPA's Recall Program 9
1.4 Effects of Requirements on Vehicle 10
Repair Industry 11
1.5 Role of the Local or State Agency
1.5.1 Technician Education and 13
Certification 14
1.5.2 Performance Monitoring
1.5.3 Tools, Methods, and Service 15
Information 16
2.0 ENHANCED I/M AND MOTOR VEHICLE REPAIR 16
2.1 Preconditioning and Failure Verification
2.2 Diagnosis and Repair of Emission 18
Failures 18
2.2.1 Types of Repairs
2.2.2 Development of Diagnostic 18
Procedures 18
2.2.3 Trace-Based Diagnostics
2.3 Diagnostic Equipment and Tools 20
2.3.1 Basic Diagnostic Tools 21
2.3.2 Advanced Diagnostic Procedures 21
2.3.2.1 Advanced Diagnostic 21
Strategy Involving 24
Oscilloscope
111
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24
2.3.2.2 Advanced Diagnostic
Stategy Using Repair 6
Grade IM240 A
2.3.2.3 Advanced Diagnostic v
Strategy for Catalyst a
Failure i
2.4 Parts and Catalyst Issues 1
2.4.1 Parts Issues a
2.4.1.1 Aftermarket Parts and b
EPA Tampering Policy 1
2.4.1.2 EPA Aftermarket Part e
Certification Program C
2.4.1.3 EPA Aftermarket Part o
Warranty Requirements m
2.4.1.4 Locating Parts m
2.4.2 Catalyst Issues e
2.4.2.1 EPA Policy on Sale and r
Use of Aftermarket c
Catalytic Converters i
2.4.2.2 Special Situations a
2.5 Causes and Repair of Purge and Pressure 1
Failures a
2.5.1 Purge Failures n
2.5.2 Pressure Failures d
2.6 Alternatives to Repair P
r
3.0 TECHNICAL ASSISTANCE FOR REPAIR INDUSTRY o
3.1 Providing Information to Repair d
Facilities u
3.1.1 Regulatory Requirements c
3.1.2 Newsletters t
3.1.3 Service Information I
3.1.4 Electronic Bulletin Boards n
3.2 Hot Line Services f
3.2.1 Regulatory Requirements o
3.2.2 Minimum Hot Line Capabilities r
that Meet Regulatory m
Requirements a
3.2.3 Options for Hot Line t
Management i
3.2.4 Repair Support Enhancements o
3.2.5 Guidelines for Selecting n
Commercial Hot Lines H
3.2.5.1 Guidelines for Enhanced o
I/M Areas t
3.2.5.2 Guidelines for Basic I/M 1
Areas i
3.2.5.3 Enhanced Capabilities n
iv
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e Services 4.0 PERFOR
24 MANGE
25 26 MONITO
RING
4.1 S
ummary
o f
Recomm
endati
ons
4.2 R
e
g
27 u
29 1
a
29 t
29 o
30 r
31 Y
R
34 e
q
34 u
34 i
34 r
36 e
36 m
37 e
37 n
t
s
37 4.3 E
x
39 i
41 s
t
42 i
n
42 g
a
44 n
44 d
P
r
44 o
P
o
3.3 Technician Assistance Centers s
3.3.1 Texas' Research/Outreach e
Program d
v
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Performance Monitoring Programs 50
4.3.1 Existing Performance
Monitoring Programs 50
4.3.1.1 Arizona 51
4.3.1.2 Florida 51
4.3.1.3 Louisville, Kentucky 52
4.3.1.4 New York 53
4.3.1.5 Wisconsin 54
4.3.1.6 AAA 54
4.3.2 Performance Monitoring
Programs Proposed in Early SIP
Submittals 55
4.3.2.1 Repair Grading 56
4.3.2.2 Feedback to Repair
Facilities 57
4.3.2.3 Repair Form 57
4.4 Discussion of Performance Monitoring
Criteria 58
4.4.1 Repair Grading 59
4.4.1.1 Requirements 59
4.4.1.2 Discussion of Additional
Methods and Criteria for
Grading Repairs 60
4.4.1.3 Model Repair Grading
Program 65
4.4.2 Feedback to Repair Facilities 66
4.4.2.1 Requirements 66
4.4.2.2 Discussion of Additional
Feedback Measures 67
4.4.2.3 Model Feedback Program 68
4.4.3 Repair Form 69
4.4.3.1 Requirements 69
4.4.3.2 Discussion of Repair
Form Issues 69
4.4.3.3 Model Repair Form 70
4.4.4 Customer Feedback and
Satisfaction 71
5.0 EDUCATION AND CERTIFICATION 72
5.1 Regulatory Requirements 72
5.2 Strategies for Meeting the Regulatory
Requirements 73
5.3 S
45 u
b
46 j
46 e
49 c
vi
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t Criteria for an Effective Education Pa<
Program
5.3.1 General Subject Criteria 73
5.3.2 Specific Subject Criteria 74
5.4 Existing and Proposed Certification 74
Programs
5.4.1 Technician Certification 76
5.4.1.1 ASE Technician 76
Certification Program
5.4.1.2 Test Content Areas for 76
ASE Tests A6, A8, and
the Advanced Engine
Performance Specialist
(LI) Test
5.4.1.3 Association of Diesel 77
Specialists TechCert
Certification
5.4.1.4 State Technician 78
Certification Programs
5.4.2 Repair Facility Certification 79
5.4.2.1 American Automobile 82
Association (AAA)
Approved Auto Repair
5.4.2.2 State Programs 82
5.4.3 NATEF Education Facility 82
Certification
5.4.3.1 Certification Program 85
5.4.3.2 EPA/NATEF Grant 85
5.5 Repair Technician Education Programs 86
5.5.1 Existing or Proposed Local and 88
State-Affiliated Education
Programs
5.5.1.1 State of California, 88
Bureau of Automotive
Repair (BAR)
5.5.1.2 State of New York 88
5.5.1.3 State of Florida 91
5.5.1.4 State of Washington 92
5.5.1.5 Commonwealth of 92
Massachusetts
5.5.1.6 State of Wisconsin Pilot 92
I/M240 Demo Lane/
Technician Education
Proj ect
5.5.1.7 Racine, Wisconsin's 93
Transportation Youth
Apprenticeship Program
5.5.1.8 New Jersey Mechanic's 93
Education Association
(ME A)
93
VII
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5.6
5.7
Guidelines to Consider When Selecting or Page
Developing a Model Education Program for
In-Service Technicians
Possible Resources Available for 94
Developing an Education Program
5.7.1 Congestion Mitigation and Air 97
Quality Improvement Program
( CMAQ) -Department of
Transportation
5.7.2 Coalition for Safer, Cleaner 97
Vehicles (CSCV)
5.9
5.7.3
5.7.4
Issues
5.8.1
5.8.2
5.8.3
Other
Other EPA Grants
Other Possible Sources
to be Resolved
Information Availability Rule
and SAE J2008
Equipment Shortages
Retest Failures
Organizations and Efforts
98
98
98
99
99
100
100
Addressing Maintenance Issues
5.9.1
5.9.2
5.9.3
Vehicle Maintenance Initiative
(VMI)
Automotive Service Association
(ASA)
Coordinating Committee for
Automotive Repair (CCAR)
101
101
101
102
APPENDICES
Appendix 1,
Appendix 2,
Appendix 3 .
Appendix 4,
Appendix 5,
Appendix 6,
Appendix 7.
Appendix 8,
IM240 Repair Verification: An
Inexpensive Dynamometer Method
Sample I/M Newsletters
Bibliography of Commercial Hot Line
Services
Quantifying Repair Effectiveness
Sample Repair Grading Form
Draft Standardized Repair Forms
Education Programs Offered by Non-
profit and Commercial Entities
Other Sources of
Education/Reference Materials
VI11
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1.0 INTRODUCTION
1.1 I/M Statutory Requirements
The Clean Air Act Amendments of 1990 require enhanced I/M in
areas with the worst air quality problems and in the Northeast
Ozone Transport Region. Section 182 of the Act also requires EPA
to issue guidance for I/M programs, which states must comply with
in all respects. The guidance, which must be incorporated in the
applicable State implementation plans by the States, will provide
the States with continued reasonable flexibility to fashion
effective, reasonable and fair programs for the affected consumer.
Section 182 requires guidance for enhanced I/M which includes
a performance standard achievable by a (model or benchmark) program
combining emission testing and inspection criteria. This should
also include administration features necessary to reasonably assure
that adequate management resources, tools, and practices are in
place to attain and maintain the performance standard.
The Act further specifies that each enhanced I/M program shall
include, at minimum, computerized emission analyzers, on-road
testing devices, denial of waivers for warranted vehicles or
repairs related to tampering, a $450 expenditure to qualify for
waivers for emission-related repairs not covered by warranty,
enforcement through registration denial unless an existing program
with a different mechanism can be demonstrated to have greater
effectiveness, annual inspection unless a State can demonstrate
that decentralized testing is equally effective, and inspection of
the emission control diagnostic system.
Further, the statute specifies that EPA guidance shall cover
effective implementation and enforcement and requires that guidance
which covers retesting of a vehicle after a failure shall include
proof of corrective action. Finally, guidance must include a
performance standard, along with the necessary program
administration features necessary to reasonably assure that
adequate management resources, tools, and practices are in place to
attain and maintain the performance standard.
It should be noted that in its relations with the States under
Title 1 of the Act, EPA conventionally uses the term "guidance" to
mean information or interpretive policy apart from notice and
comment rulemaking, and lacking a fully binding legal effect.
However, EPA interprets the language in section 182 of the Act,
which says states must "comply in all respects" with EPA guidance,
as requiring EPA to establish a binding performance standard with
which states must comply when designing and implementing I/M
programs. EPA also has authority under section 182 and section 301
1
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of the Act to promulgate regulations as necessary to implement the
statute. Thus, EPA met the requirements of the Act by promulgating
binding regulations through notice and comment rulemaking; final
rulemaking was promulgated November 5, 1992. The guidance
presented in this document is not guidance in the same sense as
given in section 182. Of course, those aspects of the program
presented in this guidance which are required by the I/M rule are
binding via the November 5, 1992 rule.
1.2 I/M Regulatory Requirements
1.2.1 Public Awareness
§51.368 (a) of the I/M rule contains public awareness
requirements that must be met in both basic and enhanced I/M areas,
and requires that the SIP include a plan for informing the public
about various I/M related issues. It also requires that motorists
failing I/M be provided with information on results of repairs
performed by facilities in the area, as well as diagnostic
information on the parts of the test that were failed by their
vehicle. The rule states:
The SIP shall include a plan for informing the public on
an ongoing basis throughout the life of the I/M program on the
air quality problem, the requirements of federal and state
law, the role of motor vehicles in the air quality problem,
the need for and benefits of an inspection program, how to
maintain a vehicle in a low-emission condition, how to find a
qualified repair technician, and the requirements of the I/M
program. Motorists that fail the I/M test in enhanced I/M
areas shall be offered a list of repair facilities in the area
and information on the results of repairs performed by repair
facilities in the area, as described in §51.369 (b) (1) of this
subpart. Motorists that fail the I/M test shall also be
provided with software-generated, interpretive diagnostic
information based on the particular portions of the test that
were failed.
1.2.2. Technical Assistance
§51.369(a) contains the technical assistance requirement,
which must also be met in basic and enhanced I/M areas. This
requirement states that the oversight agency must provide the
repair industry with information and assistance related to vehicle
inspection, diagnosis, and repair. There is also a requirement
that states provide a repair technician hotline. It reads as
follows:
The oversight agency shall provide the repair industry
with information and assistance related to vehicle inspection
diagnosis and repair.
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(1) The agency shall regularly inform repair facilities
of changes in the inspection program, training course
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schedules, common problems being found with particular engine
families diagnostic tips and the like.
(2) The agency shall provide a hot line service to
assist repair technicians with specific repair problems,
answer technical questions that arise in the repair process,
and answer questions related to the legal requirements of
state and federal law with regard to emission control device
tampering, engine switching, or similar issues.
1.2.3 Performance Monitoring
The performance monitoring requirement under §51.369(b) is
required in enhanced areas, although it is encouraged in basic
areas as well. This requirement reads as follows:
1) In enhanced I/M program areas, the oversight agency shall
monitor the performance of individual motor vehicle
repair facilities, and provide to the public at the time
of initial failure, a summary of the performance of local
repair facilities that have repaired vehicles for retest.
Performance monitoring shall include:
i) statistics on the number of vehicles submitted
for retest after repair by the repair
facility,
ii) the percentage passing on the first retest,
iii) the percentage requiring more than one
repair/retest trip before passing, and
iv) the percentage receiving a waiver.
Programs may provide motorists with alternative statistics
that convey similar information on the relative ability of
repair facilities in providing effective and convenient
repair, in light of the age and other characteristics of
vehicles presented for repair at each facility.
2) Programs shall provide feedback, including statistical and
qualitative information to individual repair facilities on a
regular basis (at least annually) regarding their success in
repairing failed vehicles.
3) A prerequisite for a retest shall be a completed repair form
that indicates which repairs were performed, as well as any
technician recommended repairs that were not performed, and
identification of the facility that performed repairs.
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1.2.4 Technician Education
Section 51.369 (c) of the Inspection/Maintenance Program
Requirements issued November 5, 1992 states:
The state shall assess the availability of adequate
repair technician training in the I/M area and, if the
types of training described in paragraph (c)(1) through
(4) of this section are not currently available, shall
insure that training is made available to all interested
individuals in the community either through private or
public facilities. This may involve working with local
community colleges or vocational schools to add curricula
to existing programs or start new programs or it might
involve attracting private training providers to offer
classes in the area. The training available shall
include:
(1) Diagnosis and repair of malfunctions in computer
controlled, close-loop vehicles;
(2) The application of emission control theory and
diagnostic data to the diagnosis and repair of failures
on the transient emissions test and the evaporative
system functional checks;
(3) Utilization of diagnostic information on systematic
or repeated failures observed in the transient emission
test and the evaporative system functional checks;
(4) General training on the various subsystems related to
engine emission control.
Mandatory technician certification is not a requirement of the
I/M rule but adequate training must be made available in both basic
and enhanced I/M areas. The rule does require that the state take
action to get adequate training programs started at local community
colleges or vocational schools, or action to attract private
training providers to offer the kinds of training needed. The rule
does not require the state to conduct training or require
technician or facility certification. Clearly, the rule allows the
states significant flexibility in insuring these minimum levels of
service are available.
1.2.5 State Implementation Plans
Section 51.369(d) of the Inspection/Maintenance Program
Requirements issued November 5, 1992 states the SIP requirements as
being:
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The SIP shall include a description of the technical
assistance program to be implemented, a description of
the procedures and criteria to be used in meeting the
performance monitoring requirements of this section, and
a description of the repair technician training resources
available in the community.
1.2.6 Start-up IM240 Emission Standards in Enhanced I/M Areas
The EPA rule allows areas to use higher IM240 emission
standards at the start of the enhanced I/M program. EPA has issued
technical guidance1, which recommends start-up standards for
various vehicle classes which should be used during calendar years
1995 and 1996 (40 CFR 85.2205(a)(2)). Looser start up standards are
recommended because, when high tech testing starts, the fleet will
have a sizable accumulation of vehicles (generally older than 5
years) which have suffered malperformances which went undetected by
the idle test or which escaped repair due to improper inspections.
Looser start-up standards will allow the I/M program to send only
a manageable number of these cars for repair in the first two
years, so that repair facilities do not get overwhelmed by
challenging repair cases and owners are not overly frustrated.
By 1997, repair facilities will have more experience repairing
IM240 failed vehicles, more may have entered the I/M repair
business, and much of the accumulated backlog of defective vehicles
will have already been repaired, allowing the IM240 standards to be
tightened for greater emission reduction. Recommended final
standards are also summarized in the technical guidance cited above
(40 CFR 85.2205 (a) (3) ). EPA advises states to retain as much
flexibility to revise inspection standards during 1995 and 1996 as
possible, since local experience may indicate the advisability of
either more or less stringent start-up standards than shown in
EPA's technical guidance.
1.2.7 Hardship Extension Option
The CAA requires that any waiver in an enhanced I/M program be
granted only if the owner has spent at least $450 on repairs, but
does not define precisely what a waiver is. However, the I/M rule
(40 CFR ) defines a waiver as "a form of compliance with the
program requirements that allows a motorist to comply without
meeting the applicable test standards, as long as prescribed
criteria are met. One of the prescribed criteria EPA sets forth is
in §51.360(a)(9):
1U.S. EPA. April 1994. High-Tech I/M Test Procedures, Emission
Standards, Quality Control Requirements, and Equipment Specifications. Final
Technical Guidance. Report no. EPA-AA-EPSD-IM-93-1.
7
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A time extension, not to exceed the period of the
inspection frequency, may be granted to obtain needed repairs
on a vehicle in the case of economic hardship when waiver
requirements have not been met, but the extension may be
granted only once for a vehicle and shall be tracked and
reported by the program.
Thus, an extension allows a vehicle owner to register his or
her vehicle even though it has not been repaired to pass the I/M
test and has not had the full $450 in repair attempts, without
removing the obligation to get it repaired or spend the $450
eventually. This option may not be offered to all owners without
regard to financial means. The state may choose what criteria to
use in assessing financial means. EPA believed it was reasonable
to allow such extensions in the I/M rule because of the
accumulation of defects in older vehicles during the period before
enhanced I/M takes effect, and the hardship to some areas of a
sudden need to repair or dispose of a vehicle during the first high
tech inspection cycle. There may be only one extension in the life
of a vehicle. States must modify their registration system to
ensure that vehicles which have received an extension are not given
a second one in a subsequent year. States may wish to ensure that
purchasers of vehicles are informed whether the vehicles are still
eligible for an extension.
1.3 Related Requirements
1.3.1 On-board Diagnostics
1.3.1.1 EPA Statutory Requirements
Section 202 (m) of the Clean Air Act, which was added by
Section 207 (a) of the Clean Air Act Amendments of 1990, directs
the EPA to promulgate regulations requiring manufacturers to
install on-board diagnostic (OBD) systems on all new 1994 and later
model year light-duty vehicles and light-duty trucks. At a
minimum, these diagnostic systems must be capable of:
a) accurately identifying, for the vehicle's useful life,
emission-related system deterioration or malfunction,
including, at a minimum, the catalytic converter and oxygen
(02) sensor, which could cause and result in failure of the
vehicles to comply with emission standards;
b) alerting the vehicle's owner or operator to the likely need
for emission-related component or system maintenance or
repair;
c) storing or retrieving fault codes specified by the
Administrator; and
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d) providing access to stored information in a manner specified
by the Administrator.
1.3.1.2 EPA Regulatory Requirements
EPA's final rule on OBD requirements was published in the
Federal Register February 19, 1993, and was effective May 20, 1993.
As required by the Act, regulations apply to all 1994 and later
model year LDVs and LDTs for which emission standards are currently
in place or are subsequently adopted.
Essentially, the rule requires that an OBD system must be
capable of detecting a malfunction or deterioration of emission-
related components or design elements before such a malfunction or
deterioration individually causes an emission increase greater than
certain thresholds. EPA will evaluate whether the OBD system is
properly monitoring and identifying such malfunctions using the
Federal Test Procedure. When such a malfunction is detected, a
malfunction indicator light (MIL) must illuminate on the dashboard
and codes identifying the malfunction must be stored in the
computer for access by a repair technician.
For light-duty vehicles and light-duty trucks with Otto cycle
engines, EPA has explicit requirements to monitor and detect
malfunctions in the catalyst system, the oxygen sensor system,
engine misfire, and electrical circuit continuity on most emission-
related powertrain components. When an engine misfires, the system
must store a code indicating which cylinder is misfiring or that
multiple cylinders are misfiring. For other emission-related
powertrain systems or components, and the evaporative emission
control system, manufacturers are provided the flexibility to
either monitor and detect malfunctions, or ensure that malfunctions
will not occur or will cause negligible emission increases. For
light vehicles and light trucks with diesel engines, EPA has
explicit requirements to monitor and detect loss of electrical
circuit continuity within emission-related powertrain components
sensed by the on-board computer. For other emission-related
powertrain systems or components, including the catalyst if so
equipped, manufacturers are provided the same flexibility described
previously for Otto cycle engines.
The rule also requires that service information be made
available by manufacturers to anyone in a standardized electronic
format. This requirement is discussed in more detail in Section
1.3.3. Finally, a readiness code must be stored in the on-board
computer to indicate when the diagnostic system has completed all
monitoring checks and has determined the operational status of all
monitored systems and components. The readiness code will ensure
I/M testing personnel and service technicians that malfunction
codes have not been cleared since the last OBD check of the
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vehicle's emission-related control systems.
1.3.1.3 CARB Regulatory Requirements
The California Air Resources Board (CARB) passed state OBD
regulations in 1985. This set of regulations was known as OBD I
and took effect beginning with the 1988 model year. The
regulations required the vehicle's onboard computer to monitor the
vehicle's oxygen sensor, the EGR valve, and the evaporative purge
solenoid for proper operation and to provide a warning to the
vehicle operator when any malfunctions occurred. However, since
OBD I did not cover several critical emission-related components
(e.g. catalyst, evaporative system vapor leaks) and does not
require sufficient sensitivity to detect significant malfunctions
of components that are monitored, CARB has promulgated new OBD II
regulations.
California's OBD II regulations differ from EPA's regulations
in some respects. CARB has taken more of a design-oriented
approach than EPA's, which emphasizes emission performance
standards. CARB's OBD II requirements include catalyst monitoring,
evaporative emission control system leak detection, monitoring of
the operational characteristics of the oxygen sensor, and detection
of engine misfire. OBD II requires greater sensitivity in
detecting malfunctions than OBD I.
EPA expects that manufacturers will be able to develop one
system that complies with both EPA OBD and California OBD II
regulations. However, EPA will accept compliance with the
California OBD II requirements as an alternative means of meeting
certain portions of the Federal requirements through the 1998 model
year. Beyond the 1998 model year, full compliance with the Federal
OBD rule will be required. Beginning with the 1999 model year,
California will also accept systems meeting Federal requirements as
automatically satisfying California OBD requirements for vehicles
designed to meet Tier 1 standards.
1.3.1.4 Capabilities and Limitations of OBD
OBD will lead to the repair of malfunctioning vehicles that
contribute to air quality problems throughout the nation. Consumer
acceptance is crucial to the success of this program, however,
since OBD systems will have their greatest benefit when the vehicle
owner observes the warning signal and on his or her initiative
obtains appropriate emission system repairs promptly. A report was
prepared for EPA in 1990 by WESTAT, Inc. which surveyed motorists
on their responses to illuminated MILs, which have been installed
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by manufacturers on some vehicles for a number of years2. This
study found that most motorists responded positively to the MIL.
If a car was not running satisfactorily at the time of
illumination, 87 percent of owners sought repair, and if the car
was running satisfactorily, 60 percent sought repair.
An OBD system also has the capability of assisting repair
technicians in diagnosing and repairing vehicles. First,
technicians may access the OBD codes when vehicles are presented to
them with symptoms of poor driveability or even just for routine
servicing, and thereby discover emission malfunctions of which the
owner was unaware. Also, OBD will speed identification of
malfunctioning emission components, and help avoid trial and error
replacement of components which the repair technician cannot
evaluate otherwise. Moreover, the readiness code will indicate to
service personnel whether any repairs have been conducted properly;
if the readiness code appears indicating a full functional check
has been completed without any malfunctions being detected, the
repair has been successful.
OBD systems will also play a role in I/M programs. In fact,
the Act requires EPA to promulgate a rule which will require all
I/M programs to include code inspections. EPA will propose and
promulgate such a rule. At the time of the I/M test, stored
malfunction codes can be scanned to identify vehicles whose owners
did not seek repairs when the warning signal first occurred. The
presence of one or more codes in a vehicle indicates the current or
recent existence of a malfunction with the potential to cause high
emissions. Eventually, OBD codes could possibly be used to replace
other methods of identifying high emitting vehicles.
1.3.2 207(a) and 207(b) Warranty
Section 207(a) of the Clean Air Act establishes the emission
design and defect warranty. Manufacturers must warrant to the
purchaser that the vehicle is designed, built and equipped to meet
emission standards for the useful life of the vehicle and that it
is free of certain defects which would cause the failure to meet
emissions standards. Section 207(b) of the Act requires
manufacturers to pay for certain repairs necessary to pass an EPA-
approved State or local emissions test. The requirements for the
Section 207 (b) performance warranty are set forth in part 85,
subpart W, of the Code of Federal Regulations.
Sections 207(a) and (b) were amended by the Clean Air Act
Amendments of 1990. Whereas the warranty period for light-duty
Westat, Inc. July 18, 1990. Survey of Vehicle Owners in the On-Board
Diagnostics Program. Prepared for Certification Division, Office of Mobile
Sources, U.S. EPA.
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vehicles and trucks had been 5 years or 50,000 miles (whichever
first occurs), the 1990 Amendments extend the warranty for major
emission control components (catalytic converters, electronic
emissions control units, onboard emissions diagnostic devices and
others the Administrator may designate) to 8 years or 80,000 miles
(whichever first occurs) for 1995 and later model year vehicles.
The warranty period for other components was reduced to 2 years or
24,000 miles (whichever first occurs).
An extension of the warranty period for the specified major
emission control components is likely to lead to more durable
designs for these components. Reducing the warranty period for
other emission control components will pass more repair costs along
to consumers and may affect component durability design.
1.3.3 Certification Short Test
Ideally, vehicles which pass the Federal Test Procedure for
certification should also pass the inspection methods and
procedures set forth by the Section 207(b) emission performance
warranty provision, under conditions likely to be encountered in
conducting I/M programs. To ensure this, Section 206(a) of the
Clean Air Act requires that EPA develop new test procedures, to be
incorporated into the certification process. These test procedures
should be capable of determining whether 1994 and later model year
light-duty vehicles and trucks, when properly maintained and used,
will pass the inspection methods and procedures established under
207(b) for that model year, under conditions reasonably likely to
be encountered in the conduct of I/M programs, but which those
programs cannot reasonably influence or control.
Thus, EPA finalized a rule on November 1, 1993 requiring a
Certification Short Test (CST) . This rule has two major
components. The first component replaces the six current steady-
state performance warranty procedures available for use in basic
I/M programs. These procedures include three idle tests, a pair of
unloaded two speed tests, and a steady-state loaded test. The
second component incorporates the CST into the current procedures
for obtaining a certificate of conformity for light-duty vehicles
and light-duty trucks.
The CST is designed to prevent the occurrence of what are
known as "pattern failures." Certain groups of vehicles which pass
the FTP have shown consistent patterns of I/M failure. EPA became
aware of these pattern failures as I/M program officials have
sought technical support or assistance in obtaining Federal
emission performance warranty coverage for owners of failed
vehicles. By ensuring that vehicle designs are compatible with
performance waranty procedures through the CST, the ocurrence of
these pattern failures should be avoided, resulting in a reduction
of I/M-related repair attempts and I/M retests.
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The rule does not presently include transient loaded
procedures, which would reflect conditions encountered in areas
with enhanced I/M programs. A proposed rule is currently being
drafted which will incorporate a transient loaded procedure as part
of the menu of available performance warranty procedures and CSTs.
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1.3.4 EPA's Recall Program
Section 207(c)(l) of the Clean Air Act states that if the
Administrator of the EPA determines that a substantial number of a
vehicle class do not conform to the Federal emission standards when
in actual use throughout their useful lives, the Administrator
shall notify the manufacturer to submit a plan to correct the
nonconformity. Light duty vehicle life is defined as five years or
50,000 miles (whichever first occurs) through the 1993 model year.
A longer useful life will be phased in beginning with the 1994
model year and increasing in the 1996 model year to 10 years or
100,000 miles (whichever first occurs), more reflective of actual
useful life.
The EPA's recall program has been active since the early
1970's. Since the beginning of the program, over 45 million
vehicles have been recalled. Currently, the recall program tests
about 35 light-duty engine families annually, representing
approximately 35 percent of total light duty vehicle and light duty
truck production.
There are three basic types of recalls -- voluntary,
influenced, and ordered. When a manufacturer decides, with no EPA
involvement, to correct an emissions nonconformity it has
discovered on its own, a recall is described as a "voluntary"
recall. An "influenced" recall occurs when an EPA investigation
identifies a noncomplying family and the manufacturer is convinced
to recall without an order being required. If a manufacturer
declines to take appropriate action on a noncomplying family and
EPA orders the company to correct the vehicles, an "ordered" recall
results. Most vehicle recalls are voluntary, although ordered or
influenced recalls affect more total vehicles.
There are two different phases of recall testing
surveillance and confirmatory programs. The less costly
surveillance program is used to initially identify engine families
showing a high probability of failure and which are therefore
candidates for recall and/or confirmatory testing and eventual
recall. The confirmatory program is designed to provide a larger
sample of vehicles, procured using more rigorous selection and
screening procedures, which may be used to support EPA's decision
in the event of a manufacturer challenge.
In selecting engine families for recall testing, data from a
variety of sources are considered. First, surveillance or
confirmatory test data from a similar engine family for the
previous year or an earlier model year are considered. Emission
results from certification testing and manufacturer-provided
information on the emission performance of the vehicle are also
considered. Also, I/M data from several states are reviewed,
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including both idle only and simulated driving type test results
(IM240). Information on any pattern failures documented in these
records is incorporated in the selection process.
When an engine family is recalled, the manufacturer is
responsible for developing a repair which (1) brings the mean
emissions, as measured by EPA, into compliance, (2) is adequately
durable, and (3) can be expected to be successfully implemented by
the manufacturer's dealership network. Adjustment fixes, such as
an ignition timing change made by rotating the distributor housing,
would not be acceptable because of their unsatisfactory durability.
The emission reduction produced by a fix must show that if the fix
was installed on vehicles performing at the mean of EPA's test
sample, the resulting emissions would be reduced to or below the
Federal standards.
The manufacturer must order, acquire and distribute any parts
and labels to be used by the mechanic performing the recall. The
manufacturer must also draft a letter to be sent to each owner
explaining the steps he/she must take to have the recall completed
on his vehicle; and he/she must draft the dealer bulletin
explaining how the recall is to be performed.
Unfortunately, independent service facilities do not typically
have access to Original Equipment Manufacturers' (OEMs) service
information, and therefore may not be aware that a vehicle coming
into their shop has been subject to a recall. In addition, they
may not be able to accurately determine whether a recalled vehicle
has had necessary corrections performed. Thus, EPA will soon
propose a rule requiring motor vehicle manufacturers to provide and
update electronic lists identifying vehicles subject to an
emissions recall which have not complied. State agencies will be
able to use this information to enforce compliance with emissions
recall campaigns in areas required to implement enhanced vehicle
inspection/maintenance (I/M) programs. Such a program will
alleviate the problem of having technicians unknowingly attempting
to repair emission problems in cars which have not had recall
repairs done. This rule is expected to go into effect in July,
1995 and will start affecting motorists in January, 1996.
In addition, several efforts are underway which would provide
independent service facilities with greater access to OEMs service
information. Section 202 (m) (5) of the Clean Air Act, as amended in
1990 by Section 207(m)(5), requires the manufacturers to provide
promptly to any person engaged in the repairing or servicing of
motor vehicles or motor vehicle engines any and all information
needed to make use of the emission control diagnostic system and
such other information, including instructions for making emission
related diagnosis and repairs. As mentioned in Section 1.3.1.2 of
this guidance, EPA's February 19, 1993 rule on onboard diagnostics
requires manufacturers to make emission-related repair and service
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information (including recall information) available to all
independent technicians. Beginning in 1996, this information would
have to be provided in a standardized electronic format currently
being developed by SAE3. Final rules on service information
availability are not yet available, but will be contained in a
forthcoming EPA rulemaking. In addition, several companies
specializing in providing service information to independent repair
facilities are developing databases which include recall
information.
1.4 Effects of Requirements on Vehicle Repair Industry
In order to fully assess training needs, it is important to
understand how the requirements under the I/M rule affect the
vehicle repair industry, and what the technician's task really is
with respect to correcting emission failures.
EPA's research on the causes of high emissions among in-use
vehicles has shown that a wide variety of malfunctions can and do
occur. There are a few that are particularly common, especially
oxygen sensor deterioration. However, diagnosis of emission
failure is not a simple matter, since there are frequently multiple
causes of emission failure, and repair of one component may bring
a vehicle into compliance temporarily, but not solve the underlying
cause of the emission failure.
Repair technicians in current I/M programs are encountering
this variety of underlying malfunctions as they repair vehicles to
pass the idle and 2500/idle tests that are now dominant. EPA
expects that the IM240 tailpipe emission test will find more of
these diverse malfunctions than simpler testing, especially
NOx-related problems. Evaporative system problems will also be
detected for the first time in most I/M programs. However, EPA
expects that the range of problems will be similar. On one car
model a certain broken part may cause an IM240 failure and an idle
test failure, while on another the same broken part may not affect
idle emissions very much. There are few if any unique problems
which appear only with the IM240. The basic challenge of finding
the reason for high emissions will therefore be much the same as at
present. Technicians will continue to use a combination of routine
tune-up checks and parts replacements, visual examination, on-board
diagnostic indicators, special tools, systems logic, service manual
procedures, and a process of elimination.
However, more vehicles will be identified as having problems,
and problems will have to be isolated and corrected more thoroughly
for the car to pass the IM240 than for the idle test, since the
SAE J2008: Recommended Organization of Vehicle Service Information,
draft version, July 1993.
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idle test frequently passes cars that still have problems that the
IM240 can detect. The IM240 will be less susceptible to vehicle
misadjustment and tampering as a ploy to get a car to pass without
performing truly needed repairs, since the NOx standard will tend
to cause a vehicle to fail if a ploy has been used to pass HC and
CO, and vice versa. Consequently, technicians will have to find and
fix the true causes of a test failure more often. Also, the
statutory $450 cost waiver limit is higher than the cost waiver
limits typical of basic programs in the past. This higher limit
will close off one of the alternatives to repair now available in
current I/M programs. Finally, because enhanced I/M programs will
have official inspections performed in test-only networks, there
will be no opportunity for an improperly performed test to be a
substitute for full repair.
Due to the reasons discussed above, it will be necessary for
technicians to become even more efficient in diagnosing problems.
Education is an important component, though technician education is
not the complete solution. Many factors may affect performance,
e.g., lack of technical information, specialized tools, a good
working environment, or the time allowed to do a complete job.
The two areas of education that EPA perceives to be of primary
importance at this time are: 1) the education of existing
technicians in the diagnosis and repair skills required to repair
vehicles failing the transient test, and 2) bringing the automotive
education offered by secondary and post-secondary schools, which
educate new technicians, up to speed on the new diagnostic and
repair skills required to repair vehicles failing the transient
test.
The focus for education of existing technicians should be on
the technicians that already possess a certain level of expertise
in automotive repairs and will not have to be educated in general
system repairs. Likewise, the main emphasis of diagnostic and
repair education for these experienced technicians should relate
primarily to the rapidly changing technology, particularly
electronics and computer controlled emission control systems, and
the practical effects that these systems, in conjunction with the
basic engine mechanical systems, have on transient emission levels.
Therefore, such education should assume a basic knowledge of these
systems, and should not focus on general repair issues.
Technicians not fully understanding the basics should be given the
opportunity to take remedial and/or refresher courses. These
courses should be coordinated with the advanced level course
schedule. Further, the focus should also be on generic training
and diagnostic strategies rather than emphasizing instructions for
performing specific repairs. The variety of vehicles that may fail
the IM240 transient test will require the technicians to use their
problem solving skills rather than 'cookbook' repairs.
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1.5 Role of the Local or State Agency
Natural market forces caused by vehicle owners' interest in a
convenient and economical repair can create an incentive for
technicians and repair facilities to become more proficient, and
for more persons and firms to enter the market. However,
considerable stresses in the repair market could occur during a
transition phase, to the detriment of the public. Therefore, it is
desirable for local agencies to take an active role in providing
and promoting education for in-service technicians. In addition,
the optional certification of technicians and the performance
monitoring program which is required by EPA's I/M rule will enhance
natural market forces. Other important aspects that should be kept
in mind while working on these three areas are tools, repair
methods, and service information.
1.5.1 Technician Education and Certification
Educating in-service technicians requires all of the
following:
• Classroom materials such as pre- and post-tests, course
outlines, slides, videos, workbooks, up-to-date
diagnostic equipment, and vehicle hardware.
• Instructors knowledgeable in the field and familiar with
these materials.
• A place to train, ideally including access to vehicles.
• Funding for the materials, instructor, and space.
• An audience of technicians who are motivated to take
courses, despite the time it takes from their paying job
or personal life and the direct out-of-pocket cost if the
course(s) is not free.
If it is to be effective, education must be offered to working
technicians in a form and at a time they will attend. Education
should be designed in modules or tiers, so that technicians do not
have to sit through material they feel they know in order to get
material they need. Furthermore, it is important to pre-test, so
that technicians with comparable skills start at the same level.
While the start of enhanced I/M programs creates a short term
need to educate practicing technicians, in the long term it is
preferable to impart emissions repair knowledge during vocational
education. The long-term task of upgrading vocational educational
programs is one which I/M agencies should pay attention to, but not
at the expense of educating in-service technicians in the short-
term. Considerable coordination between short-term programs to
educate practicing technicians and long-term programs to upgrade
vocational educational programs might be possible, however. For
instance, upgraded lab space, equipment, and instructors could be
shared.
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Certification of repair technicians has two benefits. It
allows vehicle owners who need a more qualified technician to
locate those who exist, and it encourages other technicians to get
qualified. Certification does present challenges in terms of the
development of an appropriate test instrument, administration of
the test, motivation of technicians to take the test, and education
of the public about the benefit of patronizing certified
technicians.
Automotive Service Excellence, Inc. (ASE) has developed a new
test, the Advanced Engine Performance Specialist (LI) Test, which
is an advanced level exam requiring successful certification in ASE
Test A8, Engine Performance. This test is designed to measure the
technicians' knowledge of the diagnostic skills necessary for
sophisticated emissions and engine performance problems. The test
was first administered in May 1994 and will be given again from
time to time. ASE handles test administration and score reporting.
This test is discussed in greater detail in Section 5.4.1. It
should be noted that no certification test is a perfect predictor
of job performance under constantly evolving technology and other
changing conditions. Thus, certification is a supplement rather
than a substitute for a good performance monitoring program.
1.5.2 Performance Monitoring
The concept behind performance monitoring is to let vehicle
owners know how well competing repair facilities are doing in terms
of getting cars to pass re-inspection on the first trip back to the
inspection station. Performance monitoring must also let repair
facilities themselves know how they are doing so they can learn to
do better. Finally, performance monitoring should let I/M program
officials know each repair facility's success rate so they can
actively counsel the repairers who are most frequently causing the
public the unnecessary inconvenience and expense of multiple repair
trips .
Performance monitoring is a new concept in most I/M areas, but
has been done in some areas for many years with general acceptance
by the repair industry and public appreciation for the service.
Although EPA makes specific recommendations in this guidance
document for developing a prototype performance monitoring program,
the I/M rule affords areas considerable flexibility in developing
and implementing a program.
1.5.3 Tools, Methods, and Service Information
A more satisfactory repair process will also be facilitated by
technical supports in the form of improved tools, methods, and
service information for technicians. EPA and various industry
entities are pursuing some concepts for such improvements. Perhaps
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the most important is development of advanced diagnostic
procedures. In future reports, EPA hopes to describe in detail
advanced diagnostic procedures which can be used to more accurately
and efficiently diagnose emission failures. Also, EPA is
collecting data to investigate the possibility of using the
second-by-second emissions history during the IM240 to provide
clues as to the malfunctions responsible for the failing emission
level on the overall test. Furthermore, the market is starting to
undertake the development and distribution of advanced technology
repair tools, such as boroscopes for diagnosing catalyst problems.
Because the official IM240 transient emissions test is
performed with specialized testing equipment, diagnosing failed
vehicles and verifying that subsequent repairs were sufficient to
adequately reduce emissions to passing levels may be considerably
easier with similar specialized equipment. Thus, EPA conducted a
preliminary study of a relatively low cost repair grade IM240
system (RG240). The system in EPA's preliminary study should be
(1) affordable enough for a repair facility to purchase (in the
neighborhood of $25,000 - $40,000, or even less if the BAR90
analyzer is already owned), and (2) accurate enough to indicate
when a vehicle has had a substantial emission reduction and is
highly likely to pass the official retest. A recent SAE paper
describing EPA's RG240 system can be found in Appendix I4.
Also included in the technical supports category is the need
for priority to be placed on developing and disseminating generic
methods for verifying basic closed loop operation, since many other
malfunctions cannot be isolated if closed loop operation is not
present. The garage-grade IM240 testing package would be able to
generate this type of emissions history, allowing the technician to
get information at each step of repair without returning to the
test-only station. The role of the state agency will be to help
communicate to technicians and service station operators the
importance and availability of these technical supports. This
includes making sure that education programs are kept current.
Mickelson, Jan B. and William B. Clemmens. IM240 Repair Verification:
An Inexpensive Dynomometer Method. SAE Paper No. 940431.
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2.0 ENHANCED I/M AND MOTOR VEHICLE REPAIR
2.1 Preconditioning and Failure Verification
Specific troubles caused by poor preconditioning include a
full canister which can feed too much vapor to the engine causing
falsely high exhaust emissions, a cold catalyst or oxygen sensor,
and timers in the computer which can delay closed loop operation
and/or canister purge following an engine start or other specific
event. Repair technicians should interview the owner to determine
if insufficient preconditioning at the time of the official test
was a possibility and/or confirm that the vehicle has high
emissions before spending significant amounts of time in diagnosis
and parts replacement. Also, it is important for technicians to
precondition a car after a repair is done before retesting the
vehicle, due to possible interference from the adaptive learning
feature on many vehicles.
2.2 Diagnosis and Repair of Emission Failures
2.2.1 Types of Repairs
A 1992 EPA study5 categorized motor vehicle emission repairs
according to the following systems and subsystems:
1. induction system
• heated air door assembly
• temperature sensors
• air filter element
• hoses
• other (e.g., gaskets)
2 . fuel metering system
• carburetor assembly
• idle mixture adjustment limiter
• idle mixture adjustment
• idle speed
• idle speed solenoid
• fuel injection components
• hoses, lines, wires
• choke adjustment -- notches
• choke adjustment -- vacuum break
• choke adjustment limiter
• fast idle speed
• vacuum diaphragms
McCargar, James A. and Lisa M. Snapp. 1992. Report on the
EPA/Manufacturer Cooperative I/M Testing Program. Environmental Protection
Agency, Office of Mobile Sources, Ann Arbor, Michigan. EPA Report No. EPA-AA-
EPSD-I/M-92-01.
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• electrical controls
• exhaust heat control valve assembly
• other (e.g., fuel filter, float level)
3. ignition system
• distributor assembly
• initial timing
• initial timing limiter
• spark plugs and wires
• vacuum advance assembly
• spark delay devices
• spark knock detector
• electronic timing module
• coolant temperature sensors
• hoses, lines, wires
• other (e.g., points, distributor cap)
4. EGR system
• EGR valve assembly
• back pressure transducer
• delay solenoid
• vacuum amplifier
• vacuum reservoir
• coolant temperature sensor
• hoses, lines, wires
• other (e.g., gaskets, plugged manifold)
5. air injection system
air injection assembly
bypass valve, dump valve — air pump system
air diverter valve
check valve
drive belt
hoses, lines, wires
other (e.g., air filter, stuck valves)
6. PCV system
• PCV valve assembly
• filters
• hoses and lines
• other (e.g., vent tube seal)
7 . exhaust system
• exhaust manifold, tailpipe, muffler
• catalytic converter
• other (e.g., mixture set tube)
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evaporative system
evaporative canister
canister filter
canister purge solenoid/valve
hoses, lines, wires
other (e.g., gas cap, gaskets)
9. engine assembly
• cooling system
• valve adjustment
• belt tensions
• hoses, lines, wires
• other (e.g., battery, transmission fluid)
10. three-way catalyst system
electrical control unit
oxygen sensor
barometric pressure sensor
load sensor (throttle position, manifold vacuum)
engine speed sensor
coolant temperature sensor
crankshaft position sensor
EGR position sensor
EGR control solenoids
air/fuel control actuator
air bypass solenoid/valve
air diverter solenoid/valve
throttle kicker/actuator
idle speed control system
hoses, lines, wires
diagnostic bulb check
diagnostic warning
other (e.g., switches)
2.2.2 Development of Diagnostic Procedures
Clearly, there are a large number of possible repairs which
may be necessary to correct emission failures. Thus, accurate and
complete diagnosis is critical to effectively repair vehicles. In
earlier EPA studies, one of the major causes of continuing to fail
emission cutpoints was insufficient diagnosis. Thus, EPA has
undertaken studies to develop better diagnostic procedures. In a
recent study, which has not yet been released in report form, EPA
used "advanced diagnostic procedures" to diagnose and repair 31
vehicles with failing emissions. These procedures relied heavily
on wave form diagnostics (RG240 and other dynomometer emissions
data were not used) . All 31 of the vehicles were successfully
repaired. 9 of these vehicles (29%) required catalyst repairs, 21
vehicles (67%) required oxygen sensor repairs, and 6 vehicles (20%)
required both catalyst and oxygen sensor repairs. Similar
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procedures are now being marketed in the repair industry.
2.2.3 Trace-Based Diagnostics
§51.368(a) requires that motorists that fail the I/M test be
provided with software generated, interpretive diagnostic
information based on the particular portions of the test that were
failed. One way this requirement could be met is through analysis
of IM240 trace patterns from failing vehicles.
If the typical pattern of second-by-second emissions during
the IM240 driving cycle is known for both a car in proper condition
and for cars with certain common defects, the repair technician may
be able to narrow the focus of his or her diagnostic efforts just
by interpreting the data from the official emission test. For
example, a certain emissions pattern during the final deceleration
of the IM240 might be associated with leaking fuel injectors, a
problem that is otherwise difficult to diagnose. It is likely that
vehicles of different models would have somewhat different typical
and aberrant emissions patterns, so the interpretation task would
be assisted by a computerized data base of this information.
Possibly, a computer could do the pattern analysis also, and print
a list of likely problems which even less sophisticated technicians
could investigate. While this idea is potentially very powerful,
it is clear that a considerable data base of testing and repair
experience must be assembled before its practicality can be tested.
Meanwhile, I/M agencies should avoid program features that would
complicate the transmission of second-by-second emissions data from
the test-only station to the repair technician.
2.3 Diagnostic Equipment and Tools
2.3.1 Basic Diagnostic Tools
Repair facilities should have a number of basic diagnostic
tools. Following is a list of these basic tools, along with a
brief description of their functions6.
1) digital multimeter (DMM) -- a test instrument capable of
measuring several properties of electricity. These properties are:
a) voltage -- the electrical force that pushes the electrons
through the electrical circuit. This force is called the
Electro-Motive Force (EMF) and is measured in volts.
Descriptions of the functions of these tools are paraphrased from the
following sources: 1) Duffy, James E. 1990. Modern Automotive Mechanics.
South Holland, IL: The Goodheart-Willcox Company, Inc. 2) Duffy, James E.
1989. Auto Electricity, Electronics, Computers. South Holland, IL: The
Goodheart-Willcox Company, Inc.
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b) current — the movement of electrons in a circuit.
Current is measured in terms of amperage, which
represents the number of electrons (expressed in units of
coulombs, where one coulomb = 6.28xl018 electrons) that
pass through a circuit in a second.
c) resistance -- the electrical force which opposes the
movement of electrons through the circuit. One unit of
electrical resistance (which is equal to that of a
conductor in which a current of one ampere is produced by
a potential of one volt across its terminals) is referred
to as an ohm.
A digital multimeter measures direct current (electrical
current flowing in one direction) and alternating current
(electrical current which alternates direction). If a repair
facility does not have a DMM, they should have a AC/DC voltmeter,
an ammeter to measure current, and an ohmmeter to measure
resistance.
2) scanner — a scanner is also known as a diagnostic readout
tool. It converts computer pulses or signals directly into a
digital or number display. This device makes it easier to read
electronic trouble codes.
3) laboratory oscilloscope -- an oscilloscope is a cathode ray
tube that displays a line pattern representing voltages in relation
to time. Voltage is shown along the vertical axis and time is
shown along the horizontal axis. Repair facilities may have a
laboratory oscilloscope as part of an engine performance analyzer.
An engine performance analyzer essentially consists of several
pieces of test equipment mounted in one cabinet. Besides an
oscilloscope, the analyzer may include a DMM, tach-dwell, exhaust
gas analyzer, pressure-vacuum gauge, cylinder balance tester,
compression tester, cranking balance tester, vacuum pump, and
timing light. An oscilloscope must have a time base and amplitude
resolution adequate for troubleshooting vehicle sensors.
4) temperature gauge (pyrometer) -- a temperature gauge is
frequently used to measure the temperature of various components,
such as radiator temperature. The temperature obtained with the
gauge can be compared to specifications. An electronic digital
pyrometer is often used to make very precise measurements, such as
the temperature of the exhaust manifold at each exhaust port.
Lower temperature at any exhaust port would indicate a misfiring
cylinder.
5) pressure gauge -- a pressure gauge is frequently used to
measure air and fluid pressure in various systems and components,
such as fuel pump pressure or engine compression stroke pressure.
Some pressure gauges can also be used to measure vacuum.
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6) vacuum gauge -- a vacuum gauge is used to measure vacuum, such
as the vacuum in an engine's intake manifold, vacuum diaphragms,
vacuum solenoid switches, and the carburetor mixture solenoid.
7) vacuum pump (hand held) -- a hand held vacuum pump provides a
source of suction and is used in conjunction with a vacuum gauge to
test various vacuum devices.
8) gas flowmeter -- is used in detection and diagnosis of purge
failures, as described in Section 2.5.1.
9) compression tester or cylinder leak down tester — a
compression tester is used to measure the amount of pressure during
the engine compression stroke. A cylinder leak down tester
performs a similar function, measuring the amount of air leakage
out of the engine combustion chambers. If readings from these
devices are out of specifications, such problems as bad intake
valves, burned exhaust valves, bad rings, pistons, or cylinders, or
a blown head gasket may exist.
10) timing light with advance capability -- a timing light with
advance capability not only measures engine timing, but also exact
distributor advance with the distributor installed in the engine.
(Timing advance occurs when the spark plugs fire sooner on the
engine's compression strokes. More timing advance is needed at
higher engine speeds to give compression enough time to develop
pressure on the piston's power stroke.) This type of timing light
has a degree meter built into the back of its case, which will
register exact advance. Most large engine analyzers also have this
feature.
11) four or five gas exhaust emission analyzer -- an exhaust gas
analyzer draws a sample of the exhaust gas out of the car's
tailpipe. A four gas analyzer measures the amount of CO, HC, C02,
and 02 in the exhaust. A five gas analyzer, which also measures
NOX, may be needed in enhanced I/M areas, where there is a NOX
performance standard. The information provided by a gas analyzer
indicates the air fuel ratio entering the engine. Repair facilities
may have a gas exhaust emission analyzer as part of an engine
performance analyzer.
12) tachometer -- the tachometer measures engine speed in
revolutions per minute. It is used to adjust engine speed settings
and perform other tests.
13) dwell meter or duty cycle meter -- a dwell meter measures the
amount of time that voltage is applied to the ignition coil to
energize it (duration of distributor point contact) and is measured
in degrees of distributor rotation. A dwell meter is used
primarily with older ignition systems. In cars without electronic
ignitions, variation in the dwell meter reading indicates
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distributor wear problems. With electronic ignitions, dwell change
with engine speed can be normal.
A duty cycle meter measures duration of an electronic pulse.
The duration is expressed as a percentage representing the width of
the pulse relative to the width of the cycle from pulse to pulse.
In a vehicle with an electronic ignition, the duty cycle will
increase at high speeds and decrease at low speeds.
14) breakout box -- a breakout box is essentially a box with a
series of test terminals, or lugs, which can be connected to the
vehicle's computer wiring harness. A DMM can be touched to
specific box terminals which correspond to various systems, and
test values can be compared to specifications.
15) access to service information in electronic form via modem
during operating hours
2.3.2 Advanced Diagnostic Procedures
In order to diagnose causes of emission failures in today's
complex computer-controlled vehicles, and to ensure that a repaired
vehicle will pass a basic I/M or IM240 retest, advanced diagnostic
procedures will be necessary to pinpoint the causes of many
emissions failures. The following sections briefly discussed how
advanced procedures such as wave form diagnostics using an
oscilloscope and use of repair grade IM240 can be used to diagnose
emission failures. Use of new technology to diagnose catalyst
failure is also briefly discussed.
2.3.2.1 Advanced Diagnostic Strategy Involving Oscilloscope
An oscilloscope can be used to diagnose problems in any
vehicle system that has a voltage output which changes in amplitude
over time. The pattern of voltage values over time is known as a
waveform. A properly functioning vehicle system typically has a
characteristic waveform which a repair technician can easily
recognize. Deviations from this characteristic waveform represent
some system malfunction, and specific types of malfunctions have
characteristic deviations in some property of the waveform.
Waveform diagnostics may be particularly useful in diagnosing
problems with fuel injectors and oxygen sensors.
2.3.2.2 Advanced Diagnostic Strategy Using Repair Grade IM240
Because the official IM240 transient emissions test is
performed with specialized testing equipment, diagnosing failed
vehicles and verifying that subsequent repairs were sufficient to
adequately reduce emissions to passing levels may be considerably
easier with similar specialized equipment. Thus, EPA conducted a
preliminary study of a relatively low cost repair grade IM240
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system (RG240) . The results of this preliminary study are
summarized in Appendix 1. The prototype RG240 system consists of
a dynamometer with uncoupled twin rolls, a constant volume sampler
(CVS) with a flow rate of 100 standard cubic feet per minute
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(SCFM), and a BAR 90 emissions analyzer with an additional nitric
oxide analyzer.
2.3.2.3 Advanced Diagnostic Strategy for Catalyst Failure
It can often be difficult to determine if catalytic converter
problems are really the root cause of emission failures. Only
about 30% of vehicles with emission failures studied by EPA require
catalyst repairs. Sometimes, damage to a catalyst can be diagnosed
by tapping on the shell. If the shell sounds hollow, the substrate
may be missing, or if it rattles, the substrate may be broken up,
or the inner baffles and shell may be deteriorated. At other
times, a repair technician may suspect that high emissions in a
vehicle are the result of a damaged catalytic converter, but his or
her suspicions may only be confirmed or contradicted by removing
the catalyst and visually inspecting it and/or measuring the
pressure drop across the catalyst. Even then, visual inspection or
measuring the pressure drop might not detect catalyst
contamination. Also, replacing the catalyst may reduce emissions
enough to bring a vehicle into compliance but still not correct
some other malfunction, resulting in high emissions again shortly
after replacement of the catalyst.
EPA is investigating additional tools for visual diagnosis of
catalyst problems. A boroscope, which is a fiberoptic tool which
extends down through the 02 sensor to the catalyst, may be
developed so that it is practical for inexpensive routine use
inspecting catalysts.
Readings from a gas analyzer may also lead a technician to
suspect contamination of a catalyst, even when visual inspection or
pressure drop measurements do not indicate a problem. If 02
readings are above about 5%, indicating there is enough oxygen for
the catalyst to burn the emissions, but CO readings are still above
0.5% (and other systems are operating properly), this indicates
that the catalytic converter is not oxidizing emissions from the
engine and may need to be replaced.
For the present, EPA's advice is as follows:
Always check for engine problems before replacing the
catalyst.
If significant engine problems are found and then fixed,
get another test before replacing the catalyst unless it
is obvious from external inspection that the catalyst
content is missing or damaged.
Observe EPA rules for selection of a replacement
catalyst. More information on these rules can be found
in the following sections.
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2.4 Parts and Catalyst Issues
2.4.1 Parts Issues
2.4.1.1 Aftermarket Parts and EPA Tampering Policy
According to an EPA policy memorandum7, the Agency does not
consider it to be tampering for automotive dealers (or any persons)
to use a nonoriginal equipment aftermarket part as a replacement
part for the purposes of maintenance or replacement of a defective
or worn out part, if the dealer has reasonable basis for knowing
that such use will not adversely affect emissions performance. The
same applies to the use of aftermarket parts used as part of an
add-on, auxiliary, augmenting, or secondary part or system.
Adjustments or alterations of a particular part or system
parameter, if done for purposes of repair or maintenance according
to the vehicle or engine manufacturer's instructions, are also
acceptable. The policy memorandum also clearly defines what
constitutes a reasonable basis for knowing that use of aftermarket
parts will not adversely affect emissions performance.
2.4.1.2 EPA Aftermarket Part Certification Program
EPA has a Voluntary Aftermarket Part Certification Program.
This program was amended in an August 8, 1989 rule8. Essentially,
this rule states that any aftermarket part manufacturer that wishes
to certify its emission-related part must demonstrate that use of
its part will not cause a vehicle to fail Federal emission
standards during the vehicle's useful life. Furthermore, the rule
specifies that vehicle manufacturers cannot deny a performance
warranty claim on the basis that use of the aftermarket part is
improper maintenance or repair if the part is certified under the
voluntary aftermarket part certification regulations. Finally,
this rule has a durability demonstration requirement.
The final rule also specifies that when the demonstration that
a part will not cause an emissions failure involves emission
testing, the Federal Test Procedure (FTP) is the only acceptable
test. A proposed rule, also published August 8, 19899, would allow
use of a shorter test consisting of the first 505 seconds of FTP,
called the cold 505 test. However, this proposed rule has not been
finalized.
EPA Mobile Source Enforcement Memorandum No. 1A, Office of Enforcement
and General Counsel, June 25, 1974.
8Federal Register 54 (151): 32566-32596 .
9Federal Register 54 (151): 32596-32602 .
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It should be pointed out that, to date, no aftermarket part
has been certified under the Aftermarket Parts Certification
Program.
2.4.1.3 EPA Aftermarket Part Warranty Requirements
The August 8, 1989 rule also requires that all certified
aftermarket parts be warranted by the part manufacturer not to
cause emission noncompliance of the vehicle on which the part is
installed. Certified parts must be warranted for the remaining
warranty period of the vehicle, as required under Sections 207(a)
and 207 (b) of the Clean Air Act. For instance, the warranty period
under Section 207(a) for emission related devices is 50,000 miles
for pre-1995 light-duty vehicles. If the device is replaced with
an aftermarket replacement part at 25,000 miles, the replacement
part is warranted for the next 25,000 miles, when the mileage on
the vehicle is 50,000 miles. The vehicle manufacturer is required
to repair or replace without charge those certified emission
related components necessary to remedy that emission failure if it
occurs within the prescribed warranty period. The vehicle
manufacturer may then obtain reimbursement from the certified part
manufacturer for the warranty claim. However, since no aftermarket
part has been certified under the Aftermarket Part Certification
Program, manufacturers are not currently required to replace any
non-original aftermarket emission related part free of charge.
2.4.1.4 Locating Parts
As a result of more stringent I/M programs and increased
emission related repairs, especially on older cars, location of
emission related parts to make the necessary repairs could pose a
potential problem. The California Bureau of Automotive Repair has
addressed this problem by establishing a parts availability
hotline. The hotline helps the public buy and locate new, used,
and rebuilt emission parts. Motorists are given exemptions for
emission parts which are no longer available. (Such exemptions
would not be permissible in an enhanced I/M program except with
respect to visual inspections.) The California Bureau of
Automotive Repair has a contract with the California Youth
Authority to administer the program.
2.4.2 Catalyst Issues
2.4.2.1 EPA Policy on Sale and Use of Aftermarket Catalytic
Converters
According to Section 203 (a) (3) of the Clean Air Act, the
installation, sale or manufacture of a converter which is
ineffective or less effective than the new original equipment
converter could constitute tampering. Thus, EPA issued an interim
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enforcement policy on August 5, 1986.10 As of January 1, 1988, only
converters meeting the requirements specified by this policy or new
original equipment or equivalent converters may be sold and
installed.
Aftermarket converters are required to have a five year,
50,000 mile warranty on the converter shell and end pipes. They
are also required to be warranted to meet EPA's emission
performance standards for 25,000 miles when the vehicle is properly
used and maintained. Used original equipment converters are only
required to meet the performance requirements that applied at the
time of sale; no additional warranty is required. All
manufacturers of new and used converters who meet the EPA
requirements must state that fact in writing. Usually this
statement is made in the warranty information or vehicle
application catalog.
Aftermarket catalysts must also be labelled according to the
format specified in the August 5, 1986 interim policy. The labels
include information on whether the converter is new or used, a code
which indicates the manufacturer, a numerical designation of the
vehicle application or part number, and the month and year of
manufacture.
Generally, aftermarket converters can only be installed in
three situations: 1) the converter is missing from the vehicle when
brought in for exhaust system repair; 2) the state and local
inspection program has determined that the existing converter has
been lead-poisoned, damaged, or otherwise needs replacement; or 3)
the vehicle is more than five years old or has more than 50,000
miles, and there is a legitimate need for converter replacement
that has been established and appropriately documented (e.g., a
plugged converter or unrepairable exhaust leaks). Furthermore, EPA
specifies installation requirements. Among these requirements are
that the same type of converter (oxidation, three-way, or three-way
plus oxidation) be installed, the converter must be properly
connected to any air injection components, the converter must be
installed in the same location as the original, and the same
configuration (single exhaust, dual exhaust, dual in-line catalyst
catalysts, etc.) must be used.
Aftermarket catalysts sold in California must be capable of
meeting more stringent California emission standards. However,
these catalysts must meet the same warranty requirements specified
under federal policy; that is, the vehicle must meet emission
performance standards for 25,000 miles when the vehicle is properly
used and maintained.
1 0
Federal Register, August 5, 1986, 51 (150) :28114-28119.
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2.4.2.2 Special Situations
Often, repair facilities must repair vehicle emission systems
on vehicles which have modifications or other special situations
which make it difficult for the facility to determine what it must
do to comply with EPA policy. For instance, a repair shop may
receive a vehicle in which an original engine has been replaced
with an engine from an older vehicle, and the exhaust system needs
replaced. The original engine may also be smaller (e.g., 6-
cylinder) than the replacement engine (e.g., 8-cylinder) . In such
a case, the facility must replace the exhaust system with one
equivalent to the certified configuration of the same model year or
newer vehicle of this type. If the vehicle was certified for a
single exhaust with a three-way plus oxidation catalyst, it must be
replaced with an exhaust system of this configuration.
Furthermore, the exhaust system (and catalytic converter) would
have to be able to handle the capacity of the larger replacement
engine.
Repair facilities may also be confused about how to comply
with EPA policy when repairing vehicles which have been tampered
with by do-it-yourselfers. Essentially, if a repair facility must
perform any work on any part of the vehicle which has been
previously tampered with, the facility must perform the correct
repair or not do it all in order not to be liable for tampering.
This is true regardless of the age or mileage on the vehicle and
applies to any motor vehicle or motor vehicle engine which was
designed to meet federal emission standards (all 1968 or newer
model year for passenger cars and light-duty trucks).
There are a number of other special situations which could
cause confusion for repair facilities performing exhaust system
repairs. If a repair facility has questions about how to comply
with EPA policy and what acts may constitute tampering, they should
contact EPA by calling the Field Operations and Support Division
(6406J), U.S. Environmental Protection Agency, Washington, B.C.
20460 (phone (202)233-9100).
2.5 Causes and Repair of Purge and Pressure Failures
2.5.1 Purge Failures
The evaporative purge test is conducted during an IM240
transient dynamometer test to detect vehicles with inoperative
evaporative canister purge systems. The test procedure includes
disconnecting the test vehicle's vapor purge line running from the
canister to the engine, and installing a gas flowmeter in the line.
After installing the flow meter in the evaporative purge system,
the vehicle is operated over the IM240 transient cycle, and the
cumulative vapor purge flow in units of liters are recorded. The
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vehicle is recorded as a failure if its cumulative vapor purge is
less than 1.0 liter.
An alternative purge test can be used if the Administrator
determines that such a test would not adversely affect the proper
determination of system integrity or the proper operation of the
vehicle. One alternative purge test has been proposed by
Environmental Systems Products, Inc. (ESP) .ll The alternative purge
test is conducted by allowing the helium to flow through the
canister during the IM240 tailpipe test and the exhaust is analyzed
for the presence of helium using a mass spectrometer. The EPA has
approved this test in concept; however, the pass/fail limits and
algorithms require additional research and development before this
procedure is ready for use in official I/M test lanes.
There are a number of typical causes of purge failures.
First, the canister purge solenoid or vacuum-operated valve can be
missing, disconnected or bypassed, have vacuum leaks, stick, or be
otherwise inoperative. In addition, vacuum or vent lines can be
disconnected or missing, plugged, damaged, or misrouted. Moreover,
the purge hose can be disconnected, missing, split, or not sealed.
Also, the canister purge thermal vacuum switch can be stuck, or
there may be no emissions control module signal to the purge
solenoid. Furthermore, simultaneous purge and pressure test
failures can result from a missing canister or EFE control switch,
a disconnected or leaking carburetor bowl vent line, or a
disconnected bowl vent solenoid or fuel line to the canister.
Purge failures are usually caused by an inoperative canister purge
solenoid or valve, or disconnected, missing, or damaged purge
hoses .
2.5.2 Pressure Failures
The pressure test, or evaporative system integrity test, is
used to determine the integrity of a vehicle's evaporative system,
and fuel tank. In order to perform evaporative system pressure
testing, the following equipment is needed -- an air or nitrogen
gas bottle, a standard regulator, hoses connecting the tank to a
pressure meter and to the vehicle's evaporative system, and
computer hardware to interface the metering system with a
computerized analyzer. The test sequence consists of the following
steps:
1) Test equipment is connected to the fuel tank canister hose at
the canister end. The gas cap is checked to ensure that it is
properly, but not excessively tightened.
Environmental Protection Agency. 1991. Alternative Purge and
Pressure Test Procedures. Memo from Phil Lorang to Regional Air Directors.
July 14, 1994.
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2) The system is pressurized to 14±0.5 inches of water without
exceeding 26 inches of water system pressure. Fuel tank
pressurization is done by modulating the nitrogen flow into
the fuel system by successive opening and closing of the
control valve by the operator. Modulating the nitrogen flow
into the system allows a higher pressure nitrogen flow to be
safely used to pressurize the system.
3) The gas cap is loosened, and the vehicle is allowed to stand
for up to two minutes to determine if it can continue to hold
pressure.
4) If pressure in the system remains above 8 inches of water
after two minutes, the vehicle passes the test.
An alternative test procedure may be used if is shown to be
equivalent or better to the satisfaction of the Administrator. As
with the purge test, an alternative pressure test has been proposed
by ESP, Inc., and approved by the EPA.12 The alternative pressure
test differs from the standard test in that the fuel tank is
pressurized through the fuel inlet rather than through the
evaporative hose from the canister end. The canister hose is
clamped in order to seal the system while the gas cap is checked on
a separate rig to ensure that it seals properly.
Pressure failures indicate the potential existence of leakage
on vehicles' evaporative emissions control system components,
which include the gas cap, filler neck, sending unit, rollover
valve, and vent hoses. The most common cause of a pressure failure
is a faulty gas cap. As mentioned in the previous section,
simultaneous purge and pressure test failures can result from a
missing canister or EFE control switch, a disconnected or leaking
carburetor bowl vent line, or a disconnected bowl vent solenoid or
fuel line to the canister.
2.6 Alternatives to Repair
The Clean Air Act Amendments of 1990 define "programs to
encourage the voluntary removal from use and the marketplace of
pre-1980 model year light duty vehicles and pre-1980 model year
light duty trucks" as a transportation control measure in Section
108(f). A vehicle scrappage program could be such a measure. A
scrappage program has the potential to create additional
flexibility, for governments and industry alike, by allowing the
generation of emission reduction credits from existing mobile
sources that could be traded to stationary sources. EPA analysis
Environmental Protection Agency. 1991. Alternative Purge and
Pressure Test Procedures. Memo from Phil Lorang to Regional Air Directors.
July 14, 1994.
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indicates that scrappage programs for pre-1980 model year vehicles
can exhibit a wide range of effectiveness, depending on both the
program design and the very uncertain values of a number of
important variables.
A state or local government can design a scrappage program as
a SIP measure or, in conjunction with a private company, as a
program to generate emission credits to satisfy existing or new
source-specific requirements. Programs would basically work in the
following way. A state or local government or company would
advertise for the purchase of certain vehicles. Owners would then
voluntarily sell their vehicles to the sponsor of the program and
the vehicles would be removed from the fleet. The sponsor would
receive an emission credit for each car removed from operation
equivalent to the difference between the emissions from the retired
vehicle and the emissions from the replacement vehicle. An
agency-sponsored scrappage program could be financed by a surcharge
on registration or testing.
There are a number of variations on this basic program, which
could decrease fraud and misuse, decrease the effects of
uncertainty, and increase cost effectiveness. For instance, the
Environmental Defense Fund and General Motors Corporation have
proposed a scrappage program design that targets high-emitting
vehicles regardless of age, awards emission reduction credits on
the basis of emissions testing for each scrapped vehicle, and
creates an emissions reduction "pool" for the purpose of nullifying
the incentive to tamper with individual vehicles.
Also, programs that use a remote sensing device (RSD) to
target vehicles for participation in a scrappage program may reduce
some of the uncertainty found in programs with eligibility based
only on age and improve cost-effectiveness. Specifically, RSD may
increase program cost-effectiveness by helping identify older cars
that are higher emitters than the average car of their age, and it
may reduce credit overestimation by helping identify vehicles which
are actually in active service and not just being stored or used
very infrequently. Scrapping only vehicles identified by on-road
remote sensing should, therefore, produce more emission reductions
per scrapped vehicle.
Adding a vehicle scrappage option to an I/M program is another
way to improve program benefit and/or reduce costs. Vehicles that
fail an I/M test, and which have not yet been successfully
repaired, or are known to need repairs costing greater than a
predetermined amount, would become eligible for a scrappage
program. Depending upon the estimated cost of repair, emission
reduction credits would be based upon either the vehicles' emission
levels from an IM240 test, or emission estimates from the MOBILE
model. Scrappage program designs that incorporate an I/M element
in this way will not only have greater assurance that they are
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retiring high emitting vehicles, but could possibly offer lower
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incentives since the vehicle owner is faced with immediate repair
costs if the vehicle is not scrapped.
While no owner would be pleased to have to get rid of a
difficult-to-repair car and purchase a new or used vehicle as a
replacement, the reality is that it might be the logical thing to
do for some cars. An option to scrapping the old car is to sell it
to an owner living outside the boundary of the I/M program. The
free market will surely see some of this happen. I/M agencies may
wish to discourage or facilitate it. They certainly should consider
and be ready to deal with the issues of purchasers who commute into
the I/M area, I/M area residents who try to use an out-of-area
address or name to register a vehicle while garaging the vehicle in
the I/M area, and the issue of consumer protection for the person
who may buy a high emitting vehicle without realizing its history.
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3.0 TECHNICAL ASSISTANCE FOR REPAIR INDUSTRY
3.1 Providing Information to Repair Facilities
3.1.1 Regulatory Requirements
§51.369 (a) of the I/M rule addresses the issue of providing
technical assistance to the repair industry:
The oversight agency shall provide the repair industry with
information and assistance related to vehicle inspection
diagnosis and repair.
This technical assistance requirement applies to both basic and
enhanced I/M areas. also states:
The [oversight] agency shall regularly inform repair
facilities of changes in the inspection program, training
course schedules, common problems being found with particular
engine families, diagnostic tips and the like.
3.1.2 Newsletters
The most obvious approach states can use to meet this
requirement is through distribution of a newsletter. Several I/M
areas and states already distribute their own newsletter, developed
specifically for that nonattainment area. Examples are the
California Bureau of Automotive Repair's Repair Reporter and the
State of Wisconsin Department of Transportation's The VIP Analyzer.
Sample copies of these newsletters can be found in Appendix 2.
Also, some states in the process of developing enhanced I/M
programs are requiring the I/M contractor to develop an approach to
meet the technical assistance requirement.
If a state does not wish to develop its own newsletter, or
lacks the resources to do so, it can use I/M newsletters reproduced
by other organizations. One such newsletter is The CSCV I&M
Quarterly Update. This newsletter was developed by the Coalition
for Safer, Cleaner Vehicles expressly to meet the technical
assistance requirement of the rule, and is published for CSCV by
the Aftermarket Research Institute, Inc. (CSCV is a nonprofit
organization formed to assist states in the adoption of effective
emissions and safety inspection programs.) A sample copy of this
newsletter can also be found in Appendix 2. It should be noted
that some of the individuals participating in CSCV are associated
with firms that may bid on competitive solicitations for education
programs, hotline services or I/M testing and diagnostic equipment.
More information on The CSCV I&M Quarterly Update can be obtained
by writing to:
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Coalition for Safer, Cleaner Vehicles
321 D Street NE
Washington, DC 20002
Phone: (202)543-4499
Fax: (202)544-7865
Newsletters are also published by several private companies.
Technician ONLINE publishes a monthly newsletter, Driveability
Technician. Automotive Information Systems, Inc. also publishes a
newsletter, Autoliner. Additional information and addresses for
these companies can be found in Appendix 3. Brentwood
Communications publishes a newsletter titled Emission Repair
Monthly, which provides information on emissions theory,
diagnostics and computerized vehicle repair procedures.
Information on this newsletter can be obtained by writing to the
following address:
Brentwood Communications
P.O. Box 2595
Vista, California 92083
Phone: (800)697-9678
In addition, Carter Environmental Communications publishes a
newsletter titled I&M Update, which provides information on I/M-
related issues in Maine and other states. Information on this
newsletter can be obtained by writing to the following address:
Carter Environmental Communications
18 North Street
Portland, Maine 04101
Phone: (800)246-3388
Another newsletter, The Automotive Emissions Repair Network,
provides information on IM240 emissions and diagnostics, including
working with scan tools, multimeters, lab scopes, 4 and 5 exhaust
gas analyzers and repair grade IM240 equipment. Information on
this newsletter can be obtained by writing to the following
address:
The Automotive Emissions Repair Network
RR No. 1 Box 122
Barnstead, NH 03218
Phone: (603)664-2955
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3.1.3 Service Information
In order to effectively correct emissions problems on current
technology vehicles, it is critical that repair facilities have
access to model specific repair manuals. Of course, a collection
of model specific repair manuals can occupy substantial space in a
repair facility, and quickly wear out or are misplaced. These
problems can be eliminated by using computer-based repair manuals.
A number of publishers already have repair manuals available in
electronic form.
Also, in order to effectively repair emission problems,
independent repair facilities must have access to the service
bulletins that original equipment manufacturers provide to
dealerships. As discussed in Section 1.3.3, EPA's forthcoming
final service information availability rule will require original
equipment manufacturers to provide this information to independent
facilities in a standardized electronic format currently being
developed by SAE.
3.1.4 Electronic Bulletin Boards
Although §51.369(a)(1) of the I/M rule does not suggest the
use of electronic bulletin boards as an approach for addressing the
technical assistance requirement, states should consider
establishing electronic bulletin boards as a way to communicate
with the repair community. Bulletin boards could, in fact, be used
in a multitude of different ways to share I/M-related information.
For instance, electronic bulletin boards could be accessible to the
public as well as repair technicians, and could include information
on status of regulations, downloadable standardized forms, pattern
failure data, and IM240 test data for cars coming in for repairs.
Furthermore, bulletin boards could provide an opportunity for
technicians to describe hard to solve emission problems and solicit
solutions from other technicians. Moreover, electronic bulletin
boards could include performance monitoring statistics and
information provided by repair facilities on their skill in
repairing specific makes of vehicles or older versus newer
vehicles.
One state has already discussed plans to develop an electronic
bulletin board to provide technicians and repair facilities with
access to performance results and I/M program information. This
bulletin board could reduce printing and mailing costs for the
state. In addition, EPA is aware of at least one electronic
bulletin board which has been established informally by repair
technicians to share information on I/M issues. Also, Technician
ONLINE, a private company, operates an electronic bulletin board
which enables a technician to access technical bulletins and
service information compiled directly from field experiences. This
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bulletin board also functions as a hotline service. It is
described in greater detail in Appendix 3.
3.2 Hot Line Services
3.2.1 Regulatory Requirements
Section 51.369(a) (2) of the Inspection/Maintenance Program
Requirements published November 5, 1992 in the Federal Register
states:
"The (oversight) agency shall provide a hot line service to
assist repair technicians with specific repair problems, answer
technical questions that arise in the repair process, and answer
questions related to the legal requirements of state and federal
law with regard to emission control device tampering, engine
switching, or similar issues."
In essence, this regulatory language contains three distinct
service areas that a program agency is required to provide through
a hot line. These three areas are:
(1) provide specific repair advice,
(2) provide technical information during the repair process,
and
(3) respond to legal and agency policy questions on specific
vehicle conditions/repair strategy needed for compliance.
The provision for a hot line service is required in both basic
and enhanced I/M areas. This includes the areas of the country
that choose to opt into either the basic or enhanced I/M programs
if they seek the corresponding level of emission reduction credit.
Further, §51.369(d) requires that the SIP (State
Implementation Plan) "... include a description of the technical
assistance plan to be implemented, ...." The "technical
assistance" language refers to the requirements of §51.369(a),
which includes the hot line service requirements.
3.2.2 Minimum Hot Line Capabilities that Meet Regulatory
Requi rements
The state program agency must provide a hot line service that
provides a basic level of technical service in order to assist the
technician (or anyone seeking technical advice, e.g.,
do-it-yourselfers) during the repair process and also answers the
legal and policy questions as they relate to specific vehicle
conditions and repairs. The state may choose to contract for some
of these services if certain conditions, as discussed in Section
3.2.3, are met.
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With regard to providing repair advice and technical
information during the repair process, the staff on this hot line
must have an understanding of the I/M test procedures used in that
state, and an understanding of the basic vehicle systems and
components, as well as a working knowledge of how the two relate to
each other in order to answer generic repair questions. It is not
necessary that such a service offer repair advice on an in-depth
vehicle-specific level which is available from many commercial hot
line services (e.g., "What is the voltage on pin 9 of model xx?" as
opposed to a generic question, "How could a purge failure affect
IM240 emissions?") . Therefore, the staff of any technical hot line
service offered under §51.369 (a) (2) must at least have a general
understanding of emission repair diagnostic procedures.
With regard to responding to legal and agency policy
questions, the hot line staff that is chosen must be familiar with
state and federal specific I/M rules, regulations, and policies in
regard to all aspects of the I/M program (tampering, engine
switching policy, catalyst replacement policy, consumer protection
policy, location of I/M test stations, I/M cutpoints for different
model years, waivers, reinspection, etc.).
For minimum access requirements, it is preferable, but not
required, that the technical hot line established under
51.369(a) (2) be separate from the public awareness information
number which could be established by a state under 51.368(a).
However, technicians (or others) in need of advice during the
repair process should not be made to wait while general program
information is disseminated. If a state chooses to operate only
one hot line, it must ensure that the hot line has enough capacity
or special routing features so technicians will not have to wait
for repair information.
If the repair questions are more vehicle-specific than
generic, hot line personnel must be able to refer the technician to
additional sources of information that could further assist the
technician in the repair process. At a minimum, hot line personnel
should be prepared to provide the technicians with general
information summarizing methods to access available commercial hot
line services that support the specific area of the question, as
well as their general capabilities and costs. The section titled,
"Guidelines for Selecting Commercial Hot Lines" discussed later in
this document (Section 3.2.5) may provide a starting point for the
states in preparing this information.
A state may also wish to propose alternatives to this basic
referral requirement, such as referring technicians to a specific
repair manual. However, the burden would be on the state to show
how such alternatives would work in practice (e.g., would the hot
line operator have specific knowledge of appropriate repair
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manuals; where would the technician obtain the manual if the
technician did not have it, etc.).
3.2.3 Options for Hot Line Management
There is considerable flexibility with regard to how the rule
is administered.
Conceptually, paraphrased areas (1) and (2), which address the
issues of providing specific repair advice and technical
information during the repair process, probably have the most
flexibility. Some of the options available to the states include
the following.
1) The state could operate the entire repair information
function itself.
2) The state could have a contractor handle all the repair
information hot line functions including detailed repair
questions.
3) The state could provide a repair hot line that provides a
basic level of technical service, and refers detailed repair
questions to commercial repair sevices. With this approach,
the referral could be: (1) to a specific hot line service
under contract, (2) to one of several hot line services under
contract, (3) to one or many hot line services that meet state
requirements (but not under contract) , or (4) any service that
the state has identified that can provide support for the
specific repair questions asked by the technicians (i.e.,
essentially a free market with minimal oversight to assure
that the minimum referral requirements in Section 3.2.2 are
met) .
4) The state could turn over the operation and management of
a basic repair hot line to the state I/M contractor, and the
contractor would subsequently refer the more detailed
questions to commercial hot line services, or
5) The state could work in partnership with an I/M contractor
in establishing and operating a hot line service (i.e., a
combination of options 3 and 4 above).
Other options in admininstering the functional requirements of
the repair hot line may exist.
Paraphrased area (3) of the rule encompasses a variety of
services. The most straightforward service requirement is the
dissemination of the legal requirements and policies of the I/M
program. A more complicated service requirement is responding to
questions from the service industry that may involve interpreting
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both Federal and State legal and policy guidelines for individual
situations. Interpretation of legal and policy guidelines may be
considered "an inherently governmental function" in many states.
As an aside, Federal regulations prohibit the Federal government
from performing an inherently governmental function under contract.
EPA feels that a state could contract out area (3) if the
following conditions are met:
1) the state can legally do so (i.e., this activity would not
be considered an inherent governmental function under state
law) ,
2) the state is comfortable with the contractor making these
decisions, and
3) the hot line staff that is chosen should be familiar with
state and federal specific I/M rules, regulations, and
policies in regard to all aspects of the I/M program, as
discussed in Section 3.2.2.
Assuming that the above criteria are met, and a state could
contract out a legal/policy hot line, EPA still recommends that the
state program agency itself establish a hot line to answer the
questions related to the legal requirements and interpretation of
state and federal laws and the state I/M program itself. This is
because there can be unique repair situations that do not
conveniently fit within frequently encountered legal and policy
guidelines. For this reason, many states currently offer hot line
services to address such unusual circumstances. In addition, one
of the purposes of this section of the I/M rule was to encourage
the states to work more closely with the repair industry. If the
state contracts out all of the interface with the repair industry,
including the legal assistance, this interface element with the
repair industry envisioned by the regulations will be lost.
Another reason supporting the recommendation that the state
operate the legal hot line is because of the volume and variety of
state and local laws that a given hot line service may handle.
Because there currently are a limited number of commercial hot line
services, it is reasonable to assume that any given hot line
service contracted by a state will in reality also be supporting
many different states. Unless a contractor assigns specific
personnel for each state, there could be difficulties experienced
by a contractor in becoming familiar with the many state and local
laws and regulations, as well as the federal laws and regulations.
This could be particularly problematic if the contractor personnel
are also providing detailed repair advice. If the hot line service
contractor is capable of establishing a hot line service with a
dedicated legal interpreter for each particular state, then the
possibility of the contractor successfully handling the legal
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questions will be much greater. If a state chooses to contract out
this area, the state will ultimately have to deal with situations
that could arise if the information provided by the hot line
service is in error.
In summary, the state must provide a mechanism to ensure that
a hot line service will exist that addresses the three areas listed
in Section 3.2.1. We would expect that most states would
physically operate a hot line that handles the basic functional
requirements (including legal issues), and employ one of the
referral options discussed previously. The states are free,
however, to propose other methods for administering the required
hot line service, as long as sufficient information is provided to
allow a reasonable expectation that the alternate method would
result in a system that would meet the requirements of
§51.369(a)(2). Finally, §51.369(d) requires that the SIP include
a "... description of the technical assistance program to be
implemented . . . . " A description of the method (s) that will be used
to administer the hot line and the functions/capabilities that will
be offered by the service are considered to be part of the
description of the technical assistance program required by
§51.369(d).
3.2.4 Repair Support Enhancements
In addition to the approaches that have been discussed above,
the state may opt to enhance its program using other approaches
beyond the minimum program that is required. Listed below are
several ideas, some of which states are presently proposing, as
enhancements to technician assistance. This may not be an
exhaustive list, but should still be useful. Individual states may
wish to develop other enhancements to meet their specific needs.
1) The state (or its contractor) may wish to negotiate pricing
and access arrangements with one or more national repair hot
line services which a registered technician could call for
free, or at nominal charge, or at cost.
2) The state may wish to identify minimum qualifications for
referral services to be included on the state referral list.
For example, repair subjects covered, access requirements,
hours of operation, etc.
3) The state (or its contractor) could set up a diagnostic
center, establish electronic (phone or other) communication
capabilities with in-field BAR90 analyzers or other diagnostic
equipment, and could provide the capability for technicians to
take cars to the center if the over-the-phone approach is
unsuccessful.
4) The state (or its contractor) could set up an electronic
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library from which the technician could down-load information
or otherwise access.
5) The state (or its contractor) could establish a library of
failure information on vehicles in the local fleet that was
electronically accessible.
3.2.5 Guidelines for Selecting Commercial Hot Lines
Listed below are guidelines state agencies could consider for
selection or development of a hot line service. This list may not
encompass all the criteria necessary to consider in choosing a hot
line; however, the list should be broad enough to provide useful
guidance. Even so, individual states may have specific needs not
mentioned here, and of course, those would need to be considered
when using the following guidance. In preparing these guidelines,
EPA reviewed the guidelines from several sources, including the
Coalition for Safer, Cleaner Vehicles' (CSCV), Education/Training
Advisory Board. Some of those guidelines were incorporated where
appropriate.
Even though these guidelines are directed more toward the
commercial services, many of the criteria specified in these
guidelines would still be applicable to a state-run program. When
reviewing these guidelines it is important to remember that the
IM240 data are not yet available. A hot line should have the
capability to use and incorporate these data when they do become
available.
3.2.5.1 Guidelines for Enhanced I/M Areas
1) A hot line service should provide the auto repair
facilities with comprehensive technical information.
Personnel providing repair information should have in-depth
knowledge of the vehicle in question.
The hot line should be capable of providing assistance in:
a) diagnosis and repair of malfunctions in computer
controlled, closed loop vehicles (e.g., 1981 and later) as
well as earlier vehicles (e.g., those with oxidation catalysts
or non-catalyst) to which the I/M program applies, b) the
application of emission control theory and diagnostic data to
the diagnosis and repair on the transient emission test and
the evaporative system functional checks, and c) the use of
diagnostic information on systematic or repeated failures
observed in the transient emission test and the evaporative
system functional checks.
2) The hot line capacity should be sized to minimize access
time during periods of high demand.
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3) The hot line should provide a mechanism to ensure that the
necessary preliminary systems checks have been completed prior
to making the initial repair call. This will minimize the hot
line service from being flooded with inquiries relating to
basic service questions. This may take the form of a standard
checklist to be provided by the hot line service or initial
questioning by the hot line technician to determine if these
checks have been made. The existence and necessity of
conducting such preliminary checks should be widely
distributed to the repair industry.
4) The information should be provided in a timely manner after
receipt of a call. In general, the information should be
provided almost immediately (e.g., within an hour).
5) The hot line should be convenient and cost effective
(local, 800, or 900 number) with minimum operating hours that
cover the hours of normal repair shop activity in the I/M
area.
6) The service should have a complete collection of factory
service manuals, wiring diagrams, factory service bulletins,
PROM update information, and a demonstrated ability to acquire
and to incorporate the most recent information available.
This collection should generally be for all model years
covered by the I/M program.
Several efforts are underway which would provide
independent service facilities/hot lines with greater access
to OEMs service information. EPA's September 24, 1991
proposed rule on onboard diagnostics requires manufacturers to
make emission-related repair and service information
(including recall information) available to all independent
technicians and services. Portions of this proposal are
expected to be finalized in 1994. Also, beginning in 1998,
the proposed rules would require this information to be
provided in a standardized electronic format currently being
developed by the Society of Automotive Engineers (SAE) under
SAE J2008: Recommended Organization of Vehicle Service
Information. A draft version of this document was released in
July of 1993.
7) The hot line should have available current access to
various service information in electronic form. The service
should be upgradeable to SAE J2008 format when available.
8) The service should remain current with the local I/M fleet
as the model year mix changes with time.
9) The hot line service should create a database with the
repair knowledge (not IM240 data) gained through the
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assistance provided by the service. This database will give
historical perspective on a particular vehicle and/or vehicle
type. The database should be accessible such that it could be
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easily downloaded to local or county air pollution program
databases.
10) Bilingual services are appropriate in areas with large
non-English speaking populations.
11) The hot line should have facsimile (fax) capabilities.
3.2.5.2 Guidelines For Basic I/M Areas
The guidelines state agencies can consider for selection or
development of a hot line service listed in Section 3.2.5.1 will
generally also pertain to the basic I/M areas. Again, this list
may not encompass all the criteria necessary to consider in
choosing or developing a hot line. Individual states may have
specific needs not mentioned here. It is also possible that states
with long-running basic I/M programs already have a state operated
hot line in place that meets and/or exceeds these guidelines.
3.2.5.3 Enhanced Capabilities
There are several other enhanced capabilities states may look
for when selecting or developing a hot line service. These
additional capabilities require more equipment and expertise on the
part of the hot line service. It should be noted that, in order to
be in compliance with Section 51.366 of the I/M rule, states are
required to collect the repair data.
1) The capability for modem to modem transfer of data from
specific types of diagnostic equipment (e.g., BAR 90, scan
tools, etc.) to the commercial hot line. This includes the
ability to provide direct computer access to symptom/emission
failure specific repair information.
2) If possible, the state may want to provide a mechanism for
the hot line service to: 1) accept from the program agency I/M
repair data for all the repair facilities, 2) analyze the
data, and 3) incorporate the data into its database. The hot
line service would then have a much larger database to draw
from when providing assistance to repair technicians.
3.2.6 Available Commercial and Product Information Hot Line
Services
Currently, at least six companies operate commercial hot line
services. A bibliography of these commercial hot line services is
given in Appendix 3.
There are many other companies that sponsor technical hot
lines relating to companies' own parts. Many of these other hot
lines are designed to answer specific questions on products of
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particular companies; thus, they vary in usefulness and scope. If
you are a customer of these products, the hot lines are usually
free, but may be limited to directions on how to install a
particular product. Since the hot lines specified in §51.369(a) (2)
are diagnostic in nature, these other hot lines will not be
discussed here.
3.3 Technician Assistance Centers
Another possible approach for providing technical assistance
to the repair industry is by establishing technician assistance
centers where technicians can take difficult to repair cars for
expert diagnosis. Of course, it could be logistically difficult,
time consuming and expensive for technicians to leave their shops
and take a vehicle to an assistance center. However, if such
centers are conveniently located, and if technicians can receive
prompt service, such centers can be useful when a technician is
faced with a particularly difficult diagnostic challenge.
3.3.1 Texas' Research/Outreach Program
The Texas Natural Resource Conservation Commission is
currently in the process of developing a Research/Outreach Program
with two facilities (one in Dallas/Ft. Worth and one in
Houston/Galveston), which would be equipped with two IM240 lanes.
These lanes would be used to develop diagnostic procedures which
would then be disseminated to technicians in the Texas repair
community.
The centers will also provide vehicle emission repair
technicians in and around Texas nonattainment areas with technical
assistance. First, state-certified technicians would have the
opportunity to access stored Research/Outreach Program data which
can be of assistance with emissions repairs. Information would
also be disseminated through a newsletter and an electronic
bulletin board. Furthermore, Research/Outreach Center personnel
would conduct periodic seminars in the nonattainment areas. Also,
the centers would be available to state- certified technicians with
problem vehicles needing expert diagnosis. In addition, Texas may
establish a hot line to the centers at a later date.
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4.0 PERFORMANCE MONITORING
4.1 Summary of Recommendations
As part of the I/M rule's requirements to improve repair
effectiveness, state oversight agencies are required to monitor the
performance of individual repair facilities. In enhanced I/M
areas, oversight agencies must provide to the public at the time of
initial I/M failure, a summary of the performance of local repair
facilities that have repaired vehicles for retest. The I/M rule
specifies four statistics to be included in performance monitoring
programs. These statistics are the number of vehicles submitted
for a retest after repair by the repair facility, the percentage
passing on first retest, the percentage requiring more than one
repair/retest trip before passing, and the percentage receiving a
waiver. These four statistics are required, unless programs
provide alternative statistics which convey similar information on
the relative ability of repair facilities in providing effective
and convenient repair, in light of the age and other
characteristics of vehicles presented for repair at each facility.
Any alternative statistics will need to be supported by a
reasonable rationale of why they provide similar information before
the Administrator can allow their substitution for the required
statistics. The rule also specifically requires that these
statistics (or acceptable alternatives) must be provided to the
public at the time of initial failure.
Programs must also provide feedback to individual repair
facilities on at least an annual basis regarding their success in
repairing vehicles. Also, a prerequisite for retest is a completed
repair form that indicates which repairs were performed, as well as
any technician recommended repairs that were not performed, and
identification of the facility that performed repairs.
Many states already have performance monitoring programs or
have proposed such programs. Performance monitoring programs
already exist in Arizona; Florida; New York; Wisconsin; and
Louisville, Kentucky. Also, AAA has an Approved Auto Repair
Program which allows consumers to identify repair facilities which
perform consistent, high quality, effective repairs. In addition,
several performance monitoring programs proposed by states in early
SIP submittals are discussed for reference purposes. Currently,
however, many do not meet all the requirements for a performance
monitoring program as specified by the I/M rule.
This section also discusses a number of possible additional
statistics and criteria not required by the I/M rule. From this
list of required and potential statistics and criteria, a
description of what EPA considers to be a model program is
presented. EPA strongly encourages states to consider the
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components of this model program in order to develop an optimally
effective performance monitoring program. It should be emphasized
that the program components beyond what is required are not
intended to be EPA criteria for program evaluation. EPA recognizes
that states will have to develop a program tailored to specific
situations and resource limitations. The components of a model
program are:
Model Repair Grading Program
Items la through Id below are required by the rule, unless
programs provide motorists with alternative statistics meeting the
specific criteria discussed in the rule. The rule also requires
that a grading report including these items must be provided to the
public at the time of initial failure.
1) The method of grading repairs would include:
a) the number of vehicles submitted by each repair facility
for retest,
b) the pass rate on the first retest by each repair
facility,
c) the fraction of retest vehicles requiring more than one
retest (for each facility),
d) the fraction of retest vehicles receiving a waiver (for
each facility), and
e) a Repair Effectiveness Index, based on the methodology in
Appendix 4, for each facility.
2) The repair grades would be computed separately for each of
three age categories of vehicles for each shop. The categories
include:
a) 0 to 3 years old,
b) 4 to 10 years old, and
c) 10 years or older.
3) Except for the number of vehicles submitted for retest, the
grading would be computed using a three month time weighted
average, using data from the previous 12 months and weighting the
most recent three month period more heavily. Vehicle number would
be reported as the number of vehicles submitted for retest in the
previous 12 months. (The methodology for calculating time weighted
averages is discussed in Appendix 4.)
4) The grading reports would be available to the public and meet
the following criteria:
a) Reports available on a zip code basis;
b) Reports available for the customers by vehicle age
category;
c) Reports recalculated and updated monthly; and
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d) Grading reports provided along with emission test report
to all motorists whose vehicles failed the enhanced I/M
test.
In addition, during program start-up it is recommended that at
least 2 months of repair data be collected from the date of initial
lane operation before repair grading statistics are compiled.
Collection of data should be fully automated. After a 3 month lane
start-up time, grading reports shall be available to the public.
In the interim, motorists should be provided with information on
whether facilities have staff which have passed the ASE Test A6
(electrical/electronic systems), Test A8 (engine performance), and
the Advanced Engine Performance Specialist (LI) test.
Finally, an incentive program for repair shops is highly
recommended in which repair facilities would apply for
participation in a "Certified Repair Facility" program based on
such criteria as availability and use of up-to-date equipment,
employment of certified technicians, opportunity for technical
education as technology changes, and continued certification of
technicians.
Model Feedback Program
The I/M rule does not provide specific requirements for the
statistical and qualitative information which must be provided to
repair facilities, only that it must indicate their success in
repairing vehicles, and be provided on at least an annual basis.
Thus, the components of the model feedback program described below
are all recommendations and not requirements.
1) Periodic feedback information provided to a repair facility
should:
a) include the same statistics as provided to the public,
including model year grading categories;
b) include statistics (same as "a") on individual
technicians when requested by individual shops or the
technicians (technician statistics should be treated
confidentially);
c) be provided in graphical form covering the previous four
months; and
d) be compiled and plotted on a monthly basis.
2) Graphical representation of IM240 second by second data (for
HC, CO, C02, NOX, and purge) should be provided to each motorist
whose vehicle has failed the I/M test, and the graphical
information should be available to the repair industry. In
addition, the model program would have a provision which would
allow individual repair shops to access IM240 second by second data
in electronic form.
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3) Feedback reports should be sent to each shop on a quarterly
basis. However, during the first four months of program start-up,
reports should be on a monthly basis. Also, prior to start-up,
facilities should be provided with complete information on how the
program will operate.
Model Repair Form
To comply with the I/M rule, item d below must be included,
the repair shop must be identified (either by an identification
number or some other method) , and the repair form must indicate any
recommended repairs that were not performed.
The model program would require a completed repair form prior
to a retest. The repair form would:
a) include the information contained in a national
standardized form (when developed);
b) include a repair shop identification number;
c) include a technician identification number;
d) identify repairs performed;
e) include repair cost information: parts and labor;
f) provide a comment section where technicians could provide
additional information, including any recommended repairs
not performed.
In addition, the model program would have a provision which
would allow individual repair shops to return a completed repair
form for the customer to the I/M program office by electronic
means. This could eliminate the need for manual entry of data from
repair forms at the testing facility. It would also prevent loss
of information due to misplaced repair forms and fraudulent
alteration of information on repair forms.
4.2 Regulatory Requirements
The minimum requirements for I/M performance monitoring in
§51.369(b) are:
1) In enhanced I/M program areas, the oversight agency shall
monitor the performance of individual motor vehicle repair
facilities, and provide to the public at the time of initial
failure, a summary of the performance of local repair
facilities that have repaired vehicles for retest. Performance
monitoring shall include:
i) statistics on the number of vehicles submitted for
retest after repair by the repair facility,
ii) the percentage passing on the first retest,
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iii) the percentage requiring more than one
repair/retest trip before passing, and
iv) the percentage receiving a waiver.
Programs may provide motorists with alternative statistics
that convey similar information on the relative ability of
repair facilities in providing effective and convenient
repair, in light of the age and other characteristics of
vehicles presented for repair at each facility.
2) Programs shall provide feedback, including statistical and
qualitative information to individual repair facilities on a
regular basis (at least annually) regarding their success in
repairing failed vehicles.
3) A prerequisite for a retest shall be a completed repair form
that indicates which repairs were performed, as well as any
technician recommended repairs that were not performed, and
identification of the facility that performed repairs.
It should be noted that item 1 above provides to I/M programs
flexibility to develop alternative statistics. However, for
alternatives to be considered acceptable, they must be considered
to be reasonable representations of the required statistics.
Although EPA presents a number of components of what it considers
a model performance monitoring program in this guidance document,
states are only compelled to meet the requirements in §51.369(b).
4.3 Existing and Proposed Performance Monitoring Programs
Many states or metropolitan areas already have performance
monitoring programs or have proposed programs. States with
enhanced I/M are considering a number of different approaches to
meet the performance monitoring requirement in the I/M rule. The
following sections describe some of these differing approaches and
aspects of both existing and proposed programs.
4.3.1 Existing Performance Monitoring Programs
In this section, existing performance monitoring programs from
several states or metropolitan areas are summarized, as well as a
repair effectiveness monitoring program administered by AAA.
Additional information on the programs in states or metropolitan
areas can be obtained by calling the EPA Regional I/M contact for
that area to get a referral to the appropriate state or local
staff.
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4.3.1.1 Arizona
Monitoring in Arizona is based on the total number of repair
jobs, the percent passing, and the percent failing. The repair
completion form is on the back of the inspection form. The repair
facility identification number is the phone number. Individual
technicians are not tracked. Repair facility performance
information is available at the inspection facility.
4.3.1.2 Florida
The State of Florida also has a performance monitoring program
in place. For the first year of its program, Florida produced
repair grading reports. The grading reports included statistics
on the total number of repair jobs, the percent passing, and the
percent failing. Statistics also include whether mechanics are ASE
certified and whether facilities have a four gas analyzer. These
reports were available at each inspection facility and were updated
monthly. No recommendations were made by program personnel,
because of state concerns regarding legal implications.
After one year, Florida discontinued issuing grading reports
for several reasons, including a low rate of return of repair forms
(which is optional for reinspection facilities not licensed by the
state), a suspicion that the volume of information on repair
grading reports overwhelms consumers, and difficulty in avoiding
multiple reports for particular repair shops. As an alternative to
grading reports, Florida plans to provide consumers with a listing
of repair shops which meet certain criteria for repair shop
excellence. These criteria will include, at a minimum, the
employment of technicians which have passed an emissions-related
repair education course developed by a private vendor under
contract to the state, and the use of four gas analyzers to
diagnose repair problems.
In the Florida program, the repair form is on the back of the
inspection certificate. The identification number for repair
facilities is based on the phone number, in part since it is easy
to remember. Unfortunately, Florida has found it difficult to sort
statistics by phone number, since many repair shops have more than
one telephone number, and technicians for a particular shop may
report to more than one number. This frequently results in
multiple summaries of repair experience for the same shop. The
form also includes boxes which the mechanic can check to indicate
what types of repairs were performed, and also includes a section
for noting cost of labor and parts. However, since completion of
the repair form is not a prerequisite for retest, the return rate
is only 5 to 10 percent.
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4.3.1.3 Louisville, Kentucky
Louisville, Kentucky is a basic I/M area and has had a program
since 1984. Approximately 400 facilities are monitored.
Both technicians and repair facilities are tracked by a 5
digit registration number. Louisville uses an algorithm to convert
9 digit federal employee numbers or business tax numbers to the 5
digit numbers. Every facility doing emission repair work must
register and is assigned a number. The technician identification
number is related to the facility identification number. In order
to get registered, technicians must attend 3 hour orientation
classes which are taught by Jefferson County employees who are
master certified technicians. Upon completion of the class, the
technicians receive their registration numbers, completion
certificates, and billfold cards identifying them as registered
technicians.
The back of the inspection certificate is the form for the
completion of repairs. The facility and repair technician
identification number is required on this form, along with the cost
of repair, a yes or no answer on whether the car has had a
Louisville Low Emission Tune-up, and a yes or no answer on whether
there were extenuating circumstances associated with the repair.
The form also contains a space for the technician to describe the
nature of extenuating circumstances. These comments are put on
file and reviewed when a motorist applies for a waiver.
There is no set waiver amount in the Louisville program.
Instead the car is evaluated by one of the staff master certified
technicians. As a result of these evaluations, Louisville has
found that 35% of these potential waiver cars in their basic I/M
program can be brought into compliance with a simple adjustment
requiring no parts. Such repairs are done by the master
technician. If parts are required, the master certified technician
may call the original repair facility, tell them what needs to be
done, and arrange with the motorist and the facility to get the car
repaired. One of the master technicians on staff also acts as a
liaison with the repair industry. The master technician will do
free audits at the request of the repair facilities, perform gas
analyzer checks, and mediate between the facility and dissatisfied
customers. If a repair was done that was not necessary, a staff
master technician will call the facility and negotiate with them to
perform correct repairs.
Many factors are considered in granting a waiver. Among them
are how much money was spent, whether the car showed improvement in
emissions, whether an engine replacement was done under previous
ownership, the condition of the vehicle, and personal circumstances
(such as financial constraints) of the owner. In 1993, the program
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averaged only about 50 waivers per month. If a repair facility
shows a high waiver rate, program officials may look closely at
performance monitoring data to isolate the problem. Officials can
look at statistics such as repairing different makes and model
years to help isolate the problem.
A summary of performance monitoring statistics is available at
each inspection facility upon request. Motorists can obtain
information on specific repair facilities or repair facilities
within a zip code by calling the inspection facility. The report,
which is updated quarterly, includes information on whether the
technicians are registered by the process described above, whether
the facility has an analyzer, the total number of cars repaired,
the number of first time passes, the number of waivers, and the
number of vehicles not in compliance after repair. Reports can be
generated for the year to date, the last twelve months, or longer.
Louisville has found that some facilities have ceased conducting
repairs on failed I/M vehicles as a result of public performance
monitoring.
Louisville also provides data on a quarterly basis to each
repair facility on their performance. It is actually provided
along with a newsletter and is given in coded form on the mailing
label along with sort codes. Repair facilities are provided with
information to interpret this coded information. The newsletter
itself includes information on changes in the program and repair
tips. Louisville is also producing a quarterly report for the
first time this year which gives all registered mechanics a repair
success rate. It is published quarterly, but is not available to
the public.
4.3.1.4 New York
New York recently implemented the Sign of Automotive
Excellence Program (SAEP). The SAEP is a voluntary repair facility
recognition program which consists of a number of components,
including technician education in emissions repairs. Facilities
which meet SAEP requirements can advertise with SAEP displays.
Technician certificates must also be displayed publicly in a
customer waiting room. The Department of Motor Vehicles also
provides publicity support through shop decals, radio, press, etc.
Although the SAEP does not keep records on passing and failing
vehicles in I/M tests, there is a tracking component to this
program. Repair facilities must exhibit a pattern of quality
repairs as reflected by the Department of Motor Vehicles' repair
facility records and files to remain in the voluntary program.
Other SAEP requirements include having at least one technician in
the repair facility who has completed all four courses in New
York's Auto Technician Training Program (ATTP). Additionally, 50%
of the technicians in the facility must have completed at least the
first course in the ATTP sequence. Facilities must also reapply
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for SAEP recognition annually, and after a two year initial SAEP
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recognition period, 50% of employees must have completed all four
ATTP courses.
4.3.1.5 Wisconsin
The Wisconsin pilot program was developed to meet Federal
requirements as well as to provide an integral part of an auto
emission/repair technician education program. The program also
provides an opportunity for vocational technician education.
Wisconsin's agreement with area vocational education schools
provides an opportunity for on-site education in the I/M test lane.
The pilot testing site, which is located in Northwest
Milwaukee, averages about 10,000 vehicles per month. Vehicle
inspection reports (VIR) were collected from January 1992 through
July 1993. The VIR is presented at the time of retest or
application for a waiver. Repair data information for failed
vehicles are recorded by the repair technician, and are required
for reinspection or waiver. Data are entered into a database at
the test lane for later analysis.
Wisconsin found the basic design and process of the program to
be adequate. However, the production of adequate reports was
difficult due to data collection and data entry flaws. Problems
have been identified and will be remedied (mainly by fully
automating data entry/retrieval) prior to implementation of the
final program.
4.3.1.6 AAA
AAA has an Approved Auto Repair Program which allows consumers
to identify repair facilities which perform consistent, high
quality, effective repairs. AAA's program is general rather than
strictly emission repair-related. AAA currently has 4,200 approved
facilities in 30 states, including dealerships, service stations
and independent repair facilities. AAA facilities must employ ASE
certified technicians, use up-to-date equipment, and maintain a
minimum level of 85% customer satisfaction. The procedure for
facility certification includes: facility application, AAA
inspection of facility, equipment, and technician qualifications,
and facility service evaluation. AAA also conducts an annual
inspection and coordinates education sessions for shop personnel.
Members are guaranteed that the price of the repair will not exceed
the estimate by more than 10% (unless consulted), a 90 day or 4000
mile warranty (whichever comes first) on repairs, and the return of
old parts if desired. The facility in turn can display an Approved
Auto Repair sign and a Certificate of Approval in the customer
waiting area. The facility can also use the AAR logo in its
advertising. The facility is subject to an annual inspection by
AAA and also coordinates education sessions for shop personnel.
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Each repair facility approved for program participation enters
into a written agreement with AAA. AAA maintains a feedback
reporting system on the AAA member customer evaluations of repair
services. Objectives of this system are to provide: 1) the AAA
member with a method to register complaints or comments regarding
service, 2) AAA with a means to continually monitor services
provided by approved facilities, and 3) the repair facility with an
effective management tool for improving operations and service. In
entering into this agreement, the repair facility agrees to offer
the following benefits to customers:
1) Offer a written estimate with customer authorization
needed for an increase of greater than 10 percent
2) Make available any replaced parts except those returned
to manufacturer under warranty
3) Guarantee repairs for 90 days or 4000 miles
4) Agree under contract to cooperate with AAA investigation
and resolution of disputes.
AAA has an enforcement mechanism in which customer complaints
must be satisfactorily resolved by the shop within 5 days or AAA
becomes involved. Should AAA become involved, one or more of the
following techniques will be employed in the resolution of the
complaint: conciliation, mediation, or arbitration. Service
complaints registered via the service evaluation card or other
communications represent only 1% of all work completed; however,
the level of customer satisfaction has averaged 96%.
While non-AAA members do not receive the same benefits that
AAA members are entitled to, they can make use of the facility
knowing it has met the AAR standards. Complaints by non-members
are recorded and the facility is made aware that there is a
problem, though arbitration by AAA is not part of the process for
non-members. For further information, contact the AAA National
Headquarters, 407-444-7000, or write to the following address:
American Automobile Association
1000 AAA Drive
Heathrow, FL 32746-5063
4.3.2 Performance Monitoring Programs Proposed in Early SIP
Submittals
[Since this document is intended to provide guidance to states
on how to develop a performance program, but is not intended to
provide formal reviews of individual states' programs in the early
SIP submittals, various aspects of monitoring programs proposed in
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early SIP submittals will be discussed, in most cases, without
identifying individual states.]
4.3.2.1 Repair Grading
As discussed previously, the rule requires performance
monitoring to include statistics on the number of vehicles
submitted for retest after repair by the repair facility, the
percentage passing on the first retest, the percentage requiring
more than one repair/retest trip before passing, and the percentage
receiving a waiver. States have the option of providing motorists
with alternative statistics conveying similar information on the
relative abilities of repair facilities to provide effective and
convenient repair, in light of the age and other characteristics of
vehicles presented for repair at each facility. This information
must be made available to the public.
The proposals and draft RFPs discussed in this section are not
complete in many cases; however, it is important to note that the
examples presented may not, in themselves, meet all of the
requirements for tracking in the I/M rule. They are discussed
strictly for reference purposes.
In its draft RFP, one state requires a repair report
card, which provides customers with a listing of registered
repair facilities ranked in order of repair cost-effectiveness
of I/M transient emissions repair as reported on after-repair
tests. Cost effectiveness is expressed in terms of average
cost of repair relative to average level of emission reduction
(i.e., dollars/gram) . The report card will not contain
specific cost data, but merely list facility names and
addresses in rank order of more effective to less effective.
This report card is to be updated each month.
Another state plans to require statistics from the I/M
contractor on the average increase or decrease in vehicle
emission levels after repairs, by model year and vehicle type,
for vehicles receiving an I/M test. In its proposal, this
state also includes the percentage of vehicles which failed
the retest after the motorist refused recommended repairs as
a performance monitoring criterion. However, the RFP only
states that repair performance data would be made available to
customers in the form of a randomly generated list of repair
facilities in a designated area, and does not specify that the
performance monitoring statistics it is requiring would be
made available to the public.
Yet another state plans to provide motorists with the
four statistics in the I/M rule, along with three additional
categories -- the total number of vehicles for which motorists
refused recommended repairs, the percentage of those vehicles
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which then failed a subsequent retest, and the average age and
make of vehicles. These statistics will only be provided for
facilities which are certified by the state. In providing
information, this state also wants to segregate statistics by
zip code to categorize the certified facilities on the list
that will be handed to the motorist. Motorists will also be
provided with the address and phone number of the facilities.
The state also wants to compare performance monitoring
statistics of repair facilities with state certified emission
technicians to on-average statistics from non-certified shops
and "fix-it-yourselfers". Data to the public will be updated
monthly and will only go back three months, so that facilities
will be evaluated strictly on recent repair performance.
4.3.2.2 Feedback to Repair Facilities
The rule also requires feedback, including statistical and
qualitative information to individual repair facilities on a
regular basis (at least annually) regarding their success in
repairing failed vehicles. Once again, the proposals and draft
RFPs discussed in this section are not complete in many cases, and
do not necessarily meet requirements in the I/M rule.
As part of its Smog Check program, the California Bureau
of Automotive Repair is proposing to include more specific
information in its Smog Check station reports, in order to
assist smog technicians in improving performance. Such
information may include ability to perform diagnostics by
vehicle age group -- pre-1980 vehicles, 1980-84 minimum
function computer systems, 1985-88 mid-tech level cars, and
1989 and newer high-tech vehicles. Information could also
include age of vehicle, make, model, and engine certification
group. Technician score would be compared to the "pool" of
technicians who are repairing these various generations of
vehicles. Reports could also include an assessment of whether
technicians are interpreting fault codes correctly.
Another state is considering development of a scoring
equation which includes parameters such as pass rate, repair
methodology, and proximity to original certification
standards. The state mentioned in the previous section, which
plans to provide cost-effectiveness data to customers of
registered repair facilities, also plans to send quarterly
reports to each registered repair facility that indicate the
cost-effectiveness of repairs performed by that facility and
a ranking of where that facility fits in with all other
facilities' repair effectiveness.
4.3.2.3 Repair Form
The rule also states that a prerequisite for retest shall be
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a completed repair form that indicates which repairs were
performed, as well as any technician recommended repairs that were
not performed, and identification of the facility that performed
the repairs. The proposals and draft RFPs discussed in this
section do not necessarily meet the requirements in the I/M rule,
In its draft RFP, one state required repair facilities to
present repair reports to owners or leaseholders of vehicles
upon delivery of repaired vehicles. Repair report forms would
be provided by the state and would indicate that the repair
facility has been licensed and endorsed by the state, would
contain the name, address, and license number of the repairer,
and would have spaces to indicate the cost of parts and labor
for emission-related repairs and the nature of the repairs
performed. Although this state's RFP had very detailed
requirements for repair reports, it did not specify that these
reports should include technician recommended repairs that
were not performed. Although not explicitly stated in the
RFP, this repair form would have to be required for a retest.
Another state is developing a simple, one-sided repair
form required for retest it considers "user-friendly." This
state is concerned that technicians will not fill out the
repair form properly if it is overly complicated. This state
also wants to develop a system that accounts for fraudulent
alterations to the form by the consumer after repairs.
Yet another state's form will consist of a one-sided
check list segregated by different vehicle systems with check
boxes for different repairs. Repair facilities would give a
score of 1, 2, or 3 in the appropriate boxes for repair,
replace, or adjust, respectively. This state is also looking
at a software package to generate this form for certified
repair facilities. In addition, the state is considering an
undefined, as yet, method for bar coding repair information
for ease of data entry.
Still another state is considering a similar approach
with a list of emission components segregated by vehicle
system, followed by a list of boxes indicating whether repairs
to the component were recommended, recommended but not
performed, and whether the components were adjusted, waivered,
replaced, or repaired. Furthermore, the form would also
identify facilities and technicians by name and identification
number. It would also contain a signature box for the
technician to sign certifying that the repairs were done
solely in order to bring the vehicle into compliance with
emission standards.
4.4 Discussion of Performance Monitoring Criteria
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This section discusses the regulatory requirements followed by
a number of possible additional statistics and criteria not
required by the I/M rule. From this list of required and potential
statistics and criteria, a description of what EPA considers to be
a model program is presented. EPA strongly encourages states to
consider the components of this model program in developing their
performance monitoring program. It should be emphasized that the
program components beyond what is required are not intended to be
EPA criteria for program evaluation. EPA recognizes that states
will have to develop a program tailored to specific situations and
resource limitations. Although performance monitoring is required
only in enhanced I/M areas, it is encouraged in basic areas as
well. Also, while states switching from basic to enhanced programs
are not required to have enhanced I/M until 1995, they may wish to
consider developing a pilot performance monitoring program as part
of their pre-1995 I/M program in order to refine it before
implementing enhanced I/M.
4.4.1 Repair Grading
4.4.1.1 Requirements
§51.369(b) (1) of the I/M rule specifies four statistics to be
included in performance monitoring. These four statistics are:
1) the number of vehicles submitted for a retest after repair by
the repair facility;
2) the percentage passing on first retest;
3) the percentage requiring more than one repair/retest trip
before passing;
4) and the percentage receiving a waiver.
Note: The denominator of the last three statistics is the number
of cars submitted for retest. The sum will not be 100 percent,
since there is likely to be a small number of vehicles which do not
eventually pass inspection or are waived, but instead are either
sold outside the I/M area or are scrapped. If retest repairs on a
vehicle are done at more than one facility, that vehicle will be
included in the statistics for each facility. Also, the retest
following repair by a second facility is considered the first
retest for that facility.
These four statistics are required unless programs provide
motorists with alternative statistics that convey similar
information on the relative ability of repair facilities in
providing effective and convenient repair, in light of the age and
other characteristics of vehicles presented for repair at each
facility. Any alternative statistics will need to be supported by
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a reasonable rationale of why they provide similar information
before the Administrator can allow their substitution for the
required statistics. §51.369(b)(1) also specifically requires that
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these statistics (or acceptable alternatives) must be provided to
the public at the time of initial failure.
4.4.1.2 Discussion of Additional Methods and Criteria for Grading
Repairs
Methods for Grading Repairs
The following identifies and discusses other methods for
grading the repairs performed by individual repair shops. In
general, all of the items listed are considered enhancements to the
required grading statistics, and not alternatives to the
requirements. The following items discussed are not all
recommended as part of a model performance monitoring program. The
specific EPA recommendations for grading repairs in a model program
are given in Section 4.4.1.3.
1) Age and/or mileage of vehicles repaired -- Shops which
specialize in repairing older vehicles or higher mileage vehicles
(e.g., independent shops versus dealerships) may have lower
successful repair rates since emissions problems in older or higher
mileage vehicles may be more difficult to repair.
Average age or mileage of vehicles repaired at a facility
could be provided. Alternatively, performance statistics could be
broken down based on cohorts of vehicles. For instance, separate
statistics could be provided for vehicles zero to three years old,
4 to 10 years old, and greater than 10 years old. Mileage cohorts
could be established in a similar manner. Thus, motorists would
have a better idea of how effective shops are at repairing vehicles
of different ages. These statistics could also be provided based
on emission control technology, but providing information on this
basis may not be useful to most motorists.
2) Repair effectiveness index (RED -- An REI quantitatively
measures the overall effectiveness of an individual shop to conduct
proper repairs of vehicles failing IM240. A methodology for an REI
is provided in Appendix 4. This REI contains two elements: (1) a
measure of the amount of emission reduction achieved, and (2) a
measure of how far below the IM240 cutpoint the emission levels
were after repair. In addition, both of these measures contain a
heavy penalty for retest failures. By balancing the measures in an
overall score, appropriate repair behavior can be reinforced. In
particular, shops that consistently repair vehicles to well below
the IM240 cutpoint will receive a better score than those that just
marginally pass. Further, those that consistently repair vehicles
to well below the IM240 cutpoints will be penalized less for a
small number of retest failures if large emission reductions are
achieved. On the other hand, the "emission reduction" element of
the REI would account for shops that repair a large portion of
older vehicles that may have higher initial test scores than new
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cars, and therefore cannot reduce emissions to well below the IM240
cutpoints. In short, the REI is an effort to equalize the grading
across the range of vehicles in the I/M fleet, and to provide an
incentive for proper repairs.
3) Technician Certification -- A performance summary to the
public could also include information on whether technicians are
certified by the National Institute for Automotive Service
Excellence (ASE) or not, and whether they have passed ASE Test A6
(electrical/electronic systems), Test A8 (engine performance), and
the Advanced Engine Performance Specialist test. Additional
information on these ASE tests can be obtained by contacting ASE
at:
13505 Dulles Technology Drive
Herndon, Virginia 22071-3415
Phone: (313)713-3800
4) Cost of repairs -- States could evaluate cost effectiveness in
terms of average cost of repair relative to average level of
emissions reduction (e.g., dollars per gram/mile reduction). One
problem with providing such a statistic is that shops which
specialize in hard to repair emissions problems possibly would
charge more relative to the level of emissions reduction than shops
who perform more simple repairs. They would have lower cost
effectiveness ratings which would not necessarily reflect the value
in terms of cost of the repairs they are performing. Since repair
forms will include information on types of repairs performed,
statistics could conceivably be compiled on average costs of
various types of repairs. This might give a clearer picture of the
value of repairs, since it would reflect whether the shop is
performing more difficult repairs, and provide the consumer with
relative costs charged by various shops for specific repairs.
However, repair facilities might also be encouraged to use lower
quality parts which might also be less expensive. Also, a cost
effectiveness statistic would have to somehow exclude warranty
repairs. Finally, compiling such detailed statistics could involve
a large amount of data processing and make performance reports to
the public difficult to easily interpret.
5) The percentage of failed retests for which the motorist did not
make all recommended repairs -- Such a statistic would be
relatively easy to develop, since the I/M rule requires that repair
forms include information on recommended repairs that were not
performed. Such a statistic could provide a more accurate and fair
picture of repair facility performance, since ideally it would give
motorists an indication of how many vehicle failures the repair
shop was actually responsible for and how many resulted from
motorists not having recommended repairs performed. However, there
is a danger that repair shops could include a laundry list of
repairs in order to shift responsibility for vehicle retest failure
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to the customer, and to artificially improve the facility's rating.
To discourage such a practice, this statistic could also be
presented along with the percentage of vehicles which failed
subsequent retest. It would reflect poorly on a repair facility if
it had a relatively high number of vehicles pass retests after the
recommended repairs were refused. However, repair facilities are
often likely to recommend emission repairs that go beyond what is
necessary to pass an I/M test because they may still be necessary
for proper functioning of the emission system over an extended
period of time.
6) Special tools/capabilities -- Statistics could also be included
on whether repair facilities have repair-grade IM240 equipment or
other specialized diagnostic equipment, such as four gas analyzers
or wave form diagnostic tools. Such information may be available
if the state performs periodic inspections of the facilities and
could be provided to motorists as a yes or no question in a report
facility performance report. It should be noted, however, that
some shops which choose not to purchase more sophisticated
diagnostic equipment such as repair-grade IM240 may have highly
skilled technicians who are as successful at repairing cars as some
shops with the more sophisticated equipment.
7) Emission Failure Category -- The type of failure -- VOC, CO,
NOX, purge, pressure -- could be provided. This information could
be very useful to a vehicle owner, particularly one with a NOX
failure vehicle, since technicians could have an easier time
correcting VOC or CO failures than NOX failures. However, it may
be difficult to present these statistics in a concise manner which
could be quickly interpreted by the vehicle owner.
8) Mass reductions and fuel savings -- The mass of emissions
reduced would be reported for each facility. The mass of emissions
reduced is calculated as follows:
Mass reduced = (IM240 Mass Initial Test) - (IM240 Mass After
Repair)
This calculation would be done for each vehicle for HC, CO, and
NOX. The total mass reduced would then be the sum of the
reductions for all of the vehicles sent for a retest (i.e.,
repaired by the shop) over a particular reporting period. A
similar computation would be done for fuel economy savings, since
the IM240 test results also include miles/gallon for each vehicle.
This information provides both the motorist and the repair industry
with actual benefits achieved by the program, and serves to promote
the program.
9) Vehicles repaired at one repair facility, which failed on the
retest and were repaired again at a different repair facility --
Such statistics could be compiled by computer and would indicate,
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at least partially, the degree of consumer satisfaction with the
level of repair at shops. However, other factors could be
involved; for instance, second repairs could be done at another
station because of convenience or could be done at a dealership
rather than an independent facility because necessary repairs are
covered under warranty.
10) Type of repair facility -- A code could indicate whether a
repair facility is a dealership or independent service facility.
However, such information may be obvious just by the name of the
facility. Also, many people will probably already be aware of the
dealerships and independent service facilities in their immediate
area.
11) Types of vehicles facilities specialize in repairing -- Along
with repair statistics, grading reports could include information
on whether facilities specialize in, or do not repair, certain
types of vehicles. Such information could be provided at the
discretion of repair facilities for the convenience of motorists.
12) List of repair facilities which do not meet a minimum level of
performance -- This would involve establishing criteria for what is
considered a minimum level of performance.
13) Comparison of repair statistics of shops with certified
emission repair technicians to on-average statistics from shops
without certified technicians and from "fix-it-yourselfers"
14) Positive incentive to repair shops to demonstrate superior
performance -- To provide incentives to repair facilities, states
could initiate a program where automotive repair facilities would
apply for participation in a "Certified Repair Facility" program
based on such criteria as availability and use of up-to-date
equipment, employment of certified technicians, opportunity for
technical education as technology changes, continued certification
of technicians, etc. Equipment requirements should be flexible
enough, however, to allow shops with limited resources the
opportunity to participate. Shops receiving approval for inclusion
in the certification program would be identified though award of
a certificate and window decal. As an additional incentive, states
could also consider refusing to approve repair waivers from shops
which are not certified. Certified shops could also be included in
a brochure which would explain the benefits to the consumer of
using a certified repair facility. Shops would also be encouraged
through this program to publicize staff qualifications and
education. A mechanism would have to be established for
reconsidering a shop's certification if, for instance, performance
monitoring feedback indicated a shop could not conduct effective
vehicle repairs and/or the state received a significant number of
customer complaints. By establishing a mechanism for
decertification, states would be able to ensure that facilities
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have a demonstrated ability to consistently perform effective
emission related repairs while maintaining consumer confidence.
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There would be three target audiences in the incentive and
public relations efforts of this program.
1) Auto repair facility - owners wanting to increase the volume of
their business as well as improve the quality of service.
2) Technicians wanting to improve their status in the industry -
to be considered a high-tech repair person.
3) Consumers - seeking a reputable shop to perform effective
repairs.
Methods to promote public awareness and incentives for the
industry could be the use of brochures as mentioned above as well
as newsletters. Ideally, shop owners would be motivated to
participate in the program. Shop owners would be encouraged to
publicize that their technicians are educated in the areas of
electronics, emission control technology, computer systems, fuel
management, engine diagnostics, etc.
Discussion of Criteria for Availability of Repair Grading
Information
1) Ease of availability -- Repair performance statistics must be
easily and publicly available to all motorists. Ideally, these
statistics would be provided to motorists at the point of and
immediately upon completion of the inspection when they obtain
other test-related paperwork.
2) Automation of data handling -- Automated handling of data by
the I/M testing contractor is considered by EPA to be an element
necessary to manage the program. In developing a program, states
should pay close attention to programming and data management, or
they will not be able to provide statistics in a timely manner.
States may require automated handling of data in the testing
contract scope of work.
3) Program start-up -- During program start-up, approximately two
months of repair data should be collected from the date of initial
lane operation before repair grading statistics are compiled.
After I/M testing starts, a lead time of about 3 months before a
state/contractor starts making performance information available to
the public should be adequate, especially if handling of the data
is completely automated. Also, states could provide information on
the certification level of technicians employed by the facility in
the interim. For instance, motorists could be provided with
information on whether facilities have staff which have passed
various ASE tests.
4) Updating Frequency -- Frequent updating of performance
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monitoring data provided to the public is very important. Repair
facilities should be weighted more heavily for recent performance.
This can be done by using time weighted averages of repair
statistics. For instance, data for the last year could be analyzed
with the previous three months' data weighted more heavily. Of
course, time weighted averaging would not be meaningful for a
statistic such as the number of vehicles submitted for retest after
repair by the repair facility. A discussion of time weighted
averaging can be found in Appendix 4. Alternatively, repair
facilities could be evaluated only on the last three month's
performance.
5) Segregation of statistics by zip code -- This would help
account for the impact of demographics on performance monitoring
statistics. For instance, shops in less affluent areas could
possibly get older, harder to fix cars and may have a higher
failure rate as a result. Separate lists by zip code would also be
more convenient to the public as a means of targeting repair
facilities within a vehicle owner's specific area.
4.4.1.3 Model Repair Grading Program
In this section, a description of a model program is provided,
based on the discussion above. States must provide enough repair
performance information to the public for them to make an informed
judgement on whether to take a vehicle to a specific shop for
repairs. However, the information provided must be concise and
easily interpreted. Furthermore, the amount of data compiled and
analyzed must be limited to a manageable level. EPA has developed
its model program with these considerations in mind.
Items la through Id are required by the rule, unless programs
provide motorists with alternative statistics meeting the specific
criteria discussed in the rule. The rule also requires that a
grading report including these items must be provided to the public
at the time of initial failure.
1) The method of grading repairs would include:
a) the number of vehicles submitted by each repair facility
for retest,
b) the pass rate on the first retest by each repair
facility,
c) the fraction of retest vehicles requiring more than one
retest (for each facility),
d) the fraction of retest vehicles receiving a waiver (for
each facility), and
e) the Repair Effectiveness Index for each facility.
2) The repair grades would be computed separately for each of
three age categories of vehicles for each shop. The categories
include:
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a) 0 to 3 years old,
b) 4 to 10 years old, and
c) 10 years or older.
3) Except for the number of vehicles submitted for retest, the
grading would be computed using a three month time weighted average
using data from the previous 12 months. Vehicle number would be
reported as the number of vehicles submitted for retest in the
previous 12 months.
4) The grading reports would be available to the public and meet
the following criteria:
a) Reports available on a zip code basis;
b) Reports available for the customers by vehicle age
category;
c) Reports recalculated and updated monthly; and
d) Grading reports provided along with emission test report
to all motorists whose vehicles failed the enhanced I/M
test.
In addition, during program start-up it is recommended that at
least 2 months of repair data be collected from the date of initial
lane operation before repair grading statistics are compiled.
Collection of data should be fully automated. After a 3 month lane
start-up time, grading reports shall be available to the public.
A sample repair grading form is provided in Appendix 5. In the
interim, motorists should be provided with information on whether
facilities have staff which have passed the ASE Test A6, Test A8,
and the Advanced Engine Performance Specialist (LI) test which ASE
has recently developed.
Finally, an incentive program for repair shops is highly
recommended in which repair facilities would apply for
participation in a "Certified Repair Facility" program based on
such criteria as availability and use of up-to-date equipment,
employment of certified technicians, opportunity for technical
education as technology changes, and continued certification of
technicians. Such a program could be set up as discussed in
Section 4.4.1.2.
4.4.2 Feedback to Repair Facilities
4.4.2.1 Requirements
The I/M rule requires that feedback to repair facilities
includes providing statistical and qualitative information to
individual repair facilities on a regular basis (at least annually)
regarding their success in repairing failed vehicles. No specific
details on what information is to be provided is specified in the
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rule.
4.4.2.2 Discussion of Additional Feedback Measures
§51.369 (b) (2) required that the I/M program provide the repair
industry with statistical performance measures. It can be assumed
that the minimum statistical measure for grading repairs would be
those provided to the public. However, I/M program offices may
wish to consider additional feedback measures which could enhance
the quality of repairs in the program area. Some of these
additional measures are discussed below.
1) I/M test reports -- The oversight agency could make I/M test
reports for individual vehicles, including IM240 second by second
data in graphical form (for HC, CO, C02, NOX, and purge), available
to the repair facility. Test reports could be compiled in an
electronic database so that the repair facility could access them
modem to modem. This information could also be made available to
each motorist.
2) Frequent feedback to repair facilities on performance -- Data
reports could be provided quarterly. However, during start-up, the
program could provide feedback reports every month to individual
shops. Feedback of statistics could also be presented in graphical
form. Also, prior to start-up, facilities could be provided with
complete information on how the program will operate.
3) Periodic inspection of repair facilities and follow-up -- The
oversight agency could inspect shops to determine if certified
technicians work there, whether shops have necessary equipment to
do effective repairs, whether they have access to repair manuals,
repair and parts databases, etc.
4) Tracking of repair technicians as well as repair facilities --
The repair form is required to have information on both the repair
facility and the technician. Individual repair technicians could
be identified by a number assigned through a registration process
or even a social security number. Such a grading of technicians
could be a very important quality assurance tool for shop owners.
It would also deter technicians from giving out their
identification numbers or signing off on repair jobs done by others
without adequate review.
5) Information on the probability of types of failures based on
IM240 data -- Probabilistic analysis of data from a large sample
of vehicles could indicate correlations between vehicle type and
various types of failures, both within and across models and model
years. Based on analysis of this data, information on the
probability of certain types of failures associated with engine
family, and possibly with trace patterns could be provided. Such
information could potentially provide a valuable diagnostic tool to
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repair facilities. This information, presented in an easy to
understand format, could also be provided to motorists in order to
meet the requirement under §51.368(a) that motorists that fail the
I/M test shall also be provided with software-generated,
interpretive diagnostic information based on the particular
portions of the test that were failed.
6) Failure by emission control technology -- Although information
on failure by emission control technology is not likely to be
useful to most motorists, such information could be helpful to
repair facilities. Vehicles could be grouped by similar emission
control technology like that proposed by the California Bureau of
Automotive Repair -- pre-1980 vehicles, 1980-84 minimum function
computer systems, 1985-88 mid-tech level cars, and 1989 and newer
high-tech vehicles.
4.4.2.3 Model Feedback Program
The I/M rule does not provide specific requirements for the
statistical and qualitative information which must be provided to
repair facilities, only that it must indicate their success in
repairing vehicles, and be provided on at least an annual basis.
Thus, the components of a model program for feedback to the repair
industry are all recommendations and not requirements. This model
program, based on the previous discussion, is provided below.
1) Periodic feedback information provided to the repair facility
should:
a) include the same statistics as provided to the public,
including model year grading categories;
b) include statistics (same as "a") on individual
technicians when requested by individual shops or the
technicians (technician statistics should be treated
confidentially);
c) be provided in graphical form (e.g. bar or line graphs)
covering the previous four months; and
d) be compiled and plotted on a monthly basis.
2) Graphical representation of IM240 second by second data (for
HC, CO, C02, NOX, and purge) should be provided to each motorist
whose vehicle has failed the I/M test, and the graphical
information should be available to the repair industry. In
addition, the model program would have a provision which would
allow individual repair shops to access IM240 second by second data
in electronic form.
3) Feedback reports should be sent to each shop on a quarterly
basis. However, during the first four months of program start-up,
reports should be on a monthly basis. Also, prior to start-up,
facilities should be provided with complete information on how the
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program will operate.
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4.4.3 Repair Form
4.4.3.1 Requirements
The I/M rule gives four criteria for a completed repair form:
1) is a prerequisite for a retest;
2) must indicate which repairs were performed;
3) must indicate any technician recommended repairs that were not
performed;
4) and must identify the facility that performed the repairs.
4.4.3.2 Discussion of Repair Form Issues
1) A standardized national repair form -- Although such a form has
not yet been developed, it would help standardize data capture
among IM240 programs. It should be noted that a standardized
repair form would make it easier to perform analysis of trace
patterns associated with various types of failures. It would also
help ensure that IM240 data among states are more comparable,
enabling regulatory agencies to more easily analyze test data from
various programs. Several industry groups are currently working on
developing such a form. Of course, use of such a standardized form
by the states would not be required.
Two draft approaches to a standardized repair form can be
found in Appendix 6. Both have strong points. Draft approach 1
focuses on the root cause of failure (which is one of the many
tasks in the new ASE Advanced Engine Performance Specialist test),
requires the technician to consider mechanical causes as well as
electrical causes (also a task in the new ASE test), and minimizes
the number of entries required by the technician. Additionally,
the section on secondary causes provides data that are expected to
allow analysis programs (with large numbers of vehicles) to sort
out the true "root" cause, or at the very least identify
combinations of causes/failures for particular groups of vehicles.
Draft approach 2 in Appendix 6 has more information on the
facility and technician. It also has a more specific
identification of the component(s) that were repaired. An
interesting feature of approach 2 is that the software program that
generates the form in the repair shop also imprints a bar code
representation of the filled in repair form. In this manner, when
the motorist returns for a retest, the I/M inspector merely needs
to scan the bar code to enter the information into the I/M data
base.
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As more effort is expended on standardization of these draft
approaches, it is expected that the strong points of each approach
will be integrated into the final form.
2) Facility number or code for each repair facility -- The
facility would be required to display this number or code on the
repair receipts. The facility could use its state business or tax
number. The state could also require facilities to fill out an
application which would be used to assign a number or obtain a list
of service centers from Dunn and Bradstreet and use this number.
3) Electronic return of repair forms by repair facilities to
testing facility -- This could eliminate the need for manual entry
of data from repair forms at the testing facility. It would also
prevent loss of information due to misplaced repair forms and
fraudulent alteration of information on repair forms.
4) Technician Identification -- The technician who repairs the
vehicle would be required to enter a technician identification
number which has been assigned to him on the repair form. This
would enable tracking of individual technician performance, and
technician performance statistics could be provided to either the
technicians or the facilities employing those technicians on
request. Of course, such information would have to be treated
confidentially.
5) Emissions using repair grade IM240 equipment before and after
repairs -- These data would be useful in developing a large
database to accurately assess the correlation between emissions
measurements using repair-grade IM240 equipment and actual IM240
measurements.
6) Repair form printed on the back of the initial test results --
This could be done if the repair form is one page long or less.
This would save paper and help ensure standardization of the form
so that all repair facilities in a state would be using the same
form, and help ensure a form that is more easily used and
understood.
4.4.3.3 Model Repair Form
The model program would require a completed repair form prior
to a retest. To comply with the I/M rule, item d below must be
included, the repair shop must be identified (either by an
identification number or some other method), and the repair form
must indicate any recommended repairs that were not performed. The
repair form would:
a) include the information contained in a national
standardized form (when developed);
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b) include a repair shop identification number;
c) include a technician identification number;
d) identify repairs performed;
e) include repair cost information: parts and labor;
f) provide a comment section where technicians could provide
additional information, including any recommended repairs
not performed.
In addition, the model program would have a provision which
would allow individual repair shops to return a completed repair
form for the customer to the I/M program office by electronic
means.
4.4.4 Customer Feedback and Satisfaction
When enhanced I/M programs are implemented, state oversight
agencies will have to develop public confidence in the program.
This could be facilitated by providing customers with an
opportunity to evaluate facilities. In turn, positive customer
responses could be integrated into an incentive program such as the
one discussed above.
In order to provide a forum for appropriate feedback to
consumers as potential customers, the repair facility could provide
a shop report card or facility service evaluation similar to the
AAA mechanism discussed in Section 4.3.1.6. Customers could be
selected to evaluate the repair facility based on a random
selection of repair orders. The evaluation/survey would be sent to
this population of customers as a return postage paid card. A
significant percentage of negative responses would result in states
considering decertification of a repair facility. Questions on the
survey would focus on quality of repair, but could also address
such items as reasonableness of charges for repairs, promptness,
courtesy, and overall customer recommendation.
Customer satisfaction could be handled in a second phase of
this program after more experience is gained. In order to gain
public confidence in the enhanced I/M program, the consumer should
have recourse against improper repairs, overcharges for repairs, or
blatant mistreatment. There should be a mechanism to assure that
the repair facility accepts responsibility for the repair and
guarantees the work performed. Such a mechanism for the handling
of customer complaints and dispute resolution could be considered
in the second or final phase of the program at either the state or
regional level.
Customer feedback will provide an additional incentive to
assure that repairs are properly performed in a cost-effective
manner. Feedback will assist in improving customer satisfaction
and will ultimately build integrity into the program.
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5.0 EDUCATION AND CERTIFICATION
5.1 Regulatory Requirements
Section 51.369 (c) of the Inspection/Maintenance Program
Requirements issued November 5, 1992 states:
The state shall assess the availability of adequate
repair technician training in the I/M area and, if the
types of training described in paragraph (c) (1) through
(4) of this section are not currently available, shall
insure that training is made available to all interested
individuals in the community either through private or
public facilities. This may involve working with local
community colleges or vocational schools to add curricula
to existing programs or start new programs or it might
involve attracting private training providers to offer
classes in the area. The training available shall
include:
(1) Diagnosis and repair of malfunctions in computer
controlled, close-loop vehicles;
(2) The application of emission control theory and
diagnostic data to the diagnosis and repair of failures
on the transient emissions test and the evaporative
system functional checks;
(3) Utilization of diagnostic information on systematic
or repeated failures observed in the transient emission
test and the evaporative system functional checks;
(4) General training on the various subsystems related to
engine emission control.
Mandatory technician certification is not a requirement of the
I/M rule but adequate training must be made available in both basic
and enhanced I/M areas. The rule does require that the state take
action to get adequate training programs started at local community
colleges or vocational schools, or action to attract private
training providers to offer the kinds of training needed. The rule
does not require the state to conduct training or require
technician or facility certification. Clearly, the rule allows the
states significant flexibility in insuring these minimum levels of
service are available.
Section 51.369(d) of the Inspection/Maintenance Program
Requirements issued November 5, 1992 states the SIP requirements as
being:
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The SIP shall include a description of the technical
assistance program to be implemented, a description of
the procedures and criteria to be used in meeting the
performance monitoring requirements of this section, and
a description of the repair technician training resources
available in the community.
Since the I/M rule was published, it was suggested that
'education' would be a more appropriate term to use than
'training'. As a result, 'education' is used in this document in
place of 'training' whenever possible.
5.2 Strategies for Meeting the Regulatory Requirements
As mentioned in the previous section, states have considerable
flexibility in meeting the education requirement. This section
suggests some strategies that can be followed to accomplish this.
Initially, survey techniques could be used to identify
availability and accessibility of the subject matter. Either a
state agency or a contractor could conduct such surveys.
If adequate courses are not available or not accessible, then
the state or I/M program office needs to identify a method or plan
to address the deficiencies. Once again, there is considerable
flexibility. The state can provide a list of the required subjects
to public institutions, and work with them to develop and deliver
acceptable courses. The state or program office (either directly
or under contract) can review offerings by commercial education
companies, and arrange for such companies to offer courses in the
program area. The only issue remaining would then be whether
courses from one or more companies would be widely available for
the duration of the I/M program. Finally, the state could choose
to contract (or develop on its own) the requisite courses, and
could choose to contract the delivery of the courses to assure
availability.
Compliance with §51.369(d) (discussed in Section 5.1) should
be rather straightforward, in that the SIP needs to contain a
description of the education programs available or being developed
and the method(s) that the state will use to assure that courses
with the required subject matter actually become widely accessible.
5.3 Subject Criteria for an Effective Education Program
The following section presents general and specific subject
matter criteria that an education program must cover in order to be
effective. EPA strongly urges states to use these criteria to
evaluate education programs. A state is free to propose other
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subject matter. For example, some states have in place, or are
developing, their own technician certification testing programs
which include similar advanced level tasks. The state may choose
to use NATEF Certification, offered by ASE, or its own
certification testing program to determine if adequate education is
available to meet that state's particular education and
certification needs, as long as the requirements in §51.369(c)(1)
through (4) are met.
5.3.1 General Subject Criteria
The subjects listed in the "content areas" of the ASE Advanced
Engine Performance Specialist (LI) test specifications (or
equivalent) are related to the four areas specified in Section
51.369 (c) and must be generally covered in order to have an
effective program. For reference, these are:
A. General Powertrain Diagnosis
B. Computerized Engine Controls
C. Ignition System Diagnosis
D. Fuel System and Air Induction Systems Diagnosis
E. Emission Control Systems Diagnosis
F. I/M Failure Diagnosis
More information on the ASE technician certification program,
including the newly developed LI test, is provided in Section
5.4.1.
5.3.2 Specific Subject Criteria
To ensure an effective program, all of the specific "Tasks"
listed under content areas "E" and "F" in the LI test
specifications above (or equivalent) must be generally covered.
Moreover, emphasis should be given to the following selected
"Tasks" from these content areas (listed verbatim from the ASE LI
Task list). Note also that some of these tasks are necessary in
enhanced I/M areas, but not in basic areas. However, basic I/M
areas are encouraged to consider including these tasks as well.
1. Locate and utilize relevant service information.-
(content area "E", Task 2)
2. Differentiate between emission control mechanical
and electrical / electronic problems.-(content area
"E", Task 5)
3. Determine root cause of multiple component
failures.-(content area "E", Task 11)
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4. Utilize test instruments to observe, recognize, and
interpret electrical / electronic signals.
(content area "F", Task 1)
(Note: The Agency interprets this task to include
exposure to test instruments such as scan tools, emission
analyzers, digital multimeters, lab oscilloscopes, and
other similar diagnostic equipment)
5. Evaluate HC, CO, NOx, C02, and 02 gas readings;
determine the failure relationships. - (content
area "F", Task 2) (Note: EPA interprets this task
to include the theoretical and practical
application of combustion chemistry.)
6. Diagnose the cause of HC emission failures
(content area "F", Task 4) - "Basic" I/M areas
7. Diagnose the cause of CO emission failures
(content area "F", Task 5) - "Basic" I/M areas
8. Diagnose cause of IM240 HC failures - (content area
"F", Task 7) - "Enhanced" I/M areas
9. Diagnose cause of IM240 CO failures - (content
area "F", Task 8) - "Enhanced" I/M areas
10. Diagnose cause of IM240 NOx failures - (content
area "F", Task 9) - "Enhanced" I/M areas
11. Evaluate emission readings obtained during an IM240
test to assist in emission failure diagnosis and
repair. - (content area "F", Task 10) - "Enhanced"
I/M areas
(Note: EPA interprets this task to include
familiarization with the second-by-second IM240 emission
traces.)
12. Verify effectiveness of repairs in preparation for
IM240 retest. - (content area "F", Task 11)
13. Diagnose causes of evaporative emission system
pressure test failures. - (content area "F", Task
12) - "Enhanced" I/M areas
14. Diagnose causes of evaporative emission system
purge flow test failures. - (content area "F", Task
13) - "Enhanced" I/M areas
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5.4 Existing and Proposed Certification Programs
The certification of technicians and the licensing or
certification of repair facilities is not mandated by the I/M rule.
The states will be able to use their own discretion when
considering these issues though many states have licensing and
certification policies already in effect that could be built upon.
Discussed below are various certification programs known to EPA.
The following information on certification programs is
provided for reference only. EPA does not endorse any particular
program. If EPA becomes aware of any additional sources of
certification information, they will be added to future updates of
the guidance document. It is expected that the state and local
agencies will determine which, if any, of these programs can assist
them in meeting the education needs in their state. The
information below was provided by the organizations, states, or
companies that operate or are developing certification programs,
and EPA makes no claims on the accuracy of the information.
5.4.1 Technician Certification
5.4.1.1 ASE Technician Certification Program
The technician certification system of the National Institute
for Automotive Service Excellence (ASE) consists (at the present
time) of eight separate exams with each focusing on one specific
area of vehicle repair. Upon passing at least one exam and after
providing proof of two years of appropriate hands-on work
experience, the technician becomes ASE certified to do repairs in
that particular area. When all eight exams have been successfully
completed, the technician is then certified as an 'ASE Master
Technician.' Recertification tests are given every five years and
cover the same content areas as those in the original exams.
However, the number of questions in each content area of the
recertification test will be reduced by about one-half.
Representatives of the auto service industry review and revise the
repair tasks and test questions to ensure they remain current. The
eight test areas are:
Engine Repair [Test Al]
Automatic Transmission/Transaxle
Manual Drive Train and Axles
Suspension and Steering
Brakes
Electrical/Electronic Systems [Test A6]
Heating and Air Conditioning
Engine Performance [Test A8]
(includes emission control systems)
In addition, a new test, the Advanced Engine Performance
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Specialist (LI) Test has been added. It is an advanced level exam,
requiring successful certification in ASE Test A8, Engine
Performance. This test is designed to measure the technicians'
knowledge of the diagnostic skills necessary for sophisticated
emissions and engine performance problems. The test was first
administered in May, 1994. More information on the content areas
for Tests A6, A8, and the LI Test is provided in the following
section. For more detailed information about the test program and
the content areas of other test areas, please contact:
National Institute for Automotive Service Excellence
13505 Dulles Technology Drive
Herndon, VA 22071-3415
703-713-3800
5.4.1.2 Test Content Areas for ASE Tests A6, A8, and the Advanced
Engine Performance Specialist (LI) Test
States may set technician certification standards by using
preexisting certification testing. Several states have adopted the
ASE Electrical/Electronic Systems (Test A6), Engine Performance
(Test A8) , and the new LI Test as their basis for establishing
technician certification. Included below is a list of the content
areas of these three tests.
Electrical/Electronic Systems (Test A6)
Content Areas
A. General Electrical/Electronic System Diagnosis
B. Battery Diagnosis and Service
C. Starting System Diagnosis and Repair
D. Charging System Diagnosis and Repair
E. Lighting Systems Diagnosis and Repair
F. Gauges, Warning Devices, and Drivers
Information Systems Diagnosis and Repair
G. Horn and Wiper/Washer Diagnosis and Repair
H. Accessories Diagnosis and Repair
Engine Performance (Test A8)
This test is presently undergoing revision.
Content Areas
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A. General Engine Diagnosis
B. Computerized Engine Controls Diagnosis and Repair
C. Ignition System Diagnosis and Repair
D. Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair
E. Emissions Control Systems Diagnosis and Repair
F. Engine Related Service
G. Engine Electrical Systems Diagnosis and Repair
Advanced Engine Performance Specialist (Test LI)
Proposed Content Areas
A. General Power Train Diagnosis
B. Computerized Engine Controls Diagnosis
C. Ignition System Diagnosis
D. Fuel Systems and Air Induction Systems Diagnosis
E. Emissions Control Systems Diagnosis
F. I/M Failure Diagnosis and Repair
5.4.1.3 Association of Diesel Specialists TechCert Certification
The Association of Diesel Specialists (ADS), in the spring of
1994, introduced "TechCert". TechCert is a technician
certification program, developed in cooperation with ASE, and
upgraded from its original program. The program consists, at the
present time, of four separate exams (TC1-TC4) with each focusing
on one specific area of diesel fuel injection. Three additional
exams, TC5-TC7, will be available in 1995. The seven test areas
are:
TCI - Diesel Engine Theory and Operation
TC2 - Rotary Fuel Injection
TC3 - Inline Fuel Injection
TC4 - Rail Fuel Injection
TC5 - Turbochargers/Blowers (May 1995)
TC6 - Injectors/Unit Injectors (May 1995)
TC7 - Diesel System Diagnostics (November 1995)
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In order to take test TCI the technician must certify that
he/she has at least one year of shop experience. In order to take
TC2-TC6, the technician must have a minimum of two years of shop
experience and must have passed TCI along with current factory
training in the specific test area. Upon passing TC2-TC6, the
technician becomes ADS TechCert certified to perform repairs in
that particular area. When the six exams have been successfully
completed, and the technician meets factory training requirements,
he/she is then certified as an ADS TechCert Certified Master
Technician.
Recertification tests are given every five years and cover the
same content areas as those in the original exams. For further
information please contact:
David A Fehling
Director of Technical Education and Services
9140 Ward Parkway
Kansas City, Missouri 64114
816-444-3500
Fax: 816-444-0330
5.4.1.4 State Technician Certification Programs
Proposed Program - Texas Natural Resource Conservation Commission
(TNRCC)
The TNRCC certified emissions repair technician (CERT) program
is strictly voluntary. To become a CERT, a technician must:
• Demonstrate a minimum of three years of full-time
automotive repair experience
• Must be certified in four tests offered by ASE. These
four tests are: Engine Repair (Test Al) , Electrical/
Electronic Systems (Test A6), Engine Performance (Test
A8) , and the new Advanced Engine Performance Specialist
(Test LI).
• The TNRCC may consider future development of a
certification program in which repair technician
certification is based upon performance, since test
scores are not necessarily indicative of actual ability.
• To maintain their certification, each CERT may be
required to take retests and refresher courses when
available.
• CERTs will also be charged a $25 annual fee which will
fund certification cost, auditing activities, seminars,
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newsletters, and educational materials supplied to the
CERTs.
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For further information and/or a copy of the proposed Texas
program, contact EPA Region 6, State Planning Section, 214-655-
7584.
Proposed Program - State of Maryland
Maryland currently has a voluntary certification program as
part of its basic I/M program. To receive certification,
technicians must complete a state-approved 40 hour education course
taught by a state-certified instructor, or pass a waiver test.
However, there is no ASE certification requirement to receive state
certification.
The state is developing a voluntary certification program for
enhanced I/M emission repair technicians, which would include ASE
certification as a prerequisite. The state does not have authority
to require technician certification under the enabling legislation
for enhanced I/M. However, the proposed approach where voluntary
state certification is contingent on ASE certification has merit,
and somewhat parallels the Texas approach. Maryland has developed
essentially a two-tiered approach for certifying technicians.
Technicians will be certified as Basic Certified Emissions
Technicians (CETs) during the transition period from basic to
enhanced I/M. All Basic CET certifications will expire by December
31, 1995. After this date, technicians must be certified as Master
CETs. This level of certification has a more stringent set of
criteria. The criteria for these two levels of certification are
given below:
Basic Certified Emissions Technician
• Two years of experience as an automotive technician
performing emissions related repairs.
• Current, valid ASE certification in Electrical/Electronic
Systems (Test A6) and Engine Performance (Test A8) .
• Requirements will be waived for a person with current,
valid certification as a certified emissions technician
as of December 31, 1994. Certification is valid until
December 31, 1995.
• Certified emissions technicians will periodically be
audited on the basis of performance.
Master Certified Emissions Technician
• Five years of experience as an automotive technician
performing emissions related repairs.
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• Current, valid ASE certification in Electrical/Electronic
Systems (Test A6) , the Engine Performance (Test A8) , and
the Advanced Engine Performance Specialist (Test LI).
• Successful completion of a State orientation course.
• The certification for technicians is valid until either
Test A6, A8, or LI certification expires, or three years
from the date certification is granted, whichever is the
earliest.
• Certification renewal is dependent on the possession of
current valid applicable ASE certifications, whether or
not the technician has communicated false or misleading
information regarding the vehicle emissions inspection
programs, or has attempted to fraudulently obtain
certification.
• Certified emissions technicians will periodically be
audited on the basis of performance. The audit will
include an evaluation of vehicle repair history, and
failure of a performance audit is cause for the state to
suspend, revoke, or deny the renewal of certification.
For further information concerning the proposed Maryland program,
contact EPA Region 3, Program Planning Section, 215-597-6863.
Proposed Program - State of Michigan
In 1976 the State of Michigan Bureau of Automotive Repair
(BAR) began enforcement of the Michigan Motor Vehicle Service and
Repair Act. This law not only regulates the practice of servicing
and repairing motor vehicles, but also makes technician
certification mandatory. The certification program allows for
technician certification as master automobile and heavy-duty
mechanics, specialty mechanics, and issues mechanic trainee
permits. Emission repair technicians, in order to diagnose and
repair vehicle which have failed emissions tests, must be certified
in Engine Tune-Up/Performance.
In order to prepare technicians for the IM240 test procedure
and the diagnostic/repair skills that will be necessary, the
Michigan BAR has scheduled a "train the trainer" workshop. This is
the workshop offered by the National Center for Vehicle Emissions
Control and Safety at Colorado State University and discussed in
Appendix 1, page 1. The workshop will be offered at no charge to
selected instructors who will then educate the technicians working
in the IM240 area.
To ensure that the technicians keep pace with the technology,
the Michigan BAR is proposing technician recertification every 5
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years in the following categories:
1. Engine Tune-Up/Performance
2 . Electrical Systems
3. Brakes and Braking Systems
The technician, in order to meet this recertification requirement,
must do one of the following:
1. Pass the latest Michigan certification test.
2. Show proof of ASE recertification (in applicable
category).
3. Successfully complete a State approved education
program.
5.4.2 Repair Facility Certification
5.4.2.1 American Automobile Association (AAA) Approved Auto Repair
AAA's Approved Auto Repair Program certifies facilities based
on a number of criteria. This program is discussed in detail in
Section 4.3.1.6.
5.4.2.2 State Programs
New York Program
The State of New York has recently instituted the Sign of
Automotive Excellence Program (SAEP) in order to certify repair
facilities. Performance monitoring aspects of this program are
discussed in Section 4.3.1.4. At the time of SAEP certification;
• One or more of the technicians employed by the repair
facility must have completed the four courses offered by
the New York Automotive Technician Training Program
(ATTP). These four courses are: Fundamental Engine
Electronics Training, Systems Training in Emissions and
Performance, Computerized Automotive Performance Systems,
and Fuel Injection Systems Training.
• At least one-half of the other technicians employed by
the facility must have completed the first ATTP course
(Fundamental Engine Electronics Training).
• The repair facility must also exhibit a pattern of
quality repairs as discussed in Section 4.3.1.4.
Once the facility is certified, the initial certification is
good for two years. To be re-recognized after two years, 50% of
all employees must have completed all four ATTP courses, along with
an updated application form. Re-certification then takes place
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annually by completing the application sent to the repair facility,
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When the repair facility is certified, the facility is allowed
to display the ATTP "Sign of Excellence" and use this certification
in its advertising. For more information contact EPA, Region 2
Implementation Section, 212-264-2517.
Proposed Program - Texas Natural Resource Conservation Commission
(TNRCC)
The TNRCC certified emissions repair facility (CERE) program
is strictly voluntary and consists of the following requirements:
• A minimum of one TNRCC CERT (Certified Emissions Repair
Technician) must be employed on a full-time basis for a
vehicle repair facility.
• Only if the emissions repairs were performed by a CERT at
a CERE will the expenses incurred be applied toward a
waiver.
• Only CERT's will be able to access repair information and
newsletters free of charge. All other technicians will
have to pay for the access to this information.
• Signatures and certification identification numbers of
the CERE and the CERT performing repairs must be included
on the repair form to serve as proof of certified
repairs.
• A CERT will be allowed to supervise emissions repairs
performed by non-certified personnel after the initial
emissions diagnosis is performed.
• Any repairs signed off by a CERT will be recorded as if
they were conducted by the CERT and, therefore, will
affect his/her performance. (As a result, the cost of
these repairs apply towards the waiver.)
• The CERE may subcontract repair work. However, the CERE
will be held accountable for such repairs that relate to
emissions repairs affiliated with the I/M program.
• The CERE is required to inform the TNRCC of any change in
CERT employment status.
• The CERE is required to operate and maintain a specific
list of repair equipment in order to be certified and
retain certification.
• The external and internal appearance of the CERE must be
kept clean and neat, with clean, safe, and comfortable
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facilities for its customers.
• Any complaints will be taken into consideration for audit
or decertification purposes.
• Provided that the requirements are met, any interested
repair facility or technician in Texas, whether in a non-
attainment area or not, will be eligible for emission
repair certification.
• A TNRCC CERF may be audited at least once a year to
verify compliance with certification requirements, and
each CERF's performance monitoring statistics will be
closely reviewed.
• The TNRCC proposes that regional peer groups be
established in the non-attainment areas that could be
used for discussion of TNRCC information concerning the
possible decertification of a facility. The TNRCC
retains final authority in all decertification cases but
will weigh the recommendation of the regional peer group.
Any decertified facility must wait one year before
reapplying for certification.
For further information and/or a copy of the proposed Texas
program contact EPA, Region 6, State Planning Section, 214-655-
7584.
Proposed Program - State of Maryland
The State of Maryland is developing a voluntary program of
repair facility certification as part of its enhanced I/M program.
A certified facility must:
• Maintain a repair facility capable of making emissions
related adjustments and repairs.
• Have a state-certified emissions technician diagnose
emissions related faults, and supervise or perform
emission related repairs.
• Employ at least one full-time certified technician who is
routinely scheduled to work during the advertised working
hours of the facility.
• Completely fill out the vehicle repair form which must be
signed by a certified technician.
• Possess all required equipment, including standard tools,
as well as an OBD scanner, BAR-80 engine analyzer, modem
or fax machine to receive IM240 second-by-second data
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from the test lane in graphical form, and access to
diagnostic information less than two years old (in the
form of an on-line service or manuals).
• Allow access of the facility and its records to periodic
quality assurance audits (approximately every two
months). Audits will be conducted at random and with no
prior notice, and will include checks of whether the
facility has all required equipment.
• Maintain quality assurance records, audit records, and
vehicle repair records for at least three years.
Repair facility certification is valid for three years, at
which time the facility may apply for renewal. Certification can
be suspended, revoked, or denied if the facility knowingly
communicates any false, inaccurate, or misleading information to
any person or in any certificate, record, or document regarding the
vehicle emissions inspection program; fraudulently or deceptively
obtains or attempts to obtain certification; fails a quality
assurance audit; or exhibits evidence that vehicles repaired by the
facility repeatedly fail reinspections. For further information
concerning the proposed Maryland repair facility certification
program, contact EPA Region 3, Program Planning Section, 215-597-
6863.
5.4.3 NATEF Education Facility Certification
5.4.3.1 Certification Program
To help recruit, mentor, educate future technicians, and
improve technical instruction, the National Institute for
Automotive Service Excellence (ASE) offers certification for three
education programs. Automobile, Autobody, and Medium/Heavy Duty
Truck training programs can earn ASE certification upon the
recommendation of the National Automotive Technicians Education
Foundation (NATEF). NATEF is a sister organization of ASE.
Through its certification process, NATEF examines the structure and
resources of the education programs and evaluates them against
nationally accepted standards of quality. Described briefly below
are the major steps involved in the NATEF education facility
certification process. For detailed information, contact NATEF
directly:
NATEF
13505 Dulles Technology Drive
Herndon, VA 22071-3415
703-713-0100
The NATEF certification process is a comprehensive process
governed by a detailed set of standards that will not be discussed
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here. The certification process is basically divided into six
phases, each varying in length and complexity.
Any secondary, post-secondary, technical institute, or
community college program may apply for certification. The process
begins when the program desiring certification sends its request to
NATEF, with the appropriate fee, and indicates which of the three
areas it would like to be certified. NATEF will then send the
appropriate evaluation materials.
An advisory committee, appointed by the institution requesting
certification according to the NATEF specifications, will then
conduct a self-evaluation of the education program based on the
NATEF standards. Upon completion of the self-evaluation, the
materials are sent to the NATEF office where they will be reviewed
to determine if the program qualifies for the on-site team
evaluation.
If the program qualifies, an Evaluation Team Leader will be
assigned from within that specific state to conduct the on-site
team evaluation. The Evaluation Team Leader is an educator
certified by ASE and trained by NATEF's educational consultants.
The Team Leader and the team members conduct a two-day evaluation.
The program is reviewed to determine if the equipment, curriculum,
instructional system, job placement program, staff credentials,
safety features, cleanliness, and professionalism meet industry
standards. If the requirements are met, the program will become
certified by ASE for five years. The program will receive an ASE
plaque, promotional packet, and a wall sign. The certified program
will also be encouraged to put on a graduate's diploma the fact
that they have completed an ASE certified program and the diploma
should include the ASE logo.
The Automobile Training Program certification requires that
the facility be certified in at least four of the eight ASE test
areas (listed in Section 5.4.1.1) . At the present time, three are
required: Brakes (Test A5), Electrical/Electronic Systems (Test
A6) , and Engine Performance (Test A8) . As of January 1, 1996,
Suspension and Steering (Test A4) will become the fourth required
area. There has also been discussion of NATEF certifying in-
service technician education programs that would focus on the
criteria in the Engine Performance Test and the new LI test.
5.4.3.2 EPA/NATEF Grant
In September 1992, EPA awarded a three-year grant to NATEF to
improve the quality and increase the number of automotive education
programs in specific urban areas that have the worst air quality.
The objective of the grant is to increase the number of industry-
certified secondary and post-secondary auto tech programs in areas
that are not in attainment with the National Ambient Air Quality
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Standards (NAAQS) for ozone and CO. The grant authorizes NATEF to
set up a mentoring process between automotive education
institutions in selected areas so that schools that do not have ASE
certification can be assisted by qualified personnel from an ASE
certified program to achieve certification of their programs. The
mentoring process involves an advisor from the certified school
working with the school that wishes to become certified. The
advisor works with that school to improve its program so it is
better able to meet ASE/NATEF's standards for certification and can
receive certification.
Meetings are held in each targeted state with NATEF personnel
and state educators to discuss the program and begin developing the
mentoring process. The purpose of the meetings is to explain how
the program works, and the benefits to be gained in terms of clean
air, as well as better programs for the student, the school, and
the community. Lists of certified and uncertified programs are
started to begin pairings for the mentoring process. EPA has
identified areas in sixteen states that will receive assistance
from this grant. The list of areas and the schedule is as follows,
though depending upon program needs, there may be slight
adjustments made to the third year target cities:
September 2, 1992 - September 1, 1993
Illinois - Chicago
Indiana - Lake and Porter Counties
Maryland - Baltimore and surrounding B.C. suburbs
Michigan - Muskegon
Wisconsin - Milwaukee, Kenosha, and Racine
September 2, 1993 - September 1, 1994
Colorado - Denver
Connecticut - Bridgeport, Hartford, New London,
New Britain, and New Haven
Maine - Portland
Nevada - Las Vegas
New Hampshire - Nashua
Pennsylvania - Pittsburgh, Harrisburg,
Allentown/Bethlehem/Easton
Rhode Island - Entire state
Texas - Houston
September 2, 1994 - September 1, 1995
Georgia - Atlanta
Massachusetts - Boston
New York - New York City
In the first year of the grant, 78 auto tech programs in five
states were targeted to receive assistance in obtaining ASE
certification by NATEF. Forty-seven of these schools received
self-evaluation materials, two have been certified, and the
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remaining forty-five are working on upgrading their programs to
qualify for certification.
For more information regarding the EPA/NATEF grant, please
contact:
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Casey Caccavari
U.S. Environmental Protection Agency
Office of Mobile Sources (6406J)
401 M Street, S.W.
Washington. B.C. 20460
202-233-9302
Fax: 202-233-9556
5.5 Repair Technician Education Programs
The following information on existing or proposed education
programs and other resources is provided for reference only. EPA
does not endorse any particular program and/or resource. If EPA
becomes aware of any additional sources of education information,
they will be added to future updates of the guidance document. It
is expected that the state and local agencies will determine which,
if any, of these programs/resources can assist them in meeting the
education needs in their state. The information below was provided
by the local or state-affiliated organizations, states that operate
or are developing education programs/resources, and EPA makes no
claims on the accuracy of the data.
5.5.1 Existing or Proposed Local and State-Affiliated Education
Programs
The program information that is provided in this section is a
combination of local and state-affiliated education programs.
Descriptions of education programs offered by non-profit and
commercial entities are provided in Appendix 7. Other sources of
education/reference materials are described in Appendix 8.
5.5.1.1 State of California, Bureau of Automotive Repair (BAR)
At present, the State of California's Bureau of Automotive
Repair (BAR) has a program in effect that educates and licenses
Smog Check Technicians for California's Smog Check Program. BAR
has since proposed a series of enhancements to its program and
these will be included in the discussion of the BAR below.
The BAR proposal recommends the following enhancements:
1) the setting of prerequisites to take the BAR smog
technician exam as ASE certification, or an equivalent;
2) implementing a multi-level licensing strategy; and
3) developing a mentoring system which provides the technician
immediate feedback on his/her own job performance.
At present there are two ways to qualify to take the BAR Smog
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Check Technician licensing examination. One is to have two years
of experience in tune-ups, and emission system diagnosis and
repair. The other is through BAR's Clean Air Car Course. The
Clean Air Car Course prepares prospective technicians with
coursework needed for BAR's Smog Technicians exam and is provided
by community colleges, trade schools, adult education centers, and
other providers of automotive education programs. BAR certifies
both the schools and instructors, and provides the framework to
teach the course. The course requires 80 hours of lecture and
hands-on lab work which BAR deems as no longer adequate.
BAR is revising the Clean Air Car Course program to
incorporate the following:
1) a prerequisite of 12 months of vocational experience, or
nine semester units in emission theory and tune-up from an
accredited school/college, or 180 hours of emission education,
or ASE certification in Engine Performance (A8);
2) the course providers will receive an ongoing report card
indicating the percent of students passing each element of the
Smog Check exam; and
3) the student must demonstrate competency mastered, not hours
spent, to graduate from the program.
The BAR Smog Check technician exam has traditionally been a
multiple-choice written exam which measures knowledge directly and
ability indirectly. BAR is developing an interactive exam using
computer software that is pictorial and gives realistic interaction
that poses repair and diagnostic scenarios.
The California BAR has also proposed other minimum
requirements for its licensure program. The minimum requirements
for licensure are coupled to a multi-level license concept that is
tied to the technology of the vehicles. The minimum requirements
for licensure would be the ASE certification or its equivalent in
Electrical/Electronic Systems (Test A6), Engine Performance (Test
A8) , and the new Advanced Engine Performance Specialist (Test LI) .
BAR acknowledges that latitude exists in recognizing and approving
programs that would meet or exceed ASE's certification requirements
in the areas of education and experience; thus, ASE or equivalent
will be used.
The proposed multi-levels of licensure, their qualifications
and performance duties are outlined as follows:
Level 1 - Entry Level
The objective of entry level licensure is to provide a career path
for aspiring technicians and to develop their skills. This
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licensing is not mandatory and the number of entry level
technicians would be limited to two per station in order to prevent
station owners from hiring only entry level personnel.
Qualifications: Enrolled in, or a recent graduate of, the BAR
Clean Air Car Course with no ASE certification or its equivalent.
This person would work under the general supervision of a mentor
smog technician who has no legal action pending against his/her
license. This licensure is good for one year depending on the
person obtaining ASE certification in A6 and A8 or the equivalent,
showing proficiency in a Partners in Clean Air audit, performing
at an acceptable level of emission reduction verified by the
centralized database, having no legal action file against their
license, and passing the BAR smog technician exam.
Performance Duties: The duties of an entry level technician may
include repairs to tampered emission control systems, adjustments
to lower emissions, service and maintenance of emission control
systems under the direction of a Level 3 technician, and
performance of emission inspections.
Level 2 - Engine Performance Technician
Qualifications: The Engine Performance Technician must have a
minimum of two years practical experience, ASE A6 and A8
certification (or equivalent), passed BAR's smog technician exam,
and have no pending legal action against his/her license. The
Engine Performance Technician must also perform at an acceptable
level of emission reduction and be able to perform basic diagnosis
and maintenance of emission control systems as verified by the
centralized database. This licensure would be good for two years
based on the technician's job performance, compliance with
rules/regulation, and maintenance of his/her ASE certification.
Performance Duties: The performance duties would include moderate
emission systems diagnosis and repairs encompassing the ability to
diagnose and repair basic computer systems.
Level 3 - Electronic Emission Diagnostic Technician
Qualifications: The Electronic Emission Diagnostic Technician is
a smog technician with more than two years of experience, who has
passed the LI test, and has also passed the BAR smog technician
exam. The Electronic Emission Diagnostic Technician possesses a
high degree of technical skill, especially as it relates to
diagnosis, fault code interpretation, and multiplexing. The
technician's work environment should be conducive for effective
repairs and his repairs should result in an acceptable level of
emission reduction as verified by the centralized database. This
license is good for two years based on performance, compliance with
BAR rules and regulation, and maintenance of ASE certification.
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Performance Duties: The duties of an Electronic Emission
Diagnostic Technician include the same skills as the Engine
Performance Technician as well as the ability to diagnose and
repair future computer technology, including but not limited to On
Board Diagnosis II (OBD II).
Two other ideas that California BAR has suggested are a
minimum of 40 hours of required education that would be completed
annually and performance monitoring of Smog Check technicians. The
education would focus on the latest changes in technology as well
as what is learned through the repairing of vehicles. The
education would be mandatory.
California BAR is proposing a performance monitoring program
that would provide the technicians with a sense of their own
performance (Section 4.3.2) . BAR is proposing that feedback be
provided on maintenance and service, diagnostics, repairs, and
tampering repairs. If a technician is found deficient in an area,
the technician would be able to get specific information on his/her
area(s) of weakness. The program would also provide enforcement
against the technician and/or shop that exhibits a pattern of abuse
or a reluctance to improve.
For more detailed information on the California BAR existing
certification program and its proposed enhancements, contact EPA
Region 9, Mobile Sources Section, 415-744-1230.
5.5.1.2 State of New York
To meet the increasing demands for the repair industry, the
New York State Automotive Technician Training Program (ATTP)
(described in Section 5.2.2.1) has developed an educational program
that is nationally recognized. This program develops curricula,
trains instructors, approves training agents, and delivers courses
to in-service automotive technicians state-wide. The ATTP consists
of six separate courses:
1) Fundamental Engine Electronics Training
2) Systems Training in Engine Performance
3) Computerized Automotive Performance Systems
4) Fuel Injection Systems Training
5) Training in Anti-lock Braking Systems
6) Systems Training in Air Conditioning
The first four courses are core courses which must be taken in
order to become a recognized New York STAT Approved Automotive
Technician. For more information contact EPA Region 2,
Implementation Section, 212-264-2517.
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5.5.1.3 State of Florida
After a year of study by the Florida Department of
Environmental Regulation (FDER) and the American Lung Association
of Florida (ALAF) , the state of Florida has developed a new 60-hour
automotive service technician education program entitled
"Automotive Skills Enhancement Repair Training" or "ASERT". An
advisory panel made up of representatives from the FDER, ALAF, the
Department of Education, the Department of Highway Safety and Motor
Vehicles, the Florida Energy Office, and the Department of Consumer
Affairs as well as others from environmental and industry groups
was formed. It was decided to model the program, with some changes
and enhancements, on the New York Department of Motor Vehicles'
ATTP program. ASERT will be offered as a complete, user-friendly,
ready to operate program to schools approved by the Department of
Education. For more information contact EPA Region 4, Mobile
Source Team, 404-347-2864.
5.5.1.4 State of Washington
The State of Washington, as part of its I/M program, has
adopted an Emission Specialist Certification. To become a
certified emission specialist, an individual shall pass a course of
study that has been approved by the Washington Department of
Ecology (DOE). This course must include motor vehicle maintenance,
engine and exhaust analysis equipment usage, and emission control
system repair and maintenance. The certified specialist must also
agree in writing to the following section on maintenance of his/her
certification.
To maintain certification the technician must: 1)
successfully complete a DOE course on emission repair within the
second year after the date of certification, and each second year
thereafter, 2) sign for all repairs and adjustments, 3) record
emission readings after work is completed, 4) not tamper with
emission controls or manufacturer's specifications, 5) not obtain
or attempt to obtain a waiver by providing false information, and
6) not aid or abet any individual in committing violations of the
program.
The Emission Specialist Certification also provides a system
and conditions under which a certification can be temporarily
revoked. The certification can be permanently revoked for
continued willful violation of the certification maintenance
conditions described above. An appeal process is also provided.
For more information, contact EPA Region 10, Air Programs
Development Section, 206-553-4198.
5.5.1.5 Commonwealth of Massachusetts
The Commonwealth of Massachusetts established the Special
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Commission on Vehicle Inspection and Maintenance to investigate
alternative vehicle inspection and maintenance education program
designs that would satisfy the requirements of the Clean Air Act
Amendments of 1990. As a result of the commission's work,
legislation was written. The proposed legislation to enhance the
I/M program includes a requirement for the formal education and
certification for both inspectors and repair technicians. No
specific details are available at this time. For more information
contact EPA Region 1, Technical Assistance Section, 617-565-3224.
5.5.1.6 State of Wisconsin Pilot IM240 Demo Lane/Technician
Education Project
The Wisconsin Department of Transportation, funded in part by
a grant from the Department of Transportation's Congestion
Management and Air Quality Improvement Program (CMAQ), is
establishing a model IM240 project. The project sets up a pilot
IM240 test lane within a current I/M program facility in southeast
Wisconsin. Performance monitoring aspects of this project are
discussed in Section 4.3.1.5. The goal of the pilot lane is for
the repair technician to identify the causes of the emission test
failures and to correctly repair failing vehicles. Seminars will
be developed from the information learned through these repairs to
educate vocational school instructors and enable them to modify
current curriculum to include: IM240 testing procedures,
interpretation of inspection results, and diagnostic and repair
strategies. Selected vehicles from the pilot test lane will be
referred to local vocational schools and will provide student
technicians with practical diagnostic and repair application. For
further information, contact EPA Region 5, Air Planning Section at
312-886-6043.
5.5.1.7 Racine, Wisconsin's Transportation Youth Apprenticeship
Program
The Racine Unified School District in Wisconsin is developing
a Transportation Youth Apprenticeship Program whose primary goal is
to assist targeted youth to prepare for employment as educated
automotive service professionals. The program is consistent with
the certification criteria established by ASE and NATEF. A
secondary goal of the program is to assist those that complete the
program to attain a certificate of achievement from the Wisconsin
Department of Industry, Labor, and Human Relations attesting to
their academic and occupational proficiency attained in the
program. This program will be used as a model program for other
Wisconsin automotive technology education institutions. For more
information, contact the Racine Unified School District, 414-631-
7090.
5.5.1.8 New Jersey Mechanic's Education Association (MEA)
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The New Jersey Mechanic's Education Association (MEA) was
created by auto technicians interested in solving their own
problems by pooling their talents and resources. MEA hired
instructors, built classrooms, bought and equipped an on-site
training van, and also purchased other diagnostic equipment. MEA
operates daily phone, fax, and on-site, on-the-job education as
well as apprentice and journeyman evening hands-on diagnostic
troubleshooting classes at central locations. Several courses each
week are focused on the apprentice technicians and several new and
advanced classes each month are offered to the journeyman
technicians. MEA supplies through the MEA membership over 40 hours
of class time and over 200 hours of hotline time each month. The
MEA organization is also very active in representing the auto
technicians' interests to consumers and government agencies. For
more information, contact:
Mechanic's Education Association
1805 Springfield Avenue
Maplewood, New Jersey 07040
201-763-0086
5.6 Guidelines to Consider when Selecting or Developing a Model
Education Program for In-Service Technicians
The development of a model education program requires
planning, advance preparation, and a commitment backed by the
needed resources. There must also be an effective means of
assuring that education for in-service technicians is adequate to
meet the demands increased by the new I/M programs. The general
and specific subject criteria in Sections 5.3.1 and 5.3.2 of this
guidance must be covered to have an effective education program.
The course(s) offered should be focused on getting the crucial
information and skills to the technicians and then measuring the
changes on their abilities and performance. The effectiveness of
education should not be viewed as strictly the number of hours that
it would take to complete the course(s). It has been generally
found that there is no direct correlation between how many hours of
education a technician receives and his/her ability to perform
competent repairs.
It is important that any education program provide for
adequate pre-testing of the participants. The pre-test should be
comprehensive enough so that it successfully accomplishes an
adequate pre-qualifications screen of the class. If this is not
done, the less experienced or entry level technicians will slow the
class down which will limit the amount of information presented and
increase a skilled technician's frustration.
It is recommended that the education provided take a proactive
approach rather than a reactive approach. This means that the
development of the programs and the education of in-service
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technicians should take place before the increased demand for
satisfactory repairs becomes a reality with the new I/M programs.
If the public is not able to obtain adequate repairs due to
insufficient education, it may undermine the entire program's
effectiveness.
Further, it is desirable that the subject matter is provided
in a self-contained course. If the subject matter is taught in
several related courses or a series of courses, the state should
make sure that the required subject matter is not dispersed over so
many courses that the context of the subject matter is lost, or
that the technicians are required to attend so many courses that it
becomes a significant burden.
Listed below are guidelines state agencies can consider for
the selection or development of a technician education program.
This list is not meant to encompass all the criteria necessary to
consider in choosing or developing education. Individual states
may have specific needs not mentioned here. In preparing these
guidelines, EPA reviewed its own internal correspondence, the
guidelines from the Coalition for Safer, Cleaner Vehicles' (CSCV),
Education/Training Advisory Board, several draft documents on the
training and education of Smog Technicians from the State of
California, and various other position papers. Some of these
guidelines were incorporated where appropriate.
• The education program should be compatible with the existing
in-service educational systems, e.g., public school programs,
existing post-secondary facilities, community college
programs.
• The in-service education program should reflect, at a minimum,
the information required to pass the ASE A8, Engine
Performance Test, and the new LI Test.
• Education should be accessible to the technicians with respect
to money and time. If it is too expensive and is taught at
times and locations that are not convenient to the working
technician, the education programs will not provide the
results desired by the states.
• In-service technicians may have to be motivated to participate
in the new education program. An ideal situation to motivate
in-service technicians would be for the repair facility to
allow its technicians to be educated during the day (working
hours) and, upon successful completion of the course and/or
the appropriate ASE tests, reimburse the technicians
completely or in part for their tuition costs and tests fees.
Allowing for the technician to be educated during the day
eliminates the fatigue most technicians experience with the
typical evening course. This provides a group of qualified
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technicians that are prepared, mentally and physically for
diagnostic education.
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The courses should be taught by fully qualified and certified
instructors in accordance with all state and local
requirements. Instructors for advanced level courses should
have ASE LI certification. ASE certification of instructors
and NATEF certification of facilities is strongly encouraged.
The facility should be capable of monitoring its quality of
instruction and provide for updates and expansion in order to
remain current. NATEF certification and the five year re-
certification process would assist in this area.
The in-service education program should be supported by the
tools, equipment, and other support materials that are or
could be available in the local repair industry and should
also be of such quality as to meet the objectives of the ASE
A8 and LI Tests.
The course curriculum should be a combination of lecture/book
work, visual aids, and hands-on training to assure proficiency
of the basic and fundamental theories related to emission
diagnosis and repair.
Two additional types of education can be considered when
trying to fulfill the requirement of the I/M rule. One type,
the feasibility of which is presently being studied by the
California BAR, is that of satellite education. This would
allow for many education facilities and independent repair
facilities to tie together into one central education facility
so many technicians could be trained simultaneously. This
would reduce costs because instructors would not have to
travel to many centers and the sites would have all the
written materials and equipment they need for the class.
A second type is computer based, interactive education. The
computer software could present any component or system and
allow the user to interact with the computer to accomplish the
objectives of the software. The initial cost of developing
and updating as needed these programs is expensive but the
cost of mass producing and distributing the programs could be
very affordable to repair facilities and/or technicians. This
type of program would allow for the incorporation of new
techniques and/or equipment, and it could be used at home or
after hours. Furthermore, simulations allow for the user to
repeat a particular sequence until a skill is learned, thus
progressing at his/her own speed. A post-training test could
also be included.
The education program should provide for pre- and post-testing
of the participants. The pre-test should be comprehensive
enough so that it successfully accomplishes an adequate pre-
115
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qualifications screen of the class. If this is not done, the
less experienced or entry level technicians will slow the
class down which will limit the amount of information
presented and increase a skilled technician's frustration.
• Adequate post-testing should not only indicate that the course
material has been covered but how well the technician can
utilize what was learned. Most certification exams have been
the traditional multiple choice test. It is recommended that
the post-testing of in-service technicians include not only
direct testing of the basic knowledge but also include a test
of manipulative skills, and the testing of their knowledge of
knowing where to find and then apply the service information.
• The education program may want to consider allowing the option
for the well skilled technician to skip the program and take
the required competency/licensing exam directly. In the areas
that require enhanced I/M, this option may be more useful
after the IM240 program has been in place for a period of
time, allowing technicians to become familiar with it.
• The state oversight agency, as part of its performance
monitoring program required in enhanced I/M areas, could
provide feedback to the repair and education facilities on the
progress of its education program graduates. This could be
done to assist in monitoring program effectiveness and
recommend improvements. The state oversight agency could also
be the central database to record the completion of the
education programs by the technicians and their passage of the
state competency/licensing exams or the passage of the
appropriate ASE test.
• In the enhanced I/M areas, it may be helpful to the consumer,
at least during the I/M start-up period, that the performance
summaries provided to the public include information on
whether technicians are certified by ASE or not, and whether
they have passed ASE Test A6, Test A8, and the LI Test.
5.7 Possible Resources Available for Developing an Education
Program
5.7.1 Congestion Mitigation and Air Quality Improvement Program
(CMAQ) - Department of Transportation
The Federal transportation/highway funding bill, otherwise
known as the Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA), contains a special program called the Congestion
Mitigation and Air Quality Improvement Program (CMAQ). The
program, which is authorized at $6 billion over the life of the
highway bill (6 years), allocates money to the states based on a
formula which takes into account the number of people in
116
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nonattainment areas and the severity of the pollution problem.
States may spend CMAQ money on transportation projects which
contribute to emission reductions. The Department of
Transportation (DOT) has declared capital expenditures for I/M, in
particular technician education development or high-tech diagnostic
center capital costs, as eligible for CMAQ funds. Interested local
officials should contact the local metropolitan planning
organization or the State DOT who then will contact the Federal
DOT.
5.7.2 Coalition for Safer, Cleaner Vehicles (CSCV)
The CSCV, discussed in more detail in Appendix 7, has
conducted its train-the-trainer program in several states. CSCV
has also hosted a series of regional workshops aimed at assisting
states in implementing enhanced vehicle inspection and maintenance
programs. CSCV also is involved in locating sources of funding
that states and/or local agencies may be able to access. Further
information can be obtained from Gary Huggins of CSCV at 202-543-
4499 or by contacting CSCV at the address below:
Coalition for Safer, Cleaner Vehicles
321 D Street NE
Washington, D.C. 20002
202-543-4575
5.7.3 Other EPA Grants
EPA has awarded several grants to state agencies to support
education and diagnostic work. The Delaware Department of Natural
Resources was awarded $14,000 to support a train the trainers
workshop for Delaware and the surrounding states. The Colorado
Department of Health was awarded $35,000 to support train the
trainers workshops for Colorado and the surrounding states, as well
as other technician education activities. The New York Department
of Environmental Conservation was awarded $57,000 to support
development of diagnostic information from transient testing data.
5.7.4 Other Possible Sources
Several other education programs exist that may assist a state
in developing, upgrading, or accessing a technician education
program. These programs, discussed briefly below are:
Job Training and Partnership Act - The JTPA is funded by
a Department of Labor grant which makes job education
opportunities available to the returning student or
displaced worker. Materials could be created that would
utilize this existing program to encourage these adults
to consider the automotive technician field.
117
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School-to-Work Program - The School-to-Work Program is a
program operated jointly by the Departments of Education
and Labor. This program is similar to an apprenticeship
program where the student works and attends classes in
order to train for a specific field.
National Advanced Technician Training Act - This was
introduced in the Senate as Senate Bill S1146 and is
designed to be administered by the National Science
Foundation (NSF). The goal is to establish a national
advanced technician education program utilizing the
resources of the nation's two-year associate degree
granting colleges to expand the pool of skilled
technicians in strategic advanced technology fields.
This program will be administered through a grants
programs that will establish national centers of
scientific and technical education, and also utilize
partnership and outreach grants.
American Automobile Association - The American Automobile
Association (AAA) has established a program that includes
a fleet of vehicles with each vehicle containing the
diagnostic equipment necessary to educate technicians in
the diagnostic techniques necessary for the new I/M
programs. Arrangements can be made with AAA to come to
the individual sites to conduct one week training
courses.
5.8 Issues to be Resolved
5.8.1 Information Availability Rule and SAE J2008
The Clean Air Act, Section 202(m)(5), as amended in 1990 by
Section 207(m)(5), requires the manufacturers to provide promptly
to any person engaged in the repairing or servicing of motor
vehicles or motor vehicle engines any and all information needed to
make use of the emission control diagnostic system and such other
information, including instructions for making emission related
diagnosis and repairs. Moreover, EPA's February 19, 1993 rule on
onboard diagnostics (Federal Register 58(32):9468-9488) requires
manufacturers to make emission-related repair and service
information (including recall information) available to all
independent technicians and services. A major issue being resolved
is what information will be available and at what cost. Final
rules on service information availability are not yet available,
but will be contained in a future EPA rulemaking. Beginning in
1996, the repair and service information availability requirement
of the onboard diagnostic rule would have to be provided in a
standardized electronic format currently being developed by the
118
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Society of Automotive Engineers (SAE) under SAE J2008.13
5.8.2 Equipment Shortages
Many high schools and college automotive programs are finding
it difficult to purchase readily available commercial equipment
necessary to teach their students. This situation is due to
dwindling budgets and decreases in Federal and state grant funding.
The equipment is needed to develop entry level skills, as well as
teaching emissions oriented tests and repairs and new technologies.
The Education Equipment Subcommittee of the Coordinating Council
for Automotive Repair (CCAR) has been formed for the purpose of
identifying school equipment needs, locating equipment and funding
sources, and distributing equipment in a equitable manner. For
further information, contact Jessica Levy of Monroe Community
College, Rochester, NY, 716-325-1242.
5.8.3 Retest Failures
The repairs needed to pass the transient test may require
greater diagnostic proficiency on the part of technicians than what
is generally needed in response to a steady-state test failure.
Furthermore, some repair facilities may return a vehicle without
performing tests which would give them reasonable assurance the
vehicle will pass IM240. There is a risk that if the repair
industry as a whole is unprepared or not able to respond adequately
and in a timely manner to the challenge, motorists will be put in
the awkward position of failing the retest at higher than necessary
rates, requiring yet another trip to the repair facility and then
to retest.
A variety of strategies have been suggested as ways of dealing
with retest failures. First and foremost is educating the repair
industry. This can be done through technician certification
programs, providing adequate training of independent technicians,
and the establishment of technician outreach programs that provide
a rapid source of technical assistance (hotlines) as well as
routine informational programs (e.g., newsletters, workshops) .
Another effective feature of some existing I/M programs, and
a requirement of EPA's I/M rule, is the performance monitoring
requirement discussed in the previous section. The development of
onboard diagnostic systems (OBD) and the improved distribution of
emission-related repair information by the manufacturers, as
required as part of the OBD regulations, should greatly enhance a
technician's ability to make the most effective repairs at the
least cost to the consumer. The use of RG240 equipment (Section
13
SAE J2008: Recommended Organization of Vehicle Service Information,
draft version, July 1993.
119
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1.5.3) will also enhance the technician's ability to make effective
IM240 repairs by providing him with instantaneous feedback in his
own shop on his repair efforts so that he can be reasonably
confident the vehicle will pass IM240 on retest. A recent SAE
paper described the RG240 system.14 This paper is provided in
Appendix 1. RG240 equipment is becoming commercially available.
5.9 Other Organizations and Efforts Addressing Maintenance Issues
5.9.1 Vehicle Maintenance Initiative (VMI)
One of the steps that EPA has taken in addressing problems in
the repair industry has been the development of the Vehicle
Maintenance Initiative (VMI). VMI is a cooperative effort between
the repair industry, the education industry, the testing and
certification industry, equipment suppliers, state I/M programs,
and EPA to address a whole host of issues related to vehicle
repair. Over 200 representatives from these industries first met
in August of 1992 and developed specific plans to improve service
technician education. Two of these plans are the development of a
new ASE technician's certification test for emission-related
problems (discussed in Section 4.1.2) and the EPA/NATEF grant which
is used to certify education programs (discussed in Section 4.3.2) .
The participants also agreed to form an industry steering committee
aimed at assuring consumer benefits from improvements in the
standards and quality of automotive service.
One outgrowth of the VMI has been the issuance of a quarterly
VMI newsletter which details the new initiatives and updates the
progress on those initiatives already begun. To inquire about the
VMI newsletter contact:
Casey Caccavari
U.S. Environmental Protection Agency
Office of Mobile Sources (6406J)
401 M Street
Washington, B.C. 20460
(202)233-9302
FAX: 202-233-9556
5.9.2 Automotive Service Association (ASA)
The Automotive Service Association is a trade association
representing all segments of the independent automotive repair
industry. ASA lists over 11,000 member businesses and 50,000
service technicians among their active members. ASA members also
subscribe to a code of ethics. ASA has been involved for many
Mickelson, Jan B. and William B. Clemmens. IM240 Repair Verification:
An Inexpensive Dynamometer Method. SAE Paper No. 940431.
120
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years in education, licensing, and certification issues and ASA
also assists its members through management and technical education
programs. ASA is a founding member of the Coalition for Safer,
Cleaner Vehicles (CSCV) . For more information on ASA and its
programs, contact ASA at:
Automotive Service Association (ASA)
1901 Airport Freeway, Suite 100
P.O. Box 929
Bedford, TX 76021-0929
817-283-6205
FAX: 817-685-0225
5.9.3 Coordinating Committee for Automotive Repair (CCAR)
In January 1993 a broad-based coalition of organizations
involved in the service and repair of motor vehicles announced the
formation of the Coordinating Council for Automotive Repair (CCAR).
The purpose of this group is to more effectively coordinate and
enhance, on a national basis the efforts of existing educational,
manufacturing, service/repair and governmental organizations to
identify, recruit, educate, equip, and retain competent personnel
for the vehicle service/repair industry.
For further information, please contact:
Coordinating Council for Automotive Repair
The Country Club Plaza
4717 Central
Kansas City, MO 64112
816-561-8388
FAX: 816-561-8087
121
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APPENDICES
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APPENDIX 1
IM240 Repair Verification: An
Inexpensive Dynamometer Method
-------
SAE TECHNICAL
PAPER SERIES
940431
IM240 Repair Verification:
An Inexpensive Dynamometer Method
Jan B. Mlckelsen and William B. Clemmens
U.S. Environmental Protection Agency
1 Tim Engineering Society
' For AdvanclngHotUltr
iLtnd See Air end Sp*cem
INTERNATIONAL
International Congress & Exposition
Detroit, Michigan
February 28-March 3,1994
400 CofTimonwMttriDftv«,WarT»mlal«, PA 15096-0001 U.S-A. Ttl: (412)778-4841 Fax:(412)776-5760
-------
940431
IM240 Repair Verification:
An Inexpensive Dynamometer Method
Jan B. Mickelsen and William B. Clemmens
U.S. Environmental Protection Agency
ABSTRACT
An inexpensive system was designed
chat would allow repair shops to
verify the adequacy of repairs made
to cars that had previously failed
the new high-tech I/M test (IM240) .
Before and after repair tests on a
limited number of vehicles were
performed with both official IM240
and prototype repair grade (RG240)
equipment systems. Analyses were
performed to determine if the RG240
system concept is capable of
determining if the repairs performed
resulted in adequate emissions
reductions to assure a passing IM240
retest. This study focuses on
development of a prototype R6240
system consisting of a 100 SCFM CVS,
a dynamometer with an eddy current
power absorber and non-adjustable
2000 pound ine/rtia flywheel, and a
BAR 90 emissions analyzer with an
additional nitric oxide analyzer.
IMTRODOCTIOM
In November 1992, EPA promulgated
regulations (!}* requiring enhanced
I/M programs in many areas of the
country, including all serious and
above ozone areas. These programs
will require I/M testing and repair
to be separate. Accordingly/ the
ability of the automobile
service/repair sector to verify that
effective repairs have been made
prior to returning the vehicle to
the test center for retesting is
important to achieve a smooth
running program and to garner public
acceptance.
Because the official IM240
transient emissions test is
performed with specialized testing
equipment, diagnosing failed
vehicles and verifying that
subsequent repairs were sufficient
to adequately reduce emissions to
passing levels may be considerably
easier with similar specialized
equipment. In response to this, the
EPA conducted a preliminary study of
a relatively low cost IM240 repair
verification equipment system. This
repair verification (or repair
grade) equipment system is termed
the R6240 in order to avoid
confusion with the more thorough
official IM240 test equipment.
The IM240 is a transient emissions
test which measures hydrocarbons
(HC), carbon monoxide (CO), carbon
dioxide (C02)* and oxides of
nitrogen (NOx) . The test was
Numbers in brackets denote
listed at the end of the paper.
references
-------
developed from the Federal Test
Procedure (FTP) by the EPA in order
to improve the effectiveness of
Inspection and Maintenance (I/M)
tests on new technology vehicles
[2]. The driving schedule for the
IM240 is 239 seconds long (240 data
points.) and is derived from the
first two "hills" of the EPA Federal
Test Procedure (FTP) . UnliJce the
FTP, which contains a cold engine
start, the IM240 requires that the
engine be warmed up and running
before the driving schedule starts.
The RG240 was developed using the
same operating procedures and
equipment concepts as the IM240.
The RG240 uses the same driving
schedule as the IM240. It also uses
a dynamometer and measures mass
emissions. RG240 mass emissions are
calculated for each second and
summed to get a composite total
following the same procedure as the
IM240. Only composite emission
results are discussed in this paper.
Comparisons of RG240 and IM240
second by second emissions will be
addressed in a future paper.
Figure 1
[COMPUTER)
EXHAUST
SAMPLER
AND
ANALYZER
MERT1ARYWHEELS
IM240 EQUIPMENT AND CONFIGURATION
There are many •quipment
similarities between the two tests
in that the IM24Q is designed to
produce similar power loading as the
FTP (Figure 1) . Mass emissions are
also measured during the IM240,
instead of emissions concentrations
used by current idle and steady
state I/M tests. The IM240 mass
emission measurement uses a constant
volume sampling systea (CVS) like
the FTP, and a new generation of gas
analyzers which allow real time
exhaust analysis resulting in
emission values for each second of
the IM240.
Costs for the RG240 were reduced
by using a simpler dynamometer which
is adjustable for vehicle load, but
has a fixed 2000 pound inertia
weight. HC, CO, and C02 emissions
analyses are performed with a BAR
90* emissions gas analyser. For
this study, two nitric oxide (NO)
sensors which operated ia parallel
were used. The constant volume
* BAR refers to the California Bureau of
Automotive Repair. BAR 90 rofors to •
claas of Z/N analysora currently ia-us« in
•any teat-aad-ropair I/M proqn
-------
sampler was fabricated at the EPA's
National Vehicle and Fuels Emission
Lab and uses a critical flow venturi
rated at approximately 100 standard
cubic feet per minute (SCFM).
RG240 TEST SQDIPMENT
One of the main concerns during
the development of the RG240 concept
was to keep the "retail" cost of the
developed system as low as possible.
Accordingly, the RG240 is based on
equipment which already exists in
repair shops, or is substantially
less expensive than the
corresponding IM240 equipment.
XM240 dynamometer specifications
require coupled twin rolls and an
adjustable power absorber which can
be adjusted in 0.1 horsepower (Hp)
increments [2]. The simulation of
vehicle inertia may be achieved by
using flywheels which range from
2000 pounds to S500 pounds in
increments no larger than 500
pounds. In addition, IM240
dynamometers using mechanical
inertia are required to have an
independent method to verify that
the correct flywheels are actually
rotating during the test.
The RG240 dynamometer used in this
program also has twin rolls but, for
this initial study, they were not
coupled. Future EPA evaluation
programs will probably use coupled
rolls. The RG240 dynamometer used
only one permanently engaged 2000
pound flywheel. Ail eddy current
power absorber was uaed and was
adjustable in 0.1 Hp incrementa.
The use of a fixed 2000 pound
inertia weight on the RG240 will
underload heavier vehicles on the
acceleration portions of the driving
schedule in comparison to the IM240.
This should cause lower RG240
emissions, but because the RG240
determines a more qualitative change
from the before and after repair
tests, the effect should be
negligible. Future tests of the
RG240 concept may include the
'^'addition of simulated inertia
increasing the load of" - •-»
dynamometer's power absorber dur'~3
the acceleration portions of t;-.I
driving schedule.
In order to measure mass emissions
from vehicles during testing, it is
necessary to know both the volume of
exhaust air flow and emission
concentration. Both the IH240 and
RG240 equipment systems use a CVS
which performs two functions,
dilution of the exhaust with air,
and a surrogate measurement of the
vehicle exhaust flow through
measurement of an air diluted
exhaust mixture. Both emissions
tests also use an exhaust collection
tube which is much larger in
diameter than a vehicle's exhaust
pipe. The collection tube is
positioned around the vehicle's
exhaust pipe and draws additional
air used for dilution around the
exhaust pipe. The vehicle's exhaust
is diluted so that water
condensation and further reaction of
emissions will not occur. The air
flow in the CVS used for this study
was regulated by the use of a
critical flow venturi (CFV). The
CFV limits airflow by creating a
sonic shock wave in the throat of
the venturi. Once a CFV has been
calibrated, the air flow volume can
be determined by measuring the inlet
temperature and pressure at the
venturi. The diluted exhaust flow
is also sampled at the inlet to the
venturi and transported to the
emissions analyzer benches.
The recommended flowrate for an
IM240 CVS is approximately 700 SCFM
(without heated sample lines) while
the RG240 CVS flow was approximately
100 SCFM. The lower flow rate was
selected for the RG240 in order to
reduce equipment costs by using a
lower power CVS blower motor, and to
keep the emission concentrations in
the range of a BAR 90 type emissions
analyzer. The IM240 CVS uses a "L"
type probe to sample emissions from
the center of the flow stream.
Because the RG240 CVS design
-------
produces less cross-stream mixing of
che diluted exhaust, the RG240 probe
was redesigned to sample across the
entire flow stream. The redesigned
probe substantially improved
calibration of prototype units, and
reduced variability due to
incomplete cross mixing. All tests
reported used the redesigned probe.
IM240 emission analysis was
performed with three different types
of gas analyzers. A flame
ionization detector (FID) was used
for HC, while CO and C02 analysis
were each performed with a
nondispersive infrared (NDIR)
analyzer. Oxides of nitrogen (NOx,
which includes both NO and N02) was
measured using a chemiluminescense
type analyzer. In contrast, the
RG240 equipment in this study used a
BAR 90 type NDIR gas analyzer for
HC, CO, and C02 • Also, for these
development tests, NO measurements
were performed with two different
types of sensors, an electrochemical
and a repair grade
chemiluminescense. Both of these
sensors measure only NO. The gas
stream was divided and delivered to
the sensors, which were mounted in
parallel, so that each sensor would
receive an unaltered emissions
sample. Two different types of NO
sensors were used in this program
because no commercial RG240 NO
sensors were available. The
relatively new technology showed
promise for this type of
application. Production R6240
systems will have only one NO
sensor.
The RG240 equipment system
configuration in this conceptual
evaluation used two IBM 80386 PC
computers. One of the computers was
used to control the dynamometer, and
to display the RG240 driving
schedule (which is the same as the
IM240 driving schedule). The second
computer .was used as part of the BAR
90 gas analyzer system, which
recorded emission concentrations as
well as CVS inlet temperature and
pressure. These values were then
processed after the test to
calculate emissions on a mass basis.
Clearly, production RG240 systems
will combine these functions into a
single computer.
DESCRIPTION OF T1STING
This testing program was performed
by Automotive Testing Laboratories,
Inc. (ATL) under contract to EPA at
its Mesa, Arizona facility. A total
of 19 vehicles were tested in this
study, however, the new CVS probe
design was used only on the last
nine vehicles. These nine vehicles
were a subset of vehicles recruited
for on-going emission testing
programs (a table containing vehicle
information is contained in the
appendix at the end of this paper) .
As part of these larger testing
programs, repairs were also
performed on vehicles with emissions
exceeding 0.8 grams per mile (g/mi)
for HC, 15.0 g/mi for CO, and 2.0
g/mi for NOx. In some cases, an
RG240 and IM240 test were run after
major repairs even though additional
repairs were known to be needed to
pass the IM240.
In order to compare emission
results between the IM240 and the
RG240 equipment systems, the goal
was that every time a vehicle in the
RG240 test program was tested using
the IM240, it was tested in the same
operating condition using the RG240.
Because this was the first ever
attempt at RG240 testing, with
typical developmental issues, an
RG240 test was not always performed
for each IM240 test performed. In
particular, RG240 NO data was not
collected for the first few cars
because the NO analyxers were not
operational at that time.
Occasional failures of the BAR 90
bench caused other vehicle test
sequences to have incomplete before
and after RG240 data.
OAT* AJDUYSIS
In order to determine if the RG240
equipment system could determine
-------
that adequate emissions reductions
were achieved after repairs, it was
useful to evaluate any correlation
of the RG240 with the IM240. The
correlative plots, Figures 2, 3, and
5, were plotted using both the
before and after-repair data for HC,
CO, and NOx (NO) . Figure 4 is a
comparison of the two RG240 NO
sensors, which shows excellent
agreement and linearity between the
two different NO sensors. Because
of this excellent agreement, only
data from RG240 NO sensor number 1
will be used in this analysis, as
the characteristics will also apply
to RG240 NO sensor number 2. No
analysis was performed for C02
because it is not a regulated
emission.
Analysis of the RG240 versus IM240
data for HC (Figure 2) shows good
correlation, but poor agreement in
absolute magnitude of emissions
between the two equipment systems.
One area of concern is that the
RG240 only measures about a third of
the total hydrocarbon in comparison
to the IM240, based on the slope of
the equation for the linear fit
line.
The under-report ing of HC by the
RG240 is not surprising. Likely
Figure 2
RG240 HC Versus IM240 HC
Y« 0.100 + OJ7SX T**QM Ital?
causes are the subs-a^-a"
differences in rela- • W""-:
sensitivity in the NDIR used by -:-I
RG240 versus the more accurate ^'::
used in the IM240, which has "I
better response to the many
different hydrocarbon compounds
present in motor vehicle exhaust,
Also, the RG240 system may have a
substantially slower response time
than an IM240 system, and therefore
this could possibly flatten the
emission spikes.
A comparison in Figure 3 of
results for CO shows reasonably good
correlation of the RG240 to the
IM240. the slope of the line
indicates that the RG240 is
measuring about half of the CO in
relation to the IM240.
The differences between the RG240
and the IM240 in this case could
also be due to the different
response times of the RG240 and
IM240 CO gas analyzers. Because
instantaneous transient test
emissions change rapidly, an
analyzer with a slow response time
may not measure the entire quantity
of emissions present during a period
of rapid emission change.
Particularly when time correlating
emission quantities with distance
Figures
RG240 CO Versus IM240 CO
11 II II
IIB4I CO (I/mi)
II
-------
traveled on the driving cycle.
while both tests use NDIR analyzers,
the IM240 is a dedicated CO unit
(with an optimized cell length)
while the RG240 analyzer also
measures HC and C02 • Another cause
for lower RG240 CD values may be
under loading of the vehicle during
acceleration 'portions of the RG240
due to the lower inertia weight in
the RG240 dynamometer.
As discussed before, a comparison
between the two different RG240 NO
sensors (Figure 4) shows excellent
correlation between the two NO
sensors.
Figure 4
RG240 NO Sensor 1 Versus Sensor 2
Figures
RG240 NO Versus IM240 NOx
Y« 0.103+ 0.962X T*m039 Ital0
A comparison between RG240 NO and
IM240 NOx (Figure 5) shows good
correlation between the two. The
linear fit line equation shows that
the RG240 NO sensors are actually
measuring slightly more NO than is
measured by the more accurate IM240
NOx analyzer. This was a surprising
result. One explanation for the
high NO values recorded may be
analyzer interference on the RG240
analyzer. Both RG240 NO analyzers
follow the same trend of over
measuring the quantity of NO.
A concern with the NOx correlation
is that the inertia weight of the
test vehicles used in this test
Y a-0.151 +1.130X I* a 0.89 ftalO
1 2 3
IH240 NOl (g/Rii)
program did not cover the' range of
inertia weights expected in an I/M
program. In fact, almost all of the
vehicles tested, by happenstance,
had the same inertia weight of 3000
pounds. The testing of vehicles
with different Inertia weights to
fully develop the relationship
between the RG240 and the IM240 is
important because NOx is generated
under higher engine loads and its
formation is dependent on the amount
of inertia weight applied during a
teat. Future test programs will
need to cover a broader range of
vehicle inertia weights before the
agreement between the RG240 and the
IM240 in Figure 5 is considered to
be fully valid.
Also, bear in mind, that this is a
preliminary analysis of the RG240
with only nine vehicles tested.
Additional testing with a wider
variety of vehicles will likely
affect the correlation between the
IM240 and RG240.
AVtLTXVQ TO R0240
While the RG240 on this small data
sample does show an overall
acceptable correlation for repairs
with the IM240, the differing levels
6
-------
at which the RG240 measures the
emissions prevencs directly using
che RG240 results to predict whether
a vehicle will pass on the official
IM240 test when it returns to the
official testing station. To assist
repair shops in. determining whether
a repair was successful, a
preliminary approach was developed.
This involved creating a target
value for the after-repair RG240
test that was calculated based on
the percentage reduction needed from
the initial IM240, and an initial
RG240 test.
The following explains the
calculations and procedures used in
this preliminary approach to
determine whether a repaired vehicle
should be returned for a retest"at
the IM240 lane. Table 1 presents
the IM240 and RG240 HC results,
while Tables 2 and 3 present the CO
and NOx (NO for RG240) results,
respectively. Referring to Table 1,
vehicle 911 fails the initial IM240
with HC emissions of 1.02 g/mi.
Because the cutpoint is 0.8 g/mi, at
least a 21.57% reduction is required
for a passing score. The vehicle is
then tested using the RG240 where
the HC result was 0.36 g/mi. The
21.57% reduction is applied to this
score resulting in a maximum target
score of 0.28 g/mi for a RG240
retest. If after repairs were
performed, the RG240 retest result
Table 1
1M24Q and RC240 HC Results
Veh
Number
314
911
911
912
912
912
913
916
917
917
918
918
919
919
919
920
920
IM240
fen
Number
4934
4833
4957
4900
4939
4966
4890
512S
5122
5273
5117
5173
5141
5197
5258
5111
5111
Initial
IM240HC
(g/mi)
0.47
1.02
OJO
1.48
0.21
0.85
0.14
3 JO
1.36
Rcq % Reduction Initial Target [-After
For Pitting RG240HC RG240
IM240 Scorn* (g/mi) Soon RG240
(Max) (g/mi)
-70.21% X 0.17
2137% X 0.36
•60.00% X 0.46
45.95% X 083
-280.95% X 0-34
5.88% X O29
-471.43% X 046
7838% X 1.44
41.18% X O69
049
. 0.28
007
-------
was below 0.28 g/mi, and all other
RG240 'emission levels were below
their RG240 targets, then the
vehicle would be sent back for an
IM240 retest. In this case, the
vehicle was successfully repaired
and therefore passed the retest.
This example is also illustrated
graphically in Figure 6. Point
number 1 is the initial (before
repair) RG240/IM240 coordinate.
Point number 2 is the target
RG240/IM240 cutpoint coordinate.
The IM240 percentage reduction is
calculated based on the initial
IM240 and the IM240 emission
cutpoint. This percentage reduction
is then applied to the initial RG240
value to determine the target RG240
value. If the vehicle
below the target RG240
after repairs, then it
expected to be below
cutpoint.
UC-.3
had em
on the re::es-
would also be
the IM240
It is important to recognize, in
this preliminary approach, that the
target RG240 value is the maximum
score for the RG240 if the vehicle
is expected to pass the IM240
retest. Technicians should be
strongly encouraged to perform the
required repairs so that the RG240
retest is significantly below the
RG240 target value. This will
result in cleaner air, and should
provide additional assurance that a
retest failure would not occur.
Table 2
IM240 and RG240 CO Results
Veh IM240 Initial Req % Reduction Initial
Number Run IM240CO Fbr Passing RG240CO
Number (g/mi) IM240 Score (g/mi)
Target
RG240
Score
(Max)
[-After Repair-]
RG240 IM240
(g/mi) (g/mi)
314
911
911
912
912
912
913
916
917
917
91T
918
919
919
919
920
920
4934
4833
4957
4900
4939
4966
4890
5125
5122
5273
5117
5173
5141
5197
5258
5111
5111
23.50 36.17% X 16.40 - 10.47
7 SO -92.31% X 5.99 • 11.51
22.10 32.13% X 11.27 » 7.65
2640 4341% X 16JO • 9.19
3.80 -294.74% X 4.05 15.98
22JO 33.92% X 748 5.07
3.10 -383.87% X 2.73 - 13.19
29.20 48.63% X 19.90 • 1O22
-27.12% X 11.14 » 14.16
Duplicate
OJO
4.08
5.93
1.10
3.60
5.40
131
1.23
1031
0.47
12.53
1.00
4.50
11.40
0.50
11 JO
8
-------
Another example of a vehicle which
failed its first RG240 retest and
would therefore have been returned
for additional repairs was vehicle
number 919. This vehicle underwent
two repair sequences and two IM240
retests before it was completely
repaired. An examination of the
target RG240 test values for HC in
Table 1 and for NOx in Table 3 shows
that not all of the repairs were
completed, and additional repairs
were needed.
Applying the same procedure to the
CO values for vehicle 919 in Table 2
shows that the procedure indicated
that the vehicle should be returned
for additional repairs when the
vehicle actually passed the IM240
retest for CO. However, it still
failed the IM240 for HC and NOx on
the retest. For this vehicle, the
catalyst had been removed for the
first retest after it was determined
that the monolith catalyst was
broken into pieces and blocking the
exhaust, which resulted in high back
pressure causing too much EGR. The
increased EGR resulted in a misfire
which caused the high HC. A test
Figure 6
Retest Target Score Graph
0.4
0.36
4*
SIM
30.28
%T.
e
1 A ,
K
^^•H
28%
^MH
"~
MI^M
~*Pc
^^^^
"""
-r
••^n
lint T
\
28%
^•^•H
•»
0.2 0.4 0.6 O.I
IV240 HC (g/ml)
1.02
1 1.2
pipe had been installed in order to
determine the emission "levels of the
engine-out exhaust. A new
aftermarket catalyst was then
installed and the vehicle was
retested. This problem can be seen
by inspecting the NO results in
Table 3 for run number 5197. A
large increase in the NOx levels
occur when the testpipe was
Tables
ITU34O NO* and RC240 NO Result*
Veh IM240 Initial Req % Reduction Initial
Number Rut IM240NO ForPudng RG240NO
Nunter (g/mO IM240 Score (g/mi)
Target
RG240
SCOT*
(Max)
[-After Repair-)
RC240 IM240
(g/mi) (g/mi)
916
917
917
918
918
919
919
919
920
920
5123
5122
5273
5117
5173
5141
5197
5258
5111
5111
OJ5 -16647 X 1.22
2.13 6.10 X 2.11
121 9.50 X 2.48
1.83 -9.29 X 1.03
1.91 -4.71 X 113
110
1.98
110
1.13
110
Duplicate
0.9
0.7
432
042
0.98
0.68
3.59
0.72
1.96 1.91
-------
installed.
While this example illustrates a
situation where the vehicle would
have passed the IM240 for CO, the
RG240 identified that the vehicle
was not correctly Tepaired and would
not pass IM240 HC or NOx based on
the results of the RG240. Part of
the lack of specific differentiation
in the calculation approach (i.e.,
procedure indicated that more CO
repairs were needed for vehicle 919
when they were not) is possibly due
to the preliminary nature of this
calculation approach. However, the
lack of precise differentiation is
not inconsistent with the idea that
the RG240 is a qualitative approach
and not a quantitative one.
Furthermore, an examination of the
next IM240 retest shows that large
additional decreases in emissions
were available. Once again
emphasizing the guidance chat one
should repair vehicles to as low a
value on the RG240 as feasible.
Another repair situation which is
addressed in the tables is
determining how much emissions can
increase. When performing improper
or incomplete repairs on a transient
test, it is not uncommon for NOx
emissions to increase and CO
emissions to decrease, or vice
versa. This is especially true when
the repair affects the air/fuel
ratio of the vehicle. Carbon
monoxide is formed when the air/fuel
ratio is rich while NOx is formed
under lean combustion conditions.
Thus, if a vehicle fails for high CO
due to a rich air/fuel ratio, it
will probably also have very low
NOx. After repairs are performed,
an increase in NOx could occur if
incomplete repairs are made.
In the case where the vehicle had
a passing value on the initial
IM240, the percent reduction
calculated could be a negative value
indicating that emissions could
increase to the higher calculated
target value. As long as all the
emissions were below the target
RG240 values after repairs, suc-
increases would be acceptable.
However, given the preliminary
nature of this concept, it bears
reiterating that mechanics would be
advised to use extreme caution in
situations where the initial IM240
and RG240 values are very small and
a very high percentage increase in
RG240 emissions is computed by this
method. in such a case, the
mechanic would be well advised to
limit any increases in emissions to
the minimum increases feasible.
In this preliminary method, the
RG240 NO target score is capped at
2.1 g/mi due to the better overall
agreement with the IM240 values.
The 2.1 g/mi value was obtained by
the using IM240 NOx cutpoint (2.0
g/mi) in the linear fit equation of
Figure 5.
COMCLUSZOVS
The purpose of this test program was
to determine if the RG240 concept
could determine whether adequate
emissions reductions had been
achieved following repairs so that a
vehicle would have a high assurance
of passing an IM240 retest. This
was a concept demonstration program,
and a relatively small amount of
data were collected; therefore, the
results and conclusions may change
with additional testing. However,
the overall results were
encouraging, and the initial
expectations were met. Additional
testing of the RG240 equipment
systems is scheduled. Specific
conclusions and observations from
this test program are as follows.
1. An RG240 system was built which
demonstrated an acceptable
correlation with the IM240 emissions
test for repair verification.
2. A preliminary method has been
designed and demonstrated which
allows the R6240 system to be used
to determine if repairs have
adequately reduced emissions from
IM240 failing vehicles.
10
-------
3. Due to compromises in the RG240
system design, the RG240 cannot
determine the actual IM240 mass
emissions of a vehicle.
4. Because of the qualitative
nature of the RG240 emission levels,
technicians using the RG240 should
be encouraged to repair vehicles as
low as feasible below the RG240
target score.
Additional studies of the RG240
program are scheduled. One of the
primary focuses of these additional
studies will be to teat more
vehicles in order to validate the
results described in this paper.
Emphasis will also be placed on
evaluating the effect of RG240
enhancements such as inertia
simulation using the dynamometer's
power absorber, and evaluating the
effect of different inertia weight
vehicles. Mass emissions for HC,
CO, and NOx at each second of the
test will also be compared between
the RG240 and IM240.
ACKHOWL1DG1MIHTS
Recognition is given to Mr. Dennis
McClement and the staff at
Automotive Testing Laboratories',
Inc. Mesa, Arizona facility for
their excellent work and insightful
suggestions during the development
of this program. A special thanks
is given to Mr. Lennie Kocher for
his help in fabricating the RG240
CVS at EPA's National Vehicle and
Fuels Emissions Laboratory.
R1HR1NCK3
1. "Inspection/Maintenance Program
Requirements*, Federal Register, Vol
57 No. 215, 52950-53014, November 5,
1992.
2. Pidgeon, W., and Dobie, N.
"ZM240 Transient I/M Dynamometer
Driving Schedule and the Composite
I/M Test Procedure",, Report No. EPA-
AA-TSS-I/M-91-01, January, 1991.
3. "High-Tech I/M Test = -
Emissions standards, Quail;
Requirements,
Specifications",
Guidance, Report
93-1, July, 1993.
and
Revised
No. EPA-AA
scedure«
7 Contrc:
^echnica 1
-E?SD-:M-
11
-------
APPEITDIX
Vehicle Description Table
Vehicle
Number.
314
911
912
913
916
917
918
919
920
Inertia
Weight
2500
3000
3000
3000
3000
3000
3000
3000
3000
Year
89
85
84
83
88
88
86
84
83
Mileage
69,006
77,724
127,388
72,640
83,720
69,158
8^547
126,750
166,321
Make
Honda
Buick
Oldsmobik
Oldsmobile
Chevrolet
Honda
Toyota
Buick
Nissan
Model
CRX
Century
Firenzi
Firerua
Corsica
Prelude
Celica
Skylark
Maxima
Engine
Disp.
UL
2JL
1JL
UL
2.0L
2.0L
2.0L
2.0L
2JL
Fuel
System
pn
TBl
TBl
TBl
Til
pn
PH
TBt
PFI
Trans
5spd
Auto
Auto
Auto
Auto
Auto
Auto
4spd
Auto
12
-------
APPENDIX 2
Sample I/M Newsletters
-------
Department of Consumer Affairs, Bureau of Automotive Repair
Winter 1991
Bills Recently
Chaptered Into Law
Several biils thai affect you
and BAR were chaptered into
law in 1990. and became ef-
t'ective 1/1/91. A summary of each
bill is listed below:
AB 2040, Chapter 1403 - BP 9882.14
Reinstates BAR's participation in the
Ignition Interlock program for driving
offenses.
This program requires BAR to coop-
erate with the Office of Traffic Safety in
adopting standards for the installation of
the devices: requires BAR to designate
and register stations that install devices:
requires manufacturers to comply with
installation standards: and allows BAR
to charge manufacturers a fee to recover
BAR's costs.
AB 3242, Chapter 1207
Adds automobile burglar alarms to
the list of allowable installations with-
out the BAR registration requirement,
and places installation and repair of
these alarms under Bureau of Electronic
and Appliance Repair.
SB 2330, Chapter 14S3
Requires the Air Resources Board to
consult with BAR to adopt regulations
which require owners and operators of
heavy-duty diesel vehicles to perform
regular inspections of vehicles for ex-
cessive emissions of smoke.
For more information about these
bills, contact Kathy Runkle at (916)
855-7128.
Special Considerations For ARDs
Serving in Desert Storm Outlined
inside RR
•;';-~ •• •J^-^.r.*' *»£. .•'^Tri"** .
Alternative F»d Fliit. page -3 * ..
NtwBAX Field Office* open, page 3
Save Fuel, Check Tires, page's
Auto repair dealers and me-
chanics/technicians on ac-
tive duty in the Persian Gulf
war may be able to reinstate their
registrations or iicenses without ex-
amination or penalty under certain
conditions.
Section 114.5 of the Business and
Professions Code defines and out-
lines the procedures to be followed
during wartime, according to
Michael A. Kelley. director of the
California Department of Consumer
Affairs.
Under the law, the conditions to
reinstate include the following:
• registration or iicente must be
valid at the time he/she entered
the armed services;
* application for reinstatement
must be made while the indi-
vidual is serving in the armed ser-
vices, or no later than one year
from the date of discharge from
active service or return to inactive
military status:
* application is accompanied by m
affidavit showing the date of en-
trance into the service, current
status or date of discharge, and
the renewal fee for the renewal
period in which the application is
filed.
The law further allows that if an
application for reinstatement is filed
more than one year after discharge
or return to inactive status, BAR
may require the technician to pass
an examination.
However, technicians who prac-
tice their profession in California ei-
ther pan- or full-time while on ac-
tive duty military status are required
to maintain their licenses in good
standing.
Licensees who receive treatment
or are hospitalized in any veterans'
facility, and are prevented from
practicing their profession or voca-
tion as a result, are excluded from
the one-year period.
Bakersfield Auto Shop Business Suspended
A Kern County automotive
repair shop recently had its
doors closed for 45 days in
a crackdown by the Bureau of Auto-
motive Repair (BAR).
D & G Automotive, located at 3909
Hughes Lane in Bakersfield. was pro-
hibited from making repairs during the
45-day suspension because of viola-
tions of the Automotive Repair Act
that included charging for parts that
were not installed on vehicles on at
least three different occasions.
The shop's owner. Douglas Mai-
lory, was placed on five years' pro-
bation providing he obeys ail laws
and regulations. During the proba-
tion all replaced pans must be
tagged and kept for inspection by
BAR.
According to BAR officials, the
investigation was launched after
consumers said that the shop
charged them for repairs not made
and failed to provide estimates be-
fore work was performed.
-------
Ki I'\IK Ki re IK 11 k
BAR Pledges Support For More
Industry Training Opportunities
More training in the auto-
motive field was the
topic BAR Chief John P.
Waraas addressed when the Automo-
tive Service Council IASO con-
vened last October in San Diego to
celebrate its 50th anniversary.
Since the convention focused on
trends to prepare members for
tomorrow's marketplace. Waraas
pledged BAR's support to develop
training programs leading to profes-
sional certification and national stan-
dards of competence.
"Several organizations, including
ASC. the Society of Automotive En-
gineers, the Environmental Protec-
tion Agency, and BAR are working
together to develop a comprehensive
program that would increase the
level of technician training and pro-
vide the expertise necessary to deal
with today's high-tech cars," Waraas
said. v
In his comments, Waraas also
thanked ASC members for their sup-
port of BAR, particularly at last
September's Clean Air Fairs, where
members across California spent Sat-
urdays providing informational emis-
sion tests for the public.
Waraas said the Smog Check pro-
gram is now fully implemented.
which was required by Senate Bill
1997. "BAR has established offices
throughout the state in those areas
that have not attained EPA standards
for clean air. and we are well on our
way to meeting our target of a 25
percent reduction in emissions by
1994." he added. "I appreciate the
opportunity to meet with many of our
colleagues and shop owners who
have helped us greatly over the past
year."
The theme of the event was "Yes-
terday, Today, and Tomorrow."
"Yesterday" began for ASC in 1940
when a small group of Los Angeles
shop owners got together after work
to discuss issues that were to evolve
into a code of ethics for 1700 mem-
ber shops in California and 11,000
members nationwide today.
Two Firms Win BAR Public Awareness Bids
T
wo private public relations
firms recently won bids to
conduct public awareness
'a puotshed fwfc* a ywr oy tm (
Department of Co
of Automotive Repair. 1024O
Par*w*ySacrmmenlo,CA
36B-51QO • ^5& .»**••'
Edtor Kate UcQ&e ~
Burmu ol Autmottv» /fcp*r
John P. Wmua. CM*
Douglas Laut, Dtputy CNtf
KM* UoCUn, PUttfc mtemrnuon (Mar
programs on behalf of the Bureau of
Automotive Repair (BAR).
Edleman Public Relations World-
wide won the statewide contract with
a $1.7 million bid. and Johnson,
Smith, Hobbs and McNally, a Sacra-
mento advertising and public rela-
tions firm, will conduct public
awareness campaigns for BAR in
several northern California counties.
The counties—Butte, Glenn, por-
tions of San Bernardino and the re-
mainder of Yolo and Solano—
implemented the state's Smog Check
program on March 1,1991.
Hill and Knowlton, Inc., an inter-
national public relations firm, has
been conducting public awareness
programs for BAR since 1984.
Edelman's Los Angeles office will
handle the BAR account
cate feVfiom theTcunent S6 to
$7 after;Jan: M2$gjpr^
*TTh£fee for"me smogcertifi-
catelsTtill $6^n£ biD just"~
gives us theiaudforiry to raise it,"
says Gary Hunter, Chief, Field
Operations and Compliance Di-
vision. ^SoTar, we have not de-
tennined
_ •*»- ^-sseaPWM-'i1"-._ Tw^B
Pncea for smog certificate]
are sefby'B AR regula^ns aw "-
arechmg^pnlya^5raJpu6li£l .
healing.process is completed and
the OfBce of Ad
Law]
T\r»" .
.increase
does-occur, aD Smog Check sta-
tions win be notified in advance.
Ford Plans To Fix
462,100 Vehicles
Ford Motor Co. recently an-
nounced that it has recalled about
457,000 of its 1986-88 model
Aerostar minivans because of a po-
tential windshield wiper problem.
The company also said it was re-
calling 5,100 of its 1988-90 F-Super
Duty motorhome chassis to install a
new brake-linkage rod to the brake
pedal.
Ford said it was possible that the
linkage could break, causing a loss of
stopping ability. The company said
it knows of no accidents linked to the
problem.
The company is notifying all own-
ers and will repair the problems free
of charge.
-------
\\l\l I H IWI
Rll-AIR KlHOKIKK
Alternative Fuel Fleet Helps Keep California Air Clean
w
hile nations compete tor
a share or the earth's oil.
California is fighting to
control the pollution that comes from
it.
Cleaner-burning fuel is one solu-
tion for improving the state's air
quality, and manufacturers are ex-
perimenting with vehicles designed
to burn alternative fuels. The ques-
tion for manufacturers is. "Which
comes first—new fuels such as metn-
anol and ethanol. or the car that con-
sumes them?"
At the Bureau of Automotive Re-
pair (BAR), the flex-fuel car comes
first. BAR maintains a fleet of 28
such vehicles, the largest of its kind
in state government, said BAR Chief
John Waraas. who has directed the
use of alternative fuel cars by BAR
statewide.
"Since we're in the clean air busi-
ness, it makes sense to position our-
-elves on the leading edge of tech-
nology and set an example for
California's motorists." said Kenji
Okimoto. who monitors BAR's rlex-
fuel program.
Daily use of the still-rare vehicles
requires special care, as well as a
specially formulated engine oil to
keep their engines running smoothly.
Due to the corrosive nature of metha-
nol. special spark plugs and fuel fil-
ters are also required. Do-it-yourself-
ers are out of luck at oil-change time.
since these cars require special dealer
maintenance. When inspecting ve-
hicles manufactured to operate on
methanol or a mixture of methanol
and gasoline (flexible-fueled ve-
hicles), technicians should refer to
the underhood label to determine
which emission controls are required.
In most respects, however, they
operate the same as conventional cars
do. Smog check inspections for
New BAR Field Offices Open For Business
As more California counties
join the Smog Check pro-
gram, more BAR offices
have been added from Redding to
Rancno Mirage.
Offices opened recently in Merced,
Auburn, Rancho Mirage, Canoga
Park. San Luis Obispo, Modesto,
Santa Barbara, Monterey, El Toro.
Chico, Fairfield, and Apple Valley.
In addition to mediating consumer
complaints, BAR personnel offer a
variety of services to auto inspection
and repair dealers.
Since most field office representa-
tives worked in the automotive indus-
try before joining BAR, they are able
to provide technical help, as well as
interpret laws and regulations.
Automobile repair shops may pur-
chase lamp, brake, and smog certifi-
cates at the local offices, as well as
pay licensing, registration, and train-
ing fees. Inspection and repair manu-
als and other BAR publications are
also available, along with order
blanks for requesting large quantities
of publications from BAR's mail-
room at headquarters.
All BAR offices provide services
such as inspections for new lamp,
brake or smog shops both prior to li-
censing and afterward. Training for
Smog Check inspectors and testing
for Smog Check mechanics and lamp
and brake installers/adjusters is also
performed in field office facilities.
BAR staff periodically hold work-
shops for auto industry groups to dis-
cuss a variety of topics, including ex-
isting regulations and new develop-
ments in the Smog Check program.
Public information presentations for
local organizations may also be ar-
ranged by contacting local field of-
fices.
For more information about BAR
field offices, call toll-free 1-800-952-
5210.
methanol-powered vehicles. ;or ex-
ample, are the same as for sasoime-
powered vehicles.
Potential flex-fuel vehicle owners
fear that fuel will be scarce. Potential
fuel vendors fear that customers will
be scarce. Only 18 service stations in
California currently sell methanol.
but concern for the environment
should spur the eventual growth of
such stations.
To encourage such growth the
California Energy Commission pro-
motes and coordinates the flex-fuel
program statewide. A new handbook
on alternative fuels will soon be
available from the commission, and
workshops will be held throughout
California to familiarize fleet manag-
ers with the subject.
For more information about Cali-
fornia Energy Commission's Alter-
native Fuels Program, contact the
Transportation Technology Fuels Of-
fice at (916) 324-3527.
Required Regardless of
Smog Check Results ~ "
'
The $300 Department of Mo-
tor VehkkaJJ)jiy) Smog Im-
pact Fee is required for vehicles
• ^l"» • *»--~^"V- "-• t T) '.'•• ^_ «
upon initial registration in Cali-
fornia regardless of whether the
vehicle. ha* received a smog cer-
Vehicles affected are 1975 oc
newer gas, LPG, LNG, or metha-
ne! vehicles with an unladen ,
weight of 6000 pounds~or less,. '
amf 1980 cr newer diesel-pow--^
ered vehicles with an. unladen
weight of 6000 pounds, or Jess. .".'^
TfiftfeefwuTbe collected if the
yehidewasf registered outside _
iminedi-
»j II*UA to application for reg-
utratioa, and it does not have a
t control label
imtir«*"«g the vehicle is "Cali-
rtified."
-------
BAR Training Course
Advisory Board Meets
Election of officers, the progress
• >f impiememtation of Senate Bill
!uc^7 and continuing development of
mechanic exams were amonu the
topics ot discussion at a Training
Course Advisory Board meeting held
Feb. 21. 1991. in Palm Desert. "
The board holds four public meet-
ings a year to keep up with rapidly
advancing automotive technology.
Automotive instructors are among
the regular attendees who provide ad-
\ ice on changes needed in automo-
tive training and testing programs.
Board members include Rich
Branchini. Secretary. Bud
Hennessy.V. Chair. Margaret Vine-
yard. Chair. Roy Okimoto and John
Rogolino. All have automotive field
backgrounds and volunteer their time
to advise BAR on its mechanic train-
ing procedures and policies.
Save Fuel, Clean the Air by Checking the Tires
It's hard to believe that something
as simple a.s tire inflation can affect a
'•chicle's performance, but it can.
Surveys show that the tires on more
ihan half of the curs on the road are
not inflated to manufacturers' speci-
fications. Some adverse effects from
improper inflation include poor han-
dling, decreased fuel economy, in-
creased tire wear and a significant in-
crease m harmful emissions durmg
highway travel.
Since tune-up or emissions work
is not really complete without tire
pressure service, take the time to
check. Refer to the label on the ve-
hicle door jamb, the owner's manual.
or the guidebook! s» available to tire
dealers.
Remind your customers of the ef-
fects and importance of proper tire
inflation. Not only will your cus-
tomer appreciate knowing that his or
her tires are properly inflated, but
;-ou'll know one more vehicle is
and runnme cleaner.
Calendar
March 15-17—ASCNonh. Conference.
"Sin Jose Convention Center .-^*>
Vphl 2Q»—Esnh Diyi Goctschalks. _ ,_
Ajnl 27:»rTune of Your Life ;^t
•;JBxg«itioo,'l5«, An^etes Coavemiob
L-13-^Shua Duma Fair^v, ,v
-i.Kedding . '""iV^nTiiifcS/'i^feAi^g^
Jane 28-29-^ ASCSoinn" Conference,
LdKstioo tfbe snoomced.
^^•
This aewletter is SuB&lied by the
_ K-sSft«5S«^-1V*.PJ**=-.-
CALIFORNIA DEPAHTWENT or
Bureau of Automotive Repair
10240 Systems Parkway
Sacramento, CA 9S827
007390
USEHA OFF OF MOBILE
256b PLYMOUTH ROAD
ANN ARBUR* M
SRC EMSS C
91 11747
-------
The »s
WISCONS/N
'VEHICLE
INSPECTION
PROGRAM
ANALYZER
VOLUME I
PtBUSHED QCARTERLY BV THE DEPARTMENT OF TRANSPORTATION
MECHANICS TEST PROCEDURE TO IMPROVE DIAGNOSIS
One of the most difficult recurring maintenance
problems experienced by mechanics who are testing
and repairing a vehicle that has failed the Vehicle
Emissions Inspection Program, is trying to simulate
the test procedure used in the test lanes.
The following Simulated Test Procedure has been
devised through lengthy study by the Environmental
Protection Agency and the Wisconsin Vehicle Emis-
sions Inspection Program Staff.
SIMULATED TEST PROCEDURE
1) Vehicle to be tested should be at normal operating
temperature with ail accessories off.
2) Analyzers should be wanned up, in stabilized
operating condition, and adjusted properly.
3) With engine idling and transmission in neutral, in-
sert probe into the tailpipe. Increase engine speed
to 2,500 RPM for 30 seconds.
4) Reduce engine speed to free idle and record exhaust
concentrations 20 seconds later.
Although this test procedure is not an exact duplica-
tion of the emissions test, by using this test procedure,
and adhering closely to the times indicated in steps #3
and 04, you will be able to simulate the test procedure
much more accurately. Most repair facilities we have
seen using this procedure with properly calibrated an-
alyzers were able to repeatedly record test results very
close to the results from the testing on the test station
analyzer.
HOW TO CURE A CARBURETOR PROBLEM
One of the most common reasons why a vehicle
fails the state's new emissions test can be traced to the
carburetor, where an improper mix of air and fuel can
boost the amount of carbon monoxide or hydrocar-
bons emitted from the tailpipe. This condition can
often be corrected through an adjustment of the air/
fuel mixture while the engine is at curb idle speed.
To help insure that your customer's vehicle will
more easily meet the state's emissions standards, per-
form at peak efficiency and yield optimum fuel
economy, you should follow one of two procedures,
depending on the initial vehicle emissions reading:
If the air/fuel mixture is too rich, causing a high
carbon monoxide reading, there is too much fuel and
not enough air present in the carburetor.
Step 1 - With analyzer connected, take CO read-
ings and loosen air cleaner lid. If CO reading drops
•nore than one percent, replace air filter and recheck
ladings.
Step 2 - Take an RPM reading. If engine RPM is
below manufacturer's specifications, adjust the curb
idle speed screw to bring the RPM to manufacturer's
specs. This will open the throttle valve and allow
more air to flow into the intake manifold.
Step 3 — Take another carbon monoxide reading.
with the RPM at manufacturer's specs. If this reading
is still high, adjust the external air/fuel mixture
screw, making sure you maintain proper RPM read-
ings. If the vehicle has a sealed carburetor and is not
covered under warranty, you should consult an ap-
propriate service manual for instructions.
If the air/fuel mixture is too lean, causing a high
hydrocarbon reading, there is too much air and not
enough fuel present in the carburetor.
Step 1 - Take an RPM reading. If engine is above
manufacturer's specifications, the curb idle speed
screw should be adjusted to dost the throttle valve,
reducing air flow into the intake manifold.
Step 2 - Take another carbon monoxide reading.
If this reading is still not at manufacturer's specs, the
external air/fuel mixture screw should be adjusted
while maintaining a proper RPM reading. If the vehi-
cle has a sealed carburetor, not covered by warranty.
consult an appropriate service manual for instructions.
-------
TRACKING VEHICLE
•'LOSS OF POWER"
Excessive readings of either carbon monoxide or
nydrocarbons during an emissions cest can be a clear
indication that the vehicle being tested is not perform-
ing at optimum levels.
For example, one common complaint among motor-
ists is "loss of power" when driving, which causes
sluggish vehicle performance or stalling. This condi-
tion can result from the lack of adequate fuel flow to
the carbruetor during periods of full throttle opera-
tion.
At full throttle, additional fuel is supplied to the
engine by a carburetor power circuit, (see illustration
A), which acts to increase the opening in the main
fuel outlet from the fuel bowl. The circuit opens a
valve in a separate power outlet, discharging gasoline
into the main fuel system.
This valve action is controlled in one of two ways,
depending on the vehicle. Either the intake manifold
vacuum will operate the valve or the valve can be
operated mechanically through the accelerator linkage.
At idle speed, the intake manifold vacuum is high
but will decrease as the load on the engine increases.
The vacuum is then used to overcome the force of a
spring to hold the power valve closed. When the
vacuum decreases to a set value, the spring forces
open the valve, (see illustration B, below), and allows
more gasoline to flow into the carburetor.
In the case of mecharucaily operated power cir-
cuits, gasoline flows into the carbureior by means of a
stepped metering rod, which is raised in a jet of fixea
size whenever the accelerator pedal is depressed. AS
the metering rod is raised up, the cross-section of -.he
rod becomes smaller within the fixed jet and more
gasoline will be allowed into the carburetor.
You can use your Emissions Analyzer to test a vehi-
cle's power circuit, with no load, by following six easy
steps:
1) Stan the engine of the vehicle and allow the engine
to reach normal operating temperature as determined
by manufacturer's specifications; adjust mixture and
curb idle speed to specifications.
2) Make sure your emissions analyzer is fully warmed
up, and then zero and span check in accordance with
the manufacturer's recommendations.
3) Place the exhaust test probe into the vehicle's tail-
pipe and clamp the RPM pick-up on the appropriate
spark plug wire.
4) Note the carbon monoxide (CO) reading on the
front panel of the analyzer while the engine is at curb
idle speed.
5) Accelerate the engine gradually to 2000 rpm and
allow the CO reading to stabilize. As rpm increases,
the CO reading should increase dramatically. When
the rpm stabilizes, the CO reading should be about
one-half of what it read at curb idle and almost zero,
if the car has a catalytic convener. If the readings stay
higher than at idle, the power circuit is in operation
all the time, or the carburetor float height may be too
high.
6) Make sure that the parking brake is on and hold-
ing. Place the vehicle in gear with foot brake on. Ac-
celerate engine with car in gear. CO will go up, then
will drop slightly and should stay higher than at idle
while under a load, and at low manifold vacuum. If
this doesn't happen, the power circuit is not working
properly or the carburetor float height may be too
low.
-------
EMISSION WARRANTY COVERAGE
FOR YOUR CUSTOMERS?
While most repair technicians know that such basic
primary emission control pans as catalytic converters
and air pumps are warranted by their vehicle manu-
facturer for the useful life of the vehicle, many are
not aware that there are two separate emission war-
ranties. Both the Emissions Defect Warranty and
Emissions Performance Warranty were created by the
Federal Clean Air Act and apply uniformly to all
vehicle manufacturers, whether domestic or foreign.
The warranties begin when the vehicle is first put into
service, either as a demonstrator or at the time of
retail sale, and are transferable to successive owners
until the age or mileage limits are passed.
To be eligible for coverage under either warranty,
owners are required to maintain their vehicles accord-
ing to the manufacturer's maintenance schedules.
These maintenance requirements can be performed
by vehicle owners, private repair facilities, or
manufacturers' representatives. In most cases,
however, vehicles must be presented to a manufac*
turn's representative to have an emission warranty
claim honored. This is to prevent the manufacturers
from being held responsible for owner malmainte-
nance, misdiagnoses, or emission control system
tampering.
The Emissions Defect Warranty applies nation-
wide for vehicles less than 5 yean old with less than
50,000 miles. When an original engine pan fails due
to a defect in materials or workmanship, and the part
failure causes the vehicle to exceed federal standards,
the manufacturer must repair or replace the defective
part free of charge, including labor and any miscella-
neous items that are necessary to complete the repair.
The Emissions Performance Warranty applies only
to 1981 or newer vehicles (with GVW less than 8,500
Ibs.) that fail a federally approved emission test
within geographic areas where emission inspection is
required. It, too, is a 5 year or 50,000 mile warranty
(whichever occurs first) but it has significantly dif-
ferent coverage dependent on the vehicle's age and
mileage. During the first 2 yean or 24,000 miles the
manufacturer must make all repairs, replacements, or
adjustments necessary to enable the vehicle to meet its
required emission standards at no cost to the vehicle
owner. After 2 years or 24,000 rmies and up to 5 years
or 50.000 miles, the manufacturer is responsible only
for the repair, replacement, or adjustment of com-
ponents which were installed in or on a vehicle for the
sole or primary purpose of reducing vehicle emis-
sions, and which were not in general use prior to
model year 1968. All costs associated with a valid
Emission Performance Warranty claim are covered
by the vehicle manufacturer.
Due to constantly changing technology and varia-
tions in manufacturers terminology, it is difficult to
list all covered primary emission control parts. Most
parts that contribute to the closed loop operation of
today's high tech vehicles are classified as primary
pans. For clarification on these items or other emis-
sion warranty questions, call 778-3640 (Milwaukee)
or toll free 1-800-242-7510 (outside Milwaukee).
EMISSION CONTROL
MAINTENANCE & ANALYZER
OPERATIONS TRAINING
The area technical colleges are gearing up for the
winter/spring semester with very fine vehicle emissions
tune up and repair classes available to all vehicle ser-
vice and repair mechanics.
The mechanics update course for the Wisconsin
Vehicle Emissions Inspection Program provides in-
sight into the requirements and goals of the Emissions
Inspection Program, along with some excellent train-
ing with hands-on experience at calibrating, adjust-
ing, and .minor service of a variety of emissions
analyzen.
The instructors are very knowledgeable and pro-
vide a good contact when dealing with that difficult
problem in a vehicle that seems unresolvable. They
are looking forward to your attending this class, are
providing their name, phone number, and class status
as listed below.
Gateway Technical Institute
Instructon - Phil Atlas and Paul Sorenson
A class will be offered February 18. 20, 25, 27.
Each session will be four houn in length, 16 hours
total class time.
A second class is tentatively planned for April 8,
10, 15, 17. The class will be offered if sufficient in-
terest is shown.
Continued on Sac* Page
-------
The instructors are asking each interested in-
dividual to send a short letter co:
Gateway Technical Institute
3520 - 30th Avenue
Kenosha, Wl 53140
aim; Phil Atlas
In the letter please state whether you would prefer
to attend the Racine, Kenosha, or Elkorn campus,
and whether you want a day or night class.
Milwaukee Arcs Technical College
Instructor - Walter Metzelfeld
Phone * - (414) 278-6789
Mr. Metzelfeld requires a minimum of 12 students
in each class, and will start up a new class each time
sufficient interest is shown. All you r.esd -v0 cio is give.
him a call and sign up!
Moraine Park Technical Institute • West Bend
Instructor - Glen Demoske
Phone * - (414) 929-2117 (Metro Line)
Here again the classes will begin just as soon as
enough individuals sign up to take the course. The
only requirement is to give Glen a call and let him
know you're interested.
Waukesha County Technical Institute
Instructor - John Jewel
Phone * - (414) 691-5439
Mr. Jewel has just taken over as the program
manager of the Automotive and Engine Department
and is anxiously anticipating the startup of new
classes. Just give him a call and sign up today!
FOR MORE INFORMATION
Call 778-3640 (Milwaukee Metropolitan Area)
Or 1*800*242-7510 (toll free)
Telephone Hours: 8:00 i.m.-4:30 p.m.
Monday-Friday
0«oirtm«m of Transportation
Division ot Motor v*niclM
MOTOR VEHICLE EMISSION
INSPECTION SECTION
1150 N. Alois
Milwauk**, Wl 50208
SULK RATE
U.S. POSTAGE
PAID
MilwauKM, Wl
Permit No. i?sa
Address Correction Requeued
Return Postage Guaranteed
-------
Implement Effective I&M
With This Program Assistance
Advisory from CSCV
As you probably know, EPA's final rule on vehicle I&M
(Inspection & Maintenance) programs calls for each
involved state to:
"... regularly inform repair facilities of changes in the inspection
program, training course schedules, common problems being found
with particular engine families, diagnostic tips and the like."
— Section 51.369(1) EPA Final Rule on I&M
To achieve this kind of information delivery, and to establish the
required local dialog between those involved in the I (Inspection)
and those involved in the M (Maintenance) components of the
I&M program, CSCV will publish an 8-page quarterly newslet-
ter designed to deliver exactly the kind of information described
in Section 51.369(1) of the EPA's final rule. A sample of a typi-
cal issue, and its content, is contained in this Program Assistance
Advisory Kit. We invite you to examine it and its ogportunities,
since we believe this quarterly update will be instrumental in
assisting your state's I&M program to comply with Section
51.369(1) of EPA's final rule.
CSCV: The COALITION for SAFER, CLEANER VEHICLES is a national non-profit organization commit-
ted to assisting states in the adoption of effective emissions & safety inspection programs. The Coalition
also provides public education on the benefits of vehicle inspection. Because of our broad membership,
CSCV is uniquely positioned to serve as the vital communication link between the inspection program,
industry hotline information providers, training providers, and the automotive repair industry
-------
CSCV can make your state's fulfillment of EPA's
Final Rule, Section 51.369(1) easy to accomplish by
means of the
CSCV I&M QUARTERLY UPDATE
newsletter.
Based on discussions with EPA, this dialog for those
involved in providing hi-tech I&M services, plus your
own state-specific information, will meet the require-
ment in Section 51.369(1) of the final I&M rule. In
addition to helping your state meet rule requirements,
and improve the M (Maintenance) component of your
I&M program, this newsletter will provide the bonus of
important national diagnostic repair information and
solutions to technical problems.
We would like to hear from you that the
CSCV I&M QUARTERLY UPDATE
newsletter will be part of your state's Enhanced or
Basic I&M Program.
For complete details, please write to, or call:
CSCV, 321 D Street NE
Washington, DC 20002
Phone: 202 543 4499 Fax: 202544 7865
-------
As you will see, when you review this sample copy of CSCV's
I&M QUARTERLY UPDATE, we will provide approved I&M
technicians and approved I&M service shops with timely and
important information on available training courses, frequent
appearing and unusual repair problems, as well as the latest diag-
nostic service tips and information compiled from all the major
national diagnostic hotlines.
Additionally, the CSCV I&M QUARTERLY UPDATE will serve
as a vehicle for providing your own vital state-specific information
on local training course schedules, changes in the inspection pro-
gram and related topics to the repair industry, state air quality
administrators, educators/trainers, inspection providers and all
others who need to know.
This information will be essential in keeping all parties involved
in the inspection and repair process for both Basic and Enhanced
I&M programs, fully up-to-date.
The goal of the CSCV I&M QUARTERLY UPDATE will be to
make I&M technician diagnosis and service performance as pain-
less and troublefree as possible for vehicle owners everywhere.
This will not be a general consumer information newsletter ... it
is designed for, and intended to be read by, only those involved in
providing hi-tech I&M services for your state's motoring public.
-------
VVhat approved I&M diagnostic /service technicians need, to be able to pro-
vide your state's motoring public with troublerree I&M services and com-
plete'satisfaction, is DRIVEABILITY DIAGNOSTIC DATA. We will provide
this by publishing in every issue, a Hi-Tech Hotline Help section, from
which real solutions will be provided to solve real I&M service problems.
We will not re-publish or re-print car factory technical service bulletins,
since these are now broadly available to most shops and technicians
throughout the industry from a wide variety of sources. Our solutions will
be unique and custom-generated from the hotline diagnosticians who
respond to I&M/emissions/driveability problem service calls, many hun-
dreds of times a dav, every week and month of the vear.
* * «
We will also keep the I&M service industry updated on training sessions
available to them . . . and, as states provide the information to us, we will
also cover new program details which may affect service shops and tech-
nicians who are expected to provide your state's motoring public with the
right I&M diagnosis and service fix the first time.
If you believe your state can use the CSCV I&M QUARTERLY UPDATE
newsletter as an effective part of its I&M Program implementation, we'd
like to be your Section 51.369(1) information delivery system. CSCV can
either:
1] Produce, print and mail to all involved and approved parties engaged
in your state's I&M program, to any name & address list provided by you
... or ...
2] You may use the CSCV I&M QUARTERLY UPDATE newsletter as
a delivery vehicle for your own specific state-oriented information. To do
this we can:
(a) Provide you with bulk quantities of the printed newsletter, to which
you may add your own supplemental information, for your own mail out
... or ...
(b) You may provide us with your own information: (i) either pre-
printed, or (ii) as camera-ready material, or (iii) as raw copy which we
would typeset and print, and then insert your information into copies to
be sent to your state's mailing list.
-------
Qi -- --_
A oenodic information service 'or all those invoivoa ;n achieving c'eaner a - "—cue"
& Maintenance of automotive exnaust & evaocranve r^'sstor conrc svsre^
Rule Review; examining the
regulatory impact
BY NO LATER than January 1, 1995. a majority of
states will have to have taken serious steps toward
cleaning up their air quality from excessively-polluting
automobiles. Some 26 metro areas of the nation in
10 states which now nave no l&M programs, must
implement basic l&M (exhaust emission Inspection A
Maintenance) programs by Jan. 1. 1994. And. by
Jan. 1, 1995. 83 other areas of the nation m 20 states
plus DC, which have either basic or no l&M pro-
grams, but which still fail to meet the national ambient
air quality standard—we call these non-attainment
areas—must have in operation a more precise
Enhanced l&M program designed around the brand-
new and more comprehensive IM-24Q inspection
procedure.
It goes without saying that the new Enhanced !&M
inspection procedure will be tighter and much more
detailed than the earlier BAR 84 and BAR 90 stan- •
dards used in almost all !&M programs now in place
across the nation.
Despite better, cleaner-performing OE automotive
exhaust emission systems on cars of the last five
model years, continued and excessive levels of
exhaust pollution from older cars are what is causing
this new focus on tougher emission system diagnosis
and adjustments. The goal is to identify thru inspec-
tion the gross polluters, have them brought back into
compliance thru maintenance and repair, and then be
re-tested to prove their clean-running performance.
With an eye on reducing vehicle-owner inconve-
nience. EPA will call for a maximum 4-minute test-
cycle emission inspection. This has been named the
IM-240 test since the equipment which will perform it
has been designed to execute the emission check in
no more than 240 seconds.
These new developments in the continuing battle to
achieve cleaner air for all of us to breathe, will have'
major impacts on many shops, as well as on many
thousands of professional automotive service techni-
cians. States which must implement Enhanced l&M
programs by 1/95, will call for IM-240 tests to be per-
formed in test-only (no-repair) facilities. These test-
only centers will feature loaded-mode (dynamometer)
diagnosis. The results of such a test will be printed
out and show in detail where in the 240-second time
cycle a vehicle emits excessive levels of HC (hydro-
carbons), CO (carbon monoxide) and NOx (oxides of
nitrogen).
In addition, an evaporative purg© check of each
vehicle's fuel-vapor charcoal trao canister will be per-
formed, a step wnich is not now cart of any existing
l&M check.
Repairs will not de available at test-only facilities. It
will be UD to the vehicle owner to choose the repair
facility where emission reoairs will be made. And. of
course, a re-test cf every vehicle wnich fails an initial
continued on page 2
In fliis Issue ...
This is a samp!® issu® of what CSCV pSani will be a
regular 4-times-a-y®ar newsletter for ail those involved
in achieving cleaner air through i&M of automotive
. exhaust & evaporative emission control systems.
Hew l&M programs 2
Basic l&M and Enhanced l&M are coming to many markets in 38
states by no later that Jan. 1.1995.
you call a hotline! 3
Still baste, but still very fmportent-e visual check ean lead
the technician ta the seat of a problem. -Photo ASE
Hi-tech 5
A digest of calls made to troueleehooting diagnostic ser-
vices. Covering: Audi; Chrysler; F erd/Une©ln-y®reury; GM;
Hends; Mazda; Nissan; Teyeta.
-------
STATES ANNOUNCING
ADOPTION OF CSCV
TRAINING GUIDELINES
In-service technician training is
expected to be a critical contributor
to the success of I&M implementa-
tion. -|f technicians are not educat-
ed to perform oroper repairs."
Gene D'Anarea. Chairman CSCV
ETAB ; Education Training Advisory
Booard). told us recently, "the M
side of I&M will not be able to
reduce automotive-caused emis-
sions as the EPA expects."
In an effort to ensure that I&M
programs have the support and
resources needed to succeed
CSCV has formed:
• ETAB to develop training support
guidelines for I&M programs: and
• NERC (Natl. Education Resource
Center to provide information on
integrated training programs, mate-
rials & support services to aid
states in implementing I&M pro-
grams.
The good news is that a number
of states now appear to be moving
to embrace the CSCV
Recommended Guidelines for In-
service Technician Training.
Programs developed in NY and FL
meet the CSCV training model cur-
riculum.
And we aiso understand that sev-
eral ether states may soon aooot
the CSCV training program guide-
lines &. or nave included them m
their RFPs (Reauest For
Proposal).
LOOKING FOR 60
MASTER TRAINERS TO
TRAIN 600 MORE!
What it will take to crank up a
train-the-trainers program for
E/I&M (Enhanced I&M) technical
implementation will be 60 master
trainers. But not just any 60! "We
are like the US Marine Corps."
Gary Huggins. Exec. VP of CSCV
stated in August. "We are looking
for the 60 master trainers who are
the cream of the national crop!"
That will not be an easy task.
"The goal is to find a core group
of 60 people who will be tasked to
go out and tram about 10 other
trainers each." Huggins explained.
The 600 group of hi-level industry
and education based service train-
ers will be assigned, along with the
initial 60. to train service techni-
cians who could become approved
or certified to perform E/I&M emis-
sion repair services in their states.
CSCV will set up a screening
process which will make the deter-
~ina:;cr as ;c ;r,e r:rs; •:>:• .vr.o .vm
enter re t: iiM Trair--.-e-~-a.-e---
prograrn.
'We won t oe aoie to acceot
everyone wno apones rcr ;re F-rs:
60 Tram-the-Trainers Fragram.'
Huggins admitted. 'But -or -hose
may not oe included in me first
grouo. we nope to induce many of
mem in the 500 Group which win
take on the tougn task of delivering
E. I&M training to tecnnicians in
those states which have been des-
ignated Enhanced I&M areas of
the nation." he toid us.
E I&M programs are expected to
appear in 83 markets in 20 states
plus DC by no later than Jan i.
1995. See below on the page at
right for these locations to find out
if your automotive service shop is
in a market which could be
involved in offering E/I&M services
to your automotive customers.
Automotive service technology
trainers who would like to be part
of either group, the First 60 or the
600 Group, contact Gary Huggins.
at CSCV. 202-543-4499. Or write
to:
CSCV Train the Trainers
321 D Street NE
Washington. DC 20002
Attn: Gary Huggins
I&M RULE REVIEW (cont'd)
test will be required. This will
mean the vehicle owner most like-
ly will have to take the vehicle
back to the test-only facility.
While it is not expected that
shops will have to duplicate the
sophisticated equipment used in
an IM-240 check lane, certain
investments in new equipment, or
possibly in upgrades, will have to
be assumed if a service shop
intends to offer E/I&M repairs and
bring back into compliance found-
to-be-polluting vehicles. Also,
some form of verification check in
the service facility, after adjust-
ments have been completed, will
have to be done, if only to confirm
to the vehicle owner that the vehi-
cle will pass the re-test back at the
inspection facility.
Technicians assigned to perform
these new emission check ser-
vices also will have to commit to
undertaking update emission sys-
tem (fuel/ignition/driveability)
technical training. Technicians
also may have to undertake a
new level of ASE test certification
beyond the existing A8 Engine
Performance test, to prove they
are capable of performing the
work involved in Enhanced I&M
correction.
ASE's new emission system
diagnostician category of certifica-
tion will be launched in the Spring
'94 testing period. The new test
will be offered at all test centers in
the nation, ASE tells us.
We also understand that techni-
cians who intend to register for the
new ASE test next Spring must
hold current A8 test certification
status. ASE has also advised the
industry that the new test will be
completely diagnosis-oriented
rather than repair-service slanted
as are all their other categories of
technician certification tests.
New I&M Programs Coming to...
These 26 city-market areas must implement Basic
I&M programs by Jan. 1. '94.
Akron. OH
Ann Arbor. Ml
Aurora. IL
Beaumont. TX
Charleston. WV
Dayton. OH
Denton. TX
Durham, NC
Elgin, IL
Galveston. TX
Gastonia. NC
Grand Rapids. Ml
Huntington. WV-Ashlahd. KY
Joliet. IL
Lewiston-Auburn, ME
Lewisville, TX
Muskegon-Muskegon Heights. Ml
Parkersburg, WV-Marietta. OH
Petersburg-Colonial Heights. VA
Port Arthur. TX
Richmond. VA
Round Lake Beach. IL
Sheboygan. Wl
Springfield. OH
Texas City-La Marque. TX
Toledo, OH
-------
Things to do BEFORE You Hit the Hotline Phone!
WHEN DIAGNOSTIC orcoiems
in the service bay can t be soivea
quickly, there's a great temptation
to down-tools and cair a hotline.
But what many service techni-
cians seem to ignore is the fact
tnat a hotline Diagnostician's time
and exoertise are at least as valu-
able as a caller's, mayoe more
so! So. calling a notline before
you have some oasic facts at
your fingertips, and some tests
completed and recorded can be a
serious waste of two people's
valuable time.
Autoline Telediagnosis. St. Paul.
MN. handles several hundred
diagnostic phone calls per day.
Stu Kidder is one of their top
phone-call problem solvers. He
told us: "Many callers forget that
we can't see the vehicle they are
working on. so it's important that
their conversational dialogue be
concise and accurate if we are to
help them." For technician-callers
this means you must have good
vocal communications skills.
"Also," Kidder continued. ;'we
need to know what tests have
been done to check out the prob-
lem, specific electrical values if
they are appropriate, and as
much scope, scan tool and gas
analyzer data as possible.
assuming a caller nas aathereo
all that data before they nave
called us."
Autoline's Customer Service
Director. Rob Schuyt. suggests
that most hotline diagnosticians
should know which set of service
manuals the calling technician is
in the habit of using. "It helps to
know if they use Mitchell.
Chilton's or Motors Manuals, so
we can check the source they are
using. Here at Autoline we prefer
to use the original official OE car-
maker service data since we
often find it to be more completely
detailed than some of the edited
manuals." Schuyt stated.
As with any service procedure.
most diagnosticians we talked to
suggest that an initial thorough
visual check be done before
using a tool or connecting a test
meter.
Joe Marchesani, a GM Tech
Specialist diagnostician at
ASPIRE, Morrisville. PA, told us:
"The visual check is important
because it can show earlier work
that may have been done. This
can be a good clue in locating the
initial prcoiem area, it ~a; a.sc
helo to track oown arc c-cv ce a
cure quickly.' But ASPIRE';
Director of Diagnostic Services, o.
R. King stated: "So many snroucs
and covers are to be founa urcer
the hood tcaay. that visual croo-
lems may not spring into view
that easily." He does agree, r.ovv-
ever. that before anything eise ;s
done', the visual cneck is still
important to do.
Now. before you call that hotline
help, be sure you have:
1) Paper & pencil to take notes on
diagnostic guidance given to you.
2) The year/make/model of vehi-
cle, as well as engine size, fuel
system type, and other data
which will help the diagnostician
lock on to problem causes.
3) Performed a visual check of
the engine and problem system.
4) Taken preliminary test readings
and notes on values found.
5) The ability to deliver clear and
concise descriptions of the prob-
lem system and the data taken.
Remember, it's not just the cost
of a hotline phone-call, but it's
your time too. as well as that of
the diagnostician you are calling
for help!
Enhanced I&M Programs Coming to ...
The following 83 city/metro-market areas must implement IM-240 Enhanced I&M programs by
by no later than January 1. 1995.
Albany-Schenectady-Troy, NY
Allentown-Bethlehem. PA
Altoona. PA
Atlanta. GA
Attleboro. MA & Providence. Rl
Atlantic City. NJ
Bakersfield. CA
Baltimore. MD
Baton Rouge. LA
Bergen-Passaic Counties, NJ
Binghamton, NY
Boston, MA
Bridgeport-Milford. CT
Brockton, MA
Buffalo. NY
Burlington. VT
Chicago, IL
Danbury, CT
Denver, CO
El Paso, TX
Erie, PA
Fall River. MA
Fitchburg-Leominster, MA
Fresno, CA
Glens Falls, NY
Hagerstown, MD
Harrisburg-Lebanon-Carlisle. PA
Hartford. CT
Houston, TX
Jamestown-Dunkirk, NY
Jersey City, NJ
Johnstown, PA
Lancaster, PA
Las Vegas, NV
Lawrence-Haverhill, MA
Los Angeles-Long Beach, CA
Lowell. MA
Manchester, NH
Middlesex-Somerset-Hunterdon, NJ
Milwaukee, Wl
Monmouth-Ocean Counties. NJ
Nashua, NH
Nassau-Suffolk Counties, NY
Newark, NJ
New Bedford. MA
New Britain, CT
New Haven-Meriden, CT
New London-Norwich, CT
New York, NY
Niagara Falls, NY
Norwalk, CT
Orange County, NY
Oxnard-Ventura-Thousand Oaks. CA
Pawtucket-Woonsocket. Rl
Philadelphia. PA
Pittsburgh. PA
Portland. ME
Portsmouth-Dover-Rochester. NH
Poughkeepsie. NY
Reading, PA
Rochester. NY
Sacramento. CA
Salem-Gloucester, MA
San Bernardino-Riverside, CA
San Diego. CA
Scranton-Wilkes-Barre. PA
Seattle-Everett. WA
Sharon. PA
Spokane. WA
Springfield. MA
Stamford, CT
State College. PA
Syracuse. NY
Tacoma. WA
Trenton, NJ
Utica-Rome. NY
Vineland-Millville-Bridgeton, NJ
Washington. DC
Waterbury, CT
Williamsport. PA
Wilmington. DE
Worcester, MA ...&... York, PA
-------
HI-TECH HOTLINE HELP . . .
A Digest of Calls Made to the fndust
AUDI
NO-SPARK AFTER REPAIRS
ON W85 5000 TURBO
From Mitchell On-Ca/l Teleaiagnostics
If a no-soarK condition snows UD
after routine reoair work on the
5000 Turbo, cneck to see if the dis-
tributor was either removed or
adjusted. Audi has an incredibly
finicky ignition system. A no-soark
condition will result if the distributer
is even a few degrees ctf its facto-
ry setting,
Install a spark tester in one ot trie
plug wires. Now loosen me cistno-
utor noid-down. Crank the engine
while SLOWLY turning the Distribu-
tor either way. If spark returns, the
distributor is now in the correct
position. Tighten down in that
exact position in order to achieve
the repair.
Here's what happens. This igni-
tion system uses three engine-
speed sensors, The first is the
speed sensor, a non-adjustable
magnetic pickup which produces
135 impulses per CRANKSHAFT
revolution, via 135 teeth on the fly-
wheel. These impulses are used
as the primary input to determine
engine speed and the ignition tim-
ing point. This sensor is Ideated
on the upper left side of the trans-
mission bell housing.
The second sensor is called the
reference sensor, also a non-
adjustable magnetic pickup which
produces 1 impulse per CRANK-
SHAFT revolution at 60° BTDC,
via a pin inserted in the flywheel. It
is used by the control unit, along
with the Hall sensor in the distribu-
tor, to identify TDC for the #1 cylin-
der. This sensor is located next to
the speed sensor.
The third sensor is called the Hall
sending unit, a Hall effect which
produces one broad signal per
DISTRIBUTOR SHAFT rotation
just before ignition on TDC #1
cylinder. This is needed because
the reference sensor creates an
impulse 60° before TDC on the
compression stroke, and also on
the exhaust stroke.
The control unit is only interested
:n the compression-stroke impulse.
however. The Hall sending unit
serves to :aenmy ana validate the
reference sensor comoression
mouse, since i rotates at haif ;ne
soeea of the crankshaft. If the Hail
sending unit sensor ,s out of sync
the reference sensor will not get
validated, and the ignition and fuel
systems will not become energized.
CHRYSLER CORP.
CHRYSLER 2.2/2.5 & TURBO
PERFORMANCE GRIPES
from the ASPIRE Telediagnostic Hotline
Some owners of Chrysler vehicles
with the 2.2L. the 2.5L and tur-
bocharged versions of these power
plants, may complain about poor
performance, tack of power and a
rich-running condition. When diag-
nosing for these problems most
technicians know the usual causes
of these driveability gripes, such as
the MAP sensor, or checking for
injector update bulletins.
Along with these common prob-
lems, Aspire diagnosticians have
noted that some timing belts have
jumped, or been installed improper-
ly, and are out of time. Incorrect
cam-timing changes valve timing in
relationship to piston position. This
results in low engine vacuum, which
affects MAP sensor voltage output.
Unfortunately, the incorrect MAP
sensor voltage may lead some
technicians to overlook the timing
belt as a cause, especially when
doing quick diagnostic checks.
COVER TIMING
HOLS PLUG
Aspire recommends the following
quick method of checking timing
belt alignment, by the use of an in-
ductive timing light wv a cu '• •
advance meter. "FoiiC'.v ns c-
aure:
11 Gearshift selector srouia c-
PARK.
2i Engine should be runn^ng,
3" Inductive timing light snouid ze
hookea up to cyl. # 1
4) View the ianition timing rnarK:
now. using the advance meter en
the timing light, dial it back to reac
Q:, or TDC (top dead center).
5) Remove the rubber plug on the
timing belt cover, and view the
pointer on the cam gear thru the
hole with the timing tight.
6) It should be close to the 12
o'clock position, if it is not. the :
ing belt may be off by one tooth. ,r
this case the timing belt cover will
have to be removed for a closer
check.
FORD
LINCOLN-MERCURY
HIGH CO & ABOVE-NORMAL
HC ON FORD VEHICLES
from Autoline Teledlagnostics
Poor fuel economy and driveabii,:.
performance may be a complaint
related to almost any Ford vehicle
from 1985 to present. Any vehicle
with this complaint may or may not
have fault code 41 set in continu-
ous memory. These vehicles, how-
ever, may pass a KOEO (key on.
engine off) test, so further diagno-
sis is called for.
We recommend that the techni-
cian test the voltage output of the
EGO (oxygen) sensor(s). If sensor
output is low, the ECA usually
tends to think the vehicle is running
too lean. It will then attempt to cu-e
this condition by commanding an
increase in fuel delivery.
Normally, the EGO sensor should
have a rapidly fluctuating voltage
value, between 100 and 900 mv. If
the sensor tends to stay low, in the
200 to 400 mv range, induce some
propane into the intake manifold.
This procedure should see sensor
voltage rise immediately to 900 mv,
or more. If the mv rise is not found.
it's time to replace the EGO sensor.
-------
's Troubleshooting Diagnostic Services
BRONCO II 2.9L ROUGH IDLE
AND EMISSIONS PROBLEMS
From Autolme Telediagnostics
The caller on this 1986 Fora
Bronco orooiem naa 63b CO 600
HC ppm and a burned oxygen sen-
sor wire. The engine also was
flooding. After installation or a new
oxygen sensor, the KOEO self-test
showed fault codes 11. 10.65.
The key on engine running self
test showed code 33. but the fuel
pressure was unknown. CO 6%
condition remained, so we advised
a fuel pump pressure checx.
This was done and showed 30-40
psi. The technician caller also
revealed that he had found the
throttle body assembly and bypass
valve were in bad condition. We
advised him to clean the TB
assembly.
After doing this the air bypass
valve was reset to hard stop (mini-
mum idle) specs. The EGA also
was retrained, and we recom-
mended an injector pulse-width
measurement at hot idle. This
check showed that pulse width
was 1.2 mS. A check of the MAP
sensor inputs found the sensor fre-
quency was too low at idle. The
MAP sensor needed replacement.
MERCURY TOPAZ 2.3L 4-CYL
ENGINE IGNITION PROBLEM
From Autoline feted/agnostics
The caller with an apparent ignition
malfunction problem on a 1986
Mercury Topaz told us he had
installed a new stator, a TFI mod-
ule and a known-good coil.
Nothing seemed to work. There
continued to be no spark, even
with SPOUT disconnected. He
could not obtain an injector pulse
either.
We suggested a check of the volt-
age readings at the TFI module
connector. These proved to be
OK. except that the PIP wire read
7v. Next we suggested he check
for a PIP signal from the stator.
When he did this he reported the
signal went from Ov to 5v. The
same reading showed with the
processor disconnected.
Once the PIP wire was clipped
near the distributor a normal PIP
signal was ootamea. as well as
spark. The cause of this non-igni-
tion problem call was a snort in tne
PIP wire.
1987 MUSTANG 4-CYL
2.3 EFI WET PLUGS
From Autoline Telediagnostics
The problem with this vehicle was
that after driving and being shut
off. the car would apparently flood
and blow black smoke. A check
of the fuel system showed 35 psi.
Once started, the owner reported
that the engine ran fine, after
clearing out the smoke.
We recommended that the fuel
pressure dropoff rate be checked.
and that if it dropped off quickly
that the technician should pull the
injectors to check and test them.
He did this and found that there
was no leakage.
Next we advised a check of the
vacuum line to the fuel pressure
regulator for sign of fuel in the
hose. This check confirmed there
was fuel in the line and that a very
wet external condition existed.
What was- bad was the pressure
regulator, and replacement elimi-
nated this complaint.
3.8LV6 TAURUS FAULTY PFE
BACKPRESSURE SENSOR
From Autoline Telediagnostics
This caller advised us that he had
found the back pressure sensor
was all burned up. We suggested
there may be a restricted exhaust
system, and that if found to be
plugged to check for any possible
intake manifold gasket problems.
Under plugged conditions the PFE
sensor will get hot when the
exhaust is restricted in any way.
GENERAL MOTORS
GM 2.8L CARBURETED V6
LIGHT ACCELERATION CURE
From Autoline Telediagnostics
Many technicians have had prob-
lems in trying to cure rough idle
and poor performance at light
throttle acceleration in 1981-56
GM X and A-booy vehicles -.VHP
:he 2.3L V5 E2SE carbureter
engine. M.C .mixture contron
dwell may oe found to oe 'G'.V.
possibly stuck at 6 degrees.
Cruise-speed emissions aiso nay
be affected and out of comon-
ance.
Check the M.C solenoid for a
possible broken tip. If founo to be
bad. you should replace this item
with an update. Be sure to refer
to the soecific oart number. This
may differ oeoending on the car
Nne vehicle in which this engine is
installed.
Adjust the M.C dwell at the idle
mixture screw, and. if necessary.
adjust dwell to approximately 30;.
using the lean authority screw.
1985-1989 FI3.8LV6
NO-START CONDITION
From the ASPIRE Telediagnostic Hotline
Front drive cars equipped with
3.8L fuel injected engines (VIN
code #3 or B. years 1985-1989)
will sometimes exhibit a no start
condition. These vehicles will
have spark, injector pulse, and
fuel pressure. When the engine is
cranked, it sounds like it is out of
time. In many instances, the
cause of this condition is late or
jumped valve timing.
Diagnosis of this condition can
best be accomplished by remov-
ing the right front wheel and
splash shield and working through
the wheel opening. Remove the
cam sensor out of the front cover.
Shine a light in the hole and
observe the movement of the cam
gear, while working the crankshaft
pulley back and forth with a break-
er bar and socket. If tne crank
must be moved excessively
before cam gear movement is
observed, both gears and chain
are bad.
When replacing the cam gear, a
factory-type aluminum gear
should be used. An iron replace-
ment gear may affect the magnet-
ism of the interrupter and can
cause a no start, due to the lack
of a cam sensor signal.
-------
HI-TECH HOTLINE HELP . . .
On 1985-1987. 3.0 litre and 3.8
liters, it is also advisable to
replace the spring and button that
keeps the cam loaded up toward
the rear of the engine, with a later
style, heavier soring and bearing
assemoiy (P'N 25532588).
It should also be noted. 3.0 and
3.8 litre. 90' Buick manufactured
V-6s. can sometimes oe vaive
benders. When pricing a gear
and chain replacement, it would
be advisable to consider the likeli-
hood of bent valves.
MISFIRING GM QUAD 4
2.3L ENGINES
From Autoline Telediagnostics
Complaints with the GM Quad 4
2.3L engine installed in GM N body
vehicles may be described as con-
stant misfires, and showing high
HC levels. These conditions may
be due to several different causes.
but most usually relate to the sec-
ondary ignition system.
GM had a fix campaign some
time ago on faulty ignition coils.
When checking to see if updated
ignition'coils have been installed,
be sure to look for a yellow insert
at the connector.
If the problem is not due to faulty
ignition coils, or if the correct coils
have been installed, yet the prob-
lem continues, you should check
for spark at each coil pair. Do this
by use of test plug wires and HEI
spark testers. Both testers should
have spark. However, if only one
tester shows a spark, the coil
housing is at fault.
GM SMALL-BLOCK ENGINES
STALLING AT LOW RPMS
from the ASPIRE Telediagnostic Hotline
Some small-block V8 Chevrolet-
powered cars and trucks
—either carbureted or fuel inject-
ed—may sometimes stall at low
engine rpms, or stall when put into
gear. Aspire diagnostic techni-
cians have found, in some
instances, that this condition is
caused by a weak signal from the
distributor pole piece.
What happens is that the timer
core on the distributor mainshaft
usually will be found to have lost
some of its original magnetization
on vehicles with this chronic type
of problem. The timer core mag-
net on vehicles with this complaint
will be too weak to provide an ade-
quate signal, especially at low
engine rpms. Replacement of the
distributor mainshaft will prove to
be a successful fix for this annoy-
ing complaint.
This will be found particularly on
1987 and up Chevrolet light-duty
trucks, and RWD vehicles such as
the Monte Carlo. Caprice and
Camaro/Firebird. Vehicles with
distributor P'N 1103698 have been
covered in a technical bulletin con-
cerning oil getting into the distribu-
tor. The recommended fix in that
bulletin was to replace the distribu-
tor mainshaft with P/N 11046753.
We recommend that that updated
distributor mainshaft P/N be used.
HONDA
HIGH HC IDLE EMISSIONS
ON HONDA CVCC ENGINES
From Autoline Telediagnostics
This complaint may be expressed
as one of uneven or rough idle per-
formance on some Honda CVCC
engines. High HC idle also may
be detected thru exhaust-gas diag-
nosis. Technicians should be
aware that only the correct manu-
facturer-recommended spark plugs
should be used in a CVCC engine
with this complaint.
Spark plugs which do not meet
Honda specs for heat range and
electrode dimensions may cause a
misfire condition. Due to the par-
ticular design of the Honda CVCC
combustion chamber, it is recom-
mended that only the correct
Honda spark plug application be
followed.
Be particularly careful not to use
extended-reach plugs in any
CVCC engine application.
HONDA ACCORD COLD
START PROBLEM
From Autoline Telediagnostics
We recently had a call on a 1985
Honda Accord whose owner had
experienced chronic cold start
problems in the morning. The
engine needed constant choking to
Keep it running. i-'~e ccia-star!
conaition. the owner tcia cur cans'
also included the engine c'yina ss-. -
erai times before it finally would
run.
We first advised a check for a
leaking carouretor msuiator ana
suggested a propane enrichment
test of the idle mixture. After
adjustment our caller still haa a
problem since the venicle would
stall almost as soon as it haa been
started.
The technician found that vacuum
hose 17 was plugged. Once
cleared the engine still stalled. We
advised that he should remove the
stopper from the main fuel cut
solenoid, and to flush the auxiliary
idle circuit. We also suggested
that an adjustment may be needed
on the lambda screw if the fuel
mixture could not be enriched suffi-
ciently for the engine to run steadi-
ly. But there also was the
possibility that there was an air
control leak.
The calling technician found that
the fuel cut solenoid was the cause
of this problem, and by removing
the stopper the problem was cured.
ERRATIC IDLE SPEED ON
CRX DUAL-STAGE TBI
From Mitchell On-Catl Telediagnostics
If this type engine in a CRX jumps
intermittently from idle speed to
2500-3000 rpm, and then back to
normal after 1 to 20 sees., suspect
a faulty TW sensor. TW is Honda
terminology for a coolant sensor.
The sensor can fail intermittently,
almost as if it burps.
Diagnose by monitoring the con-
nected TW sensor signal line dur-
ing the symptom. If the sensor is
responsible, it will quickly bounce
from its normal 0.5v or so when
hot, to approximately.4.6v during
the symptom. It may do all this
without setting a code.
CARB ENGINE FAST-IDLE
COMPLAINTS POST TUNE-UP
from the ASPIRE Telediagnostic Hotline
Honda Motor Corporation produced
and sold many vehicles with car-
buretor systems. Aspire receives a
number of calls on these vehicles
with a customer complaint of idling
-------
tiLIMCH HOTLINE HELP
'.oo last, however. ;ne technician
cannot lower the idle to normal
specifications. The engine will con-
tinue to run. if the idle speed is set
around 1QOO to 1200 RPM or more.
if an attemot to lower tne idle is
mace, the engine stalls or aies out.
Naturally, tne higher iole has many
-egative effects: poor gas mileage.
high emissions leveis. narsh auto-
trans engagement, etc.
If the carburetor is equipped with
an idle cut off solenoid. Aspire rec-
ommends checking its operation.
The solenoid's function is to cut off
the idle circuit passage way. It is
used in a number of ways on many
different models to prevent diesel-
ing or post ignition. As a de-eel
solenoid, it is used to prevent high
exhaust emissions and backfiring
on deceleration.
etc. Its function is to cut off the idle
circuit passage way.
PRIMARY SLOW MIXTURE
CUT-OFF SOLENOID VALVE
Some solenoids use a single
electric wire feed of 12 volts for
activation. Usually the 12 volts is
supplied by the ignition switch.
Others have two wires, a 12 volt
feed wire, again from the ignition
circuit, and a second wire which
the feedback computer would
ground to control the solenoid
operation. All solenoids can be
checked on or off the car. by look-
ing for a mechanical operation,
while 12 volts and a ground are
supplied.
The solenoid is called by various
names: idle cut off solenoid, de-eel
solenoid, primary slow mixture cut
off solenoid, fuel cut off solenoid.
WE SUPPORT
VOLUNTARY
TECHNICIAN
CERTIFICATION
MAZDA
RX7 FUEL FLOODING &
NO-START CONDITIONS
from the ASPIRE Te/ediagnostic Hotline
We receive some calls on the
rotary-powered Mazda RX7 sports
car. Many of these focus on a fuel-
flooding condition, particularly in'
cold weather. Most technicians we
talk to start their diagnosis by look-
ing for codes, or by checking for
faulty sensors which also may
cause a flooding condition.
Usually, after all their checks.
including a fuel pressure test, they
fail to find the cause of this prob-
lem. We have found that in the
great majority of cases there is
nothing wrong with either the fuel
pressure levels, the ECU. or its
sensors.
The real cause of this problem
usually may be excessive voltage
drop in the starter circuit, a battery
problem (defective, undersized, or
in a low state of charge) or a defec-
tive starter. This engine demands
high-cranking rpm. If the engine
spins too slowly for the amount of
fuel being injected, the plugs will
foul, leading to a no-start condition.
NISSAN
POOR RUNNING ON NAPS
DUAL IGNITION ENGINES
From Mitchell On-Call Telediagnostica
Two of Nissan's engine families,
the Z series and the 2-valve CA
series, are equipped with the dual-
ignition NAPS (Nissan Anti
Pollution-control System) setup.
NAPS may be found either as
standard or optional equipment, on
the following models: 1981 510;
1981-88200SX;1981-89720
Pickup truck; 1982 and 1983.5-89
Stanza; 1986-89 Station wagon;
1987-89 Pathfinder; 1987-90 Van;
1987-89 Pulsar NX.
A problem with the NAPS ignition
system can create rough idle, idle
stall, decel stall, poor acceleration,
or surge at cruise speed. Most of
these symptoms may be inadver-
:ent!y created cy ;auity 'eoa;r v.c'r-.
The NAPS auai-igniticr system
has two sparK plugs per cy:;rcer
and two ignition coils to r'ire them.
A soark plug switching system '.vas
•ntroouceo en ail versions :n "952.
This mooification prevents aetcra-
tion caused by two name rrcnts
colliding. During neavy ioao ooer-
ation. the exnaust sioe soarK oiucs
are snut off to eliminate one flame
front. Engine ioao is determined
by either the fuel injection control
unit, or a simple vacuum switch.
On 1981 models, both sets of
plugs are always ON.
The most common fault is spark
plug installation. The exhaust-side
plugs are different from the intake-
side plugs, regardless of model
year. Any of the poor-running
symptoms described above will
result if the plugs are switched.
mixed, or of all the same type. So
be sure to check the recommend-
ed plug specs.
The second most common fault
occurs when the intake-side coil
fires the exhaust-side plugs, and/or
vice versa. This happens because
the plug wires or coil wires are
routed incorrectly. A severe hesi-
tation will result when the INTAKE
plugs are shut down during heavy
load. Two test methods are avail-
able to determine if the coils are fir-
ing the wrong set of plugs.
(1) Later-model vehicles use a 4-
wire connector on the intake coil.
and a 3-wire connector on the
exhaust coil. Use the connector to
identify the coil, then visually follow
the plug wires to verify the correct
set of plugs being supplied.
(2) A timing light may be used on
the intake side. Rev the engine
under load. If the light stops flash-
ing, the wires are routed incorrect-
ly. Remember that 1981 versions
of NAPS will not surfer from
switched coils, since on '81 NAPS
engines all plugs arways fire.
Another wire routing error hap-
pens when the firing order is set
incorrectly. Many of these engines
have separate firing orders for the
intake (1-3-2-4) and exhaust (1-3-
4-2). The difference is due to the
limitations of using the same dis-
tributor cap and rotor to handle
both coil sets, and not because
the engine actually has two differ-
ent firing orders.
-------
"S icSt most CGiTii .Cr~ i'jii CM a
NJAFS enaire occurs wnen one set
or piucs coes ~ct ''re. ~'~is ;as;
creates a severe rougn -.cie.
stalling, ana ternb'e aceeieration.
Use a timing ngnt or sparK tester
on both siaes ;o diagnose this
r'ault. The usual cuiont is either a
•auity igntior, mcauie. or a ;auity
power transistor.
One finai caution, i' detonation
under loaa occurs. /enfy T.at the
exhaust plugs are snutting off as
they snouid.
VARIETY OF PROBLEMS ON
NISSAN E16S ENGINES
From Mitchell On-Call Telediagnostics
This engine is used on 1983-87
Sentra moaels. and on 1983-87
Pulsar moaeis.
If the air cleaner fills with oil. be
sure to checK the PCV hose. It
may become soft and tena to suck
shut, usually under moderate load.
right past the step-down in the
hose as it passes through the
intake runners. This is an area of
the hose where its diameter
decreases. Another symptom
might be that the idle CO percent-
age will increase if the hose is
always collapsed.
On the chokeless Hitachi carb.
used exclusively from 1984-87, but
not in 1983. the bakelite insulator
may be cracked. This may cause
one of the two strands going to the
mixture control solenoid to intermit-
tently open the circuit, driving the
carb to full-rich. This mixture-con-
trol solenoid works identically to a
GM design: the carb will run full-
rich when off. and full-lean when
100% energized.
A no-start, no-spark condition is
likely to be due to a bad connection
at the ECC main relay. This unit is
located on the fenderwell. The
connections under the relay are
exposed to road splash, and usual-
ly suffer corrosion deterioration. A
failure on this circuit will not supply
the ECU with needed power.
depriving the optical distributor of
the power it needs to function.
TOYOTA
BLACK SMOKE ON 22R
NON-FEEDBACK ENGINE
From Mitchell On-Call Telediagnostics
If this pickup truck engine always
HLIMCH_HO71JNE_HELP . • .
•-uns ricn. snowing oiack s.m.cKe.
ihougn ret smoking as oaoiy wnen
it is warm, the power vaive s a
iikeiy culprit. The valve's spring
tension weakens over time, thus
allowing it to ooen too early.
First, verify the jets are not leak-
ing and the float level observed
thru the window is OK. If both
check OK. open up the carb and
test the power vaive. This is a reg-
ular floor-jet type. Now remove it
from the bottom of the float bowl
and install a hand held vacuum.
pump to the threaded pprtion of
the valve. A good power valve will
open at or above 3 ins. A bad one
will open around 1 in.
This carb has a temperature-
compensated spring accelerator
pump. If it were faulty, the engine
would run rich ONLY when hot.
BOSCH VANE-TYPE AIR
FLOW SENSOR TESTS
from the ASPIRE Telediagnostic Hotline
Many Toyota model vehicles use
a Bosch-style mechanical air flow
sensor. This meter is part of the
air induction system to the engine
Used witn permission of Aspire. Inc.
5 Aspire. Inc. All ngnts reserved
Toyota uses two types of air flow meter
designs. Both designs overlapped in
model years of use. See 2nd design
late-model schematic above.
and produces one of the most
important inputs to the fuel injec-
tion computer. It measures the
volume of air entering the engine
and sends a signal to the ECU for
fuel injection control. Factory
specifications and procedures
usually call for a variable resis-
tance test using an analog ohm-
meter or a digital ohmmeter with a
bar graph display, when testing
the airflow potentiometer.
The use of the digital ohmmeter
can be tricky. You need to study
the display carefully and repeat the
cie outer C' orcc:em. V/~er -
-ouot or re •'eacircs. Asc-e ---.-
Dmmencs a vcitage cnec;-; cr :~e
airflow meier_unoer act^ai .vorKirc
ccncitions. This means oac* oroo-
mg or using a break-out oox ;o
measure re voltage output. V/e
:an now see on our voltmeter
exactly wnat the ECU sees. The
/ouace sncuid change.gradually.
ana increase or aecrease wunout
SKIDS or spikes as tne aoor moves.
With late- mooei airflow meters.
the voltage sweep'decreases as
the door open: in early moael the
voltage sweep increases.
Used WIIP oermission ot Aspire. Inc.
: Asoire. me All ngnts reserved
This 2nd design was first used in the
1985 5M-GE engine and is used in
many TCCS vehicles. Check vehicle
service spec for correct application.
HOTLINE DIAGNOSTIC
SERVICES FOR
SHOPS & TECHNICIANS
A number of telephone-access
diagnostic hotline services are avail-
able to the industry. Most of these
are by subscription, however com-
plete details can be obtained by
calling them. They are:
ASPIRE Telediagnostic Service,
Morrisville, PA.
Call 800 435 1050 and
ask for J R King
AUTOLINE Telediagnosis.
St. Paul, MN.
Call 800 288 6220 and ask for
Rob Schuyt (pronounced
SHOOT)
MITCHELL On-Line
Telediagnostics. San Diego, CA.
Call 800 854 7030 and ask for
Eddie Santangelo. x-6504
AUTOMOTIVE DATA SYSTEMS.
Huntington Beach. CA.
Call 714 892 8330 and ask for
Curt Moore
-------
APPENDIX 3
Bibliography of Commercial Hot
Line Services
-------
Appendix 3 — BIBLIOGRAPHY OF COMMERCIAL HOT LINE SERVICES
The following bibliography is provided for reference only.
EPA does not endorse any particular service. Currently, at least
six companies operate commercial hot line services. If EPA becomes
aware of any additional sources, they will be added to future
updates of the guidance document. It is expected that the state
and local agencies will determine which, if any, of these hot lines
can meet the needs of an I/M program in their state. The
information below was provided by the companies operating hot line
services, and EPA makes no claims on the accuracy of the data and
provides no specific endorsement of these services.
1) ASPIRE
U.S. Hwy 1
Morrisville, PA 19067
Contact: J. R. King 800-435-1050
The hot line operated by ASPIRE was established in 1980, with
subscribers from state and industry. The ASPIRE hot line logs
about 20,000 to 25,000 minutes of call time per month. Service
charges for actual time used and the price charged depends on the
user. Calls are primarily related to driveability, performance,
and emissions. There is a separate hot line to support educators.
2) Technet/Automotive Data Systems (ADS)
15593 Graham
Huntington Beach, CA 92649
Information source: Leith Tecklenberg 714-891-7818
Contact no.: 714-892-8330, ask for Curt Moore or
714-891-7818
The company runs four hot lines, the Shell Auto Care Hot line,
a hot line for Hurst Motor Repair Manuals, a test program with
Snap-on Tools, and Teleguide for Computer Aided Service
Corporation. Technet/ADS services approximately 7000 cars per
month with 90 to 95% of the calls related to driveability/engine
control. Over the past 10 years they have averaged 1000 to 1500
calls per day. During their 13 years of operation, the company has
compiled a vehicle repair database, tracking repair patterns with
over 300,000 cars.
3) Mitchell
9889 Willow Creek Road
P.O. Box 26260
San Diego, CA 92126
Contact: Bob Gradijan 800-854-7030, extension 6411 or
Eddie Santangelo, extension 6504
Mitchell has a call volume of 100-200 calls/week, with 75% of
calls driveability related and the rest electrical. Most of the
A3-1
-------
customers are technicians and shop owners. Charges are assessed on
a per problem basis.
4) Automotive Information Systems, Inc.
2714 Patton Rd.
Roseville, MN 55113
Contact no.: 612-633-8007
Automotive Information Systems, Inc. (AIS) provides the
Autoline Telediagnosis service and was founded in 1987. The
company handles over 12,000 calls per month and has 4800 factory
manuals and all factory bulletins. The company also has three CD
ROM systems --Expertec, a service from General Motors with PROM
updates, ALLDATA, and Mitchell On Demand. The company has an
extensive database with 550,000 fixes logged into the system.
Customers include independent shops, service stations, fleets, and
car dealers. AIS runs hot lines for NAPA, Parts Plus, Mighty Auto
Parts, ASA, NTDRA, AC Delco, the Robert Bosch Corporation, Amoco,
Exxon, Chevron, BP, and Marathon. It also has contracts to run
hotlines for the states of Maine and Arizona. The company can also
receive live data over the phone from a modem on test equipment.
Hours of operation are 7:00 a.m. to 7:00 p.m. CST, Monday through
Friday. A quarterly newsletter giving technical information is
also published and a sample copy can be obtained from the contact
listed above. Charges for this hot line service are by the minute,
with no monthly fees and no sign-up fees.
5) GE Capital Fleet Services
Three Capital Drive
Eden Prairie, MN 55244
Information source: Mike Peterzen 612-828-2103
Contact no.: 612-828-2799
GE Capital Fleet Services' past experience does not have
service center subscribers; its clients are owners of fleet
vehicles being serviced at shops not owned by the fleets. The
company provides guidance to mechanics, and also issues purchase
orders to repair or rental facilities, so drivers do not incur out
of pocket expenses.
At present, GE Capital Fleet Services is completing the
development of an Enhanced Inspection/Maintenance Technical Hot
Line. Their proposed system includes online access to emission
results by VIN, the ability to access a database of historical
data, the ability to view State parameters regarding emission
tests, and the ability to create statistical reports from the
database of calls.
A3-2
-------
6) Technician ONLINE
8949 Bluewater Hwy
Saranac, MI 48881
Contact: Terry L. Callahan 616-642-9271
The Technician ONLINE hotline is a real-time computer accessed
hotline that has been in operation since August, 1992. It is a 24
hour service that enables the technician to access technical
service bulletins and service information compiled directly from
field experiences and OEM scientific and factual information in the
SAE J2008 format. The technician may access whole service
information libraries through ONLINE "gateways" to third-party
service information providers. File libraries can be accessed by
the technician to retrieve IM240 emission traces, automotive
Original Equipment Manufacturers (OEM) emission/safety product
recalls, and OEM emission recall notices in the SAE J2008 format.
ONLINE training in the use of the library system is provided ONLINE
when the technician "pages sysop" for assistance. A diskette
containing modem communications and graphical user interface (GUI)
features is provided free-of-charge (freeware). This allows
technicians to use mouse-driven or keyboard selection methods to
view graphical images ONLINE. The cost for this service is
flexible, and can be monthly, pre-paid ONLINE time (the technician
purchases "credits"), or billable monthly credit usage. A free
diskette can be obtained from the contact listed above. A monthly
newsletter, Driveability Technician, giving technical information
directly from the repair technicians is also published. A sample
copy can be obtained from the contact listed above. Technician
ONLINE will also establish, for independent states, an Automotive
Information Hotline Center. This electronic clearinghouse would be
dedicated to the specific state, with communication link
capabilities between states if desired, and would be set up by
Technician ONLINE to the state's specifications and needs.
A3-3
-------
A3-4
-------
APPENDIX 4
Quantifying Repair Effectiveness
-------
Appendix 4 — QUANTIFYING REPAIR EFFECTIVENESS
Background
Some parties affected by I/M requirements have expressed
concern that the minimum statistics required by the rule only
reflect the ability of repair shops to reduce emissions to IM240
cutpoint levels. They do not reflect the ability of repair
facilities to get the maximum emissions reductions possible, nor do
they provide an incentive to do so. Thus, repair facilities may
reduce vehicle emissions enough to meet I/M standards, but not
repair vehicles so that emission control systems function at or
near optimum levels. This could be a problem as enhanced I/M
programs move from looser start-up standards in 1995 and 1996 to
more stringent standards beginning in 1997, as recommended in
§85.2205(a)(3).
In addition, some affected parties have expressed a concern
that the required statistics unduly penalize facilities which fix
a substantial number of difficult to repair vehicles. Such cars
may achieve large emission reductions but not be very far under the
standard. Others express a concern that such cars may require
several retests before passing I/M. Thus, repair shops that do an
outstanding repair job on most cars will be unduly penalized for a
few cars. This could result in grading for an outstanding shop
being undistinguishable from an average shop that turns away
difficult to repair vehicles.
A Repair Effectiveness Index (REI) was developed that would
(1) provide an incentive to repair facilities to achieve maximum
possible emission reductions in repairing vehicles, (2) make the
transition from start-up to more stringent standards easier, and
(3) equalize the easy to fix versus more difficult to fix vehicles.
Several methods for generating an REI which accounts for all these
considerations were evaluated. The REI presented in this appendix
contains two elements: (1) a measure of the amount of emission
reduction achieved, and (2) a measure of how far below the IM240
cutpoint the emission levels were after repair. In addition, both
of these measures contain a heavy penalty for retest failures. By
balancing the measures in an overall score, appropriate repair
behavior can be reinforced. In particular, shops that consistently
repair vehicles to well below the IM240 cutpoint will receive a
better score than those that just marginally pass. Although a REI
cannot quantify the level of difficulty in diagnosing and repairing
individual vehicles, those shops that consistently repair vehicles
to well below the IM240 cutpoints will be penalized less for a
small number of retest failures from hard to repair vehicles if
large emission reductions are achieved overall. Thus, an
outstanding shop would be much more likely to get a higher grade
A4-1
-------
than an average shop which turns away vehicles. Moreover, the
"emission reduction" element of the REI would account for shops
that repair a large portion of older vehicles that may have higher
initial test scores than new cars, and therefore cannot reduce
emissions to well below the IM240 cutpoints.
The derivations of the calculations are discussed in the
following sections.
Measure 1 -- Reduction Relative to Initial IM240 Test Score
The first measure calculates a score for each vehicle based on
the average percent emissions reduction for failing pollutants
relative to the initial IM240 emissions:
Mass emissions,, ,.,.,..- Mass emissions.,. ,,_,_,
/ (1st test ) (final test } *
Failing pollutants Mass emissions(lat tMt j - Cert. Std.
no. of failing pollutants
where:
VS1 = vehicle score using measure 1
Mass emissions(lst test) = mass emissions for HC, CO, or NOX
measured in initial IM240 test
Mass emissions(flnal test) = mass emissions for HC, CO, or NOX
measured in first IM240 retest if
passing or final IM240 retest if
vehicle fails first retest
Cert. Std. = New Car Certification Standards1
For 1981 and later model year cars, the standards are:
HC =0.41 g/mi
CO =3.40 g/mi
NOx = 1.00 g/mi
It should be reiterated that the score is based only on the
average percent reduction for the failing pollutants. If a vehicle
"'"It is a compromise from the conceptual ideal to use the new car
certification standards in this equation. Ideally, the value used would be
the IM2 4 0 level of a car meeting the certification FTP standard.
Nevertheless, the numerical value of the FTP standards are reasonable
approximations to IM240 scores from very effective repairs.
A4 - 2
-------
meets the IM240 standard for a pollutant on the first test, it
needs no emission repair and is not included in calculating the
average percent reduction. Estimation of a score using this
measure is independent of the IM240 standard. Vehicles must be
fixed to the new car certification standards to earn 100 percent
credit. The REI value for an individual vehicle could be greater
than 100%, if it were repaired to below the new car standard.
Also, vehicles could possibly get negative scores if emissions
increase after repairs.
This measure also accounts for the effect of vehicles
submitted for retest that are not repaired to IM240 standards. All
vehicles including waivered vehicles which are not repaired to the
IM240 cutpoints must be included. If repair effectiveness is
evaluated based only on vehicles which are successfully repaired,
repair shops which have a large number of hard to fix vehicles
waivered would get the same score as a shop which efficiently fixes
these vehicles. Including vehicles which are not successfully
repaired also gives repair facilities some benefit for getting
emission reductions for vehicles even if they do not achieve the
IM240 standard. Finally, by using this measure, repair facilities
get more credit for repairing a "dirty" vehicle with very high
emissions to a low emissions level than for fixing a "marginal"
vehicle to the same low emissions level.
It should be pointed out that the algorithm described in this
section does not explicitly include the effects of purge and
pressure tests. However, since these are simple pass or fail
tests, vehicles could simply receive a score of zero if the vehicle
does not pass or a score of one if it does pass.
A retest penalty can also be applied, where:
2) Retest penaltyvehicle = RPa = I / number of retests
or, if the score from equation 1 is negative (average emissions
greater in final retest):
3) Retest penaltyvehicle = RPb = I * number of retests
By applying this retest penalty, if a vehicle requires three
retests, its score would only be one-third of what it would be if
it were repaired to pass after the first retest. Thus, repair
facilities could be penalized heavily for not fixing a vehicle
right the first time. If such a penalty were used, care would have
to be exercised not to penalize facilities for vehicles that were
initially repaired at another facility after failing I/M, then
taken to their facility for repair prior to a subsequent retest.
States could search the IM240 database for vehicles which were
repaired by more than one facility, and assign separate scores to
each facility for the individual repairs each performed on the
A4 - 3
-------
vehicle .
A score for each facility using this measure could be
calculated as the sum of vehicle scores with the appropriate retest
penalties applied divided by the number of initial failing
vehicles :
4) FS1 = each vehicle
No. of vehicles
where:
FS1 = facility score using measure 1
RPX = RPa or RPb as appropriate
Measure 2 -- Reduction Relative to IM240 Outpoint
The second measure calculates an emission reduction based on
the average percent emissions reduction for failing pollutants
relative to IM240 emissions standards:
IM240 Standard - Mass emissions..,. ......
( (final test ) } X10Q
5) VS2 = Failing pollutants IM240 Standard - Cert. Std.
Wo. of failing pollutants
where:
VS2 = vehicle score using measure 2
IM240 Standard = Appropriate IM240 standard for vehicle,
based on model year and vehicle category, as
described in EPA technical guidance2
Mass emissions (flnal test) = mass emissions for HC, CO, or NOX
measured in first IM240 retest if
passing or final IM240 retest if
vehicle fails first retest
2U.S. EPA. April 1994. High-Tech I/M Test Procedures, Emission
Standards, Quality Control Requirements, and Equipment Specifications. Final
Technical Guidance. Report no. EPA-AA-EPSD-IM-93-1.
A4 - 4
-------
Cert. Std. = New Car Certification Standards
As with the first measure, the REI can be greater than 100%
for vehicles repaired to below the new car certification standard.
Also, all vehicles including waivered vehicles which are not
repaired to the IM240 cutpoints must be included. In addition,
purge and pressure test failures are not included.
However, with this measure initial emissions are not
considered. Also, all vehicles which are not successfully repaired
to the IM240 standard for a pollutant would receive a negative
score for that pollutant, even if emissions were reduced relative
to the initial emissions levels. Nonetheless, a vehicle which is
not successfully repaired could still get positive scores for the
other pollutants, if they were initially above the IM240 standard
and were reduced below the standard by repairs. Since a negative
score is assigned for any pollutant which is not reduced to the
IM240 standard, repair facilities would be more heavily penalized
for unsuccessful repairs with this scoring method than with the
first method.
Once again a retest penalty can be applied. An overall score
for each facility using this measure can be then calculated as
follows:
y (VS2 * RP ) . , . ,
r \ r-ioi *" x each vehicle
o) EbZ -
No. of vehicles
where:
FS2 = facility score using measure 2
RPX = RPa or RPb as appropriate
Computation of Repair Effectiveness Index (REI)
The REI is computed from the following equation:
7) REI = (FS1)*(WF1) + (FS2)*(WF2)
where:
FS1 and FS2 = facility scores using measures 1 and 2,
respectively
WF1 and WF are weighting factors. Recommended values are:
WF1 = 0.50
WF2 =0.50
A4 - 5
-------
These factors give equal weighting between a shop's ability to
achieve large emission reductions, and a shop's ability to reduce
emissions significantly below the IM240 cutpoint. Since waivered
car results are also included, those shops that not only fix cars
to well below the cutpoint, but also get maximum reductions from
any waivered cars will get the highest scores.
Time Weighted Averaging of Data
A concern with simple averages of data over time is that as the
sample size grows, the effect of recent data is overwhelmed by the
large amount of historical data. Thus, a simple average of the
repair statistics may not provide an accurate indication of the
current performance of any given repair shop.
A weighted moving average can be used to create a weighted
average of past and current values of a time series of data. Such
an approach could be useful in compiling repair effectiveness
statistics, such as REI's, and other statistics as discussed in
Section 4.4. A weighted moving average could be used to weight
current repair effectiveness data more heavily than older data.
This approach should benefit the repair facilities since repair
performance is expected to improve over time as the repair
facilities gain experience in repairing vehicles that fail the
IM240 test. This approach also "smooths" the data, so that it is
less sensitive to short term deviations.
Data can be weighted by applying an exponential smoothing
constant. This smoothing constant, or weight, w, is selected so
that w is between 0 and 1. Then the exponentially smoothed series,
E is calculated as follows:
- w)El
- w)E2
Et = wYt + (I - w)Et_l
Table A4-1 presents a series of monthly REI's for a
hypothetical repair facility over one year. The monthly scores
were chosen such that the repair effectiveness of this hypothetical
facility improves dramatically over a year. An exponentially
smoothed series, using a weight of 0.75, applied to the most recent
three months of data, would be calculated as follows:
A4 - 6
-------
EMar = (YJan + YFeb + YMar)/3 = 42.00
EApr = 0.75*[(YFeb + YMar + YApr)/3] + (1 - 0.75)*EMar
= 0.75*[(42 + 45 + 38)/3] + (1 - 0.75)42.00 = 41.75
EMay = 0.75M(YMar + YApr + YMay)/3] + (1 - 0.75)*EApr
= 0.75*[(45 + 38 + 47)/3] + (1 - 0.75)*41.75 = 42.94
Table A4-1 lists the monthly REI's for each month, equally
weighted average REI's, using standard averaging methods, and
exponentially smoothed REI's using a weight of 0.75 (the average
score for the most recent three months accounts for 75 percent of
the exponentially smoothed REI). An equally weighted average is
used during the three month start-up period, with exponentially
smoothed REI's estimated beginning with the fourth month of the
program. These data are represented graphically in Figure A4-1.
This figure illustrates that, by using the weighted moving average,
the repair facility is getting more credit for recent improvements
in repair performance than it would using a standard averaging
method to calculate a cumulative average REI. As mentioned
previously, this approach also "smooths" short term deviations in
the data.
A4 - 7
-------
Table A4-1. Monthly REI's for a repair facility, equally weighted
average REI's and exponentially smoothed REI's.
Exponential Smoothing Constant = 0.75
Month
January
February
March
April
May
June
July
August
September
October
November
December
Monthly RE I
for Facility
39
42
45
38
47
59
64
70
50
45
80
79
Cumulative
Average RE I
39.00
40.50
42.00
41.00
42.20
45.00
47.71
50.50
50.44
49.90
52. 64
54.83
Exponentially
Smoothed RE I*
39.00
40.50
42.00
41.75
42.94
46.73
54.18
61.80
61.45
56.61
57.90
65.48
*An equally weighted average is used during the three month
start-up period, with exponentially smoothed REI's estimated
A4 -
-------
beginning with the fourth month of the program.
A4 - 9
-------
APPENDIX 5
Sample Repair Grading Form
-------
flf •••'•'• : ' •• ' ^:l|:"V:l^R-*5l|3;;slipSI;r:^ Shop Per f ormance
Paf: ?ip Codatif agg^W^ ll:? !'' '
-:IW^ ::- *fay :
Repair Shop A
1873 There St.
Anycity, 00145
(555)123-1234
Repair Shop B
4625 That St.
Anycity, 00141
(555)416-1234
Repair Shop C
976 Which St.
Anycity, 00142
(555)132-1234
Repair Shop D
2392 Where St.
Anycity, 00148
(555)123-1234
Number
submitted
for Retest
100
20
40
250
Percent
Passing 1st
retest
96%
98%
62%
99%
Yeiar of Your Vehicle: 1990
£f£ Category: 4 to 10 yeara
Percent
Receiving a
Waiver
2%
0%
5%
1%
Percent
Needing > 2
Retesta
2%
2%
33%
0%
Repair
Effect i veneaa
Index
68%
84%
35%
79%
-------
APPENDIX 6
Draft Standardized Repair Forms
-------
APPROACH 1
-------
: DRAFT VERSION OF CV1240 REPAIR FORM
.M:;iiR£? DOC • ,1,11.93
C
DRAFT VERSION OF IM240 REPAIR FORM
Question = \ns\ver =
1. Was :ne root cause or' the problem mechanical or electrical electronic'
^ Mechanical- Proceed to Mechanical Section (question *4) =\
LJ Electncai/Electromc - Proceed to Electrical/Electronic Section iques. =2} =1
Electrical/Electronic Section
2. The root cause or" the problem was:
>—! Sensor or Actuator - Proceed to Sensor/Actuator Section =3
—; Wiring or Connector to sensor or actuator- Proceed to question =5 =4
i—i Battery/power supply or ground problem - Proceed to question ~5 =5
LJ Control L'nit (ECM. PCM. Ignition Module, etc.) failure - Proceed
to question tfi 46
Sensors/Actuator Section
3. Which of the following was the root cause of the problem1
O MAP Sensor *7
U Mass Air Flow Sensor #8
O Throttle Position Sensor/Switch #9
U Oxygen Sensor # 10
U Engine Coolant Temp. Sensor *ll
Q Manifold Air Temp Sensor # 12
O Engine Speed Sensor . #13
Q Idle Actuator #14
U Fuel Injector/Mixture Control Solenoid # 15
Qlgnition Secondary #16
O Purge Control Solenoid # 17
Q EGR Control Solenoid/Electronic EGR Valve Assy. #18
O AIR Control Solenoid #19
Qother #30
Mechanical Section
4. Which of the following was the root cause of the problem?:
-------
DRAFT VERSION OF FM240 REPAIR FORM
.MI-'REPDOC :;:•- .^.v-,
r—\
• — ' Engine Internal =;;
> — - Engine Ancillary -22
_' Cacaiyst =23
— Fuel Pumo -24
— ' Fuei Pressure Regulator -25
'• — .' Carburetor =26
AIR System Section
'• — ' AIR system vacuum supply =27
LJ AIR system control vaiva si =23
LJ .\JR system delivery hose or pipe =29
Purge System Section
'• — ) Purge system vacuum supply =30
LJ Purge system control solenoid/ valve =3 1
LJ Purge system delivery hose or pipe =32
Pressure System Section
LJ Pressure system valve(s) ~33
LJ Pressure system hose or pipe *34
Q Gas cap *35
EGR System Section
U EGR vacuum supply *36
Q EGR valve *37
LJ EGR vacuum control solenoid/device *38
O EGR Passages in Engine #39
Final Section
5. Were there multiple or other secondary failures repaired as well as the root cause?
LJYes - List in decending order of emissions contribution the answer *'s from above that
were repaired:
_ _ . #40c
_ #40d
Repair Form now complete • Thank you!
ONO • Repair Form now complete • Thank you!
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APPROACH 2
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1-Fuel System Repair
General Area
til Mr fitter
112 Fuel Flta
1l3fua1Pk«sam
1t4 Vacuum teats
116kteCln»l
117
1W Float C«»*l
12IUC6ctand
122 tamEMrt
t23Chc*«C«ul
124
,n
129
130
131
135
I3SOpen
2 Emission System Rapau
Catalytic Converter
211 Efficiency
212 Itedtanicaf
213 Electric*
215 Open
Air Injection
2l6Vactun
21? Mechanical
2t&Etecirical
PCV
220 Cranfccasa Oil
221 Vacuum
222 Uactianical
223 Missing
Evaporative System
224 Vacuum
225 Itodiankal
226 Elodiical
227
E6R
228 Vacuum
229 Itechanicai
230 Electrical
211 Missing
3 • ConftiUK System Rofxu
ECU
3(1Piom
312 Cul Pak
313 ECM
314 MamoryRaset
315 Open
Sensors
316 O2 Sensor
31? Ten|)6fatt«tt
319 Ambient
320 Coolant
321 Uap/Baio
322 IPS
323I4AF
324 RPM |C amJCrank)
325 Open
Wiring Problems
326 Conneclofs
327 Broken Wiios
4 - Electrical System Ruf
General Area
4 It Basic Wiring
412 Baltuy
413 Mtonaio
Ignition
414
415
416
41fi
419
420 Secondly I tk*fc
421 Spait Plugs
422 Open
I ujitb Mudunic
ttll' U:.l.«.ul
61J M.»l»,i..J
t)H Maitkil lituc.
6l!j it*b,.j
Rear Axle
61/ ftido
618 U
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APPENDIX 7
Education Programs Offered by
Non-Profit and Commercial
Entities
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Appendix 7 — EDUCATION PROGRAMS OFFERED BY NON-PROFIT AND
COMMERCIAL ENTITIES
Coalition for Safer, Cleaner Vehicles (CSCV)
The Coalition for Safer, Cleaner Vehicles (CSCV) is an
independent, non-profit organization of state officials, industry
and consumer groups that has provided assistance, through its
Education/Training Advisory Board, on model curriculum guidelines
and other issues.
CSCV has initiated a national Train-the-Trainers program that
is targeted to public school automotive instructors. The objective
is to update instructors nationwide on emission testing, diagnosis,
and repair. The instructors are exposed to the CSCV model
curriculum, examples of available education programs, facility
needs, and information on how to develop the program in their
local area.
The CSCV Education/Training Advisory Board has also developed
a series of guidelines that address technician education issues.
They are entitled: National I/M Program Technician Training and
Support Standards, National In-Service Technician I/M Training
Program Standards, and a position paper, The Need for Effective
Technician Training. For more information on these guidelines and
other areas of education that CSCV is involved in, contact CSCV:
Coalition for Safer, Cleaner Vehicles
321 D Street NE
Washington, B.C. 20002
202-543-4575
National Center for Vehicle Emissions Control and Safety (NCVECS),
Colorado State University
The National Center for Vehicle Emissions Control and Safety
(NCVECS), at Colorado State University, was established in 1976 by
EPA funding to assist states across the nation in developing their
vehicle emissions control programs. NCVECS has developed its own
unique education programs, which can be customized for different
areas, to meet different backgrounds and needs.
NCVECS offers two basic types of education options that depend
on the number of personnel that require the training and also how
much the organization is willing to spend. If there are a large
number of personnel requesting the training, on-site training may
be desired. Training is designed and delivered based on specific
needs or specific I/M problems. On-campus training involves
workshop/seminars that are offered at the NCVECS facility in Fort
Collins, CO. These courses are more generic in design but offer
the advantage of using NCVECS facilities. A few of the courses
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offered are: Quality Control in Vehicle Emissions Inspection
Programs, A Guide for the Decentralized/Centralized Field Auditor;
Emission Control System Identification and Detection of Tampering;
Emissions Control Systems for the Non-Technical; Underhood Emission
Labels; Catalytic Converters: Theory of Operation and Functional
Diagnosis; and Understanding Transient Driving Tests and Their
Implications on I/M Programs.
The NCVECS course "Understanding Transient Driving Tests and
Their Implications on I/M Programs" is specific to the IM240 test
procedure. The course covers: the Federal Test Procedure,
Understanding IM240 Transient Test Procedure, Evaporative System
Purge Test Procedure, and a Review of Actual IM240 Test Results.
The course was conducted in Seattle and Denver in late 1993 and is
available to other areas.
NCVECS, under contract to EPA Office of Mobile Sources, has
developed two additional education materials. A new course,
"Understanding Transient Testing and the Challenges in the
Automotive Service Industry" was designed to train the trainer.
This 8-12 hour course is specifically directed toward the
understanding of IM240 methodology, testing procedures, and
results. This includes an understanding of mass emissions and the
difference between traditional concentration measurements (raw vs.
diluted), and understanding of how mass emissions are calculated,
how the FTP relates to the IM240, and how the garage analyzer
relates to the lane analyzer. It also covers purge/pressure
procedures, common failures and fixes as well as HC, CO, and NOx
diagnostic and repair strategies.
The second product of the NCVECS work for EPA was the
development of a video that focuses on the interaction(s) between
the EGR/AIR/catalytic converter in the reduction of NOx emissions.
The video assists instructors and technicians in the effective
repair of vehicles that fail NOx standards by understanding the
chemistry involved in NOx formation. It also explores the
differences in traditional BAR-4 gas measurement techniques versus
mass emission measurement techniques employed by the IM240.
For more information on existing NCVECS education programs and
the programs that can be customized, contact NCVECS:
National Center of Vehicle Emission Control and Safety
Colorado State University
Fort Collins, CO 80523
303-491-7240
New Hampshire Automotive Education Foundation, Inc.
In New Hampshire, 500 individuals and corporations formed in
1986 a non-profit industry supported foundation, the New Hampshire
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Automotive Education Foundation, Inc. The primary emphasis of this
program has been to implement reforms in secondary and post-
secondary education programs. The Foundation has established
manufacturer specific automotive programs at three two-year
colleges. Working with educators, the Foundation has developed
common curriculum for a college automotive technology program and
has also established, through a federal grant, a secondary multi-
year automotive co-operative program that targets at-risk high
school students. The Foundation encourages all school automotive
programs to become NATEF certified.
A second initiative was to focus on increasing enrollments in
automotive technology programs at the post-secondary level. The
Foundation developed a scholarship/loan program, funded by the
automotive industry, that offers qualified students an interest
free loan to pay expenses for a two year Automotive Associate
Degree Program. The Foundation facilitates the scholarship/loan
program and member dealerships provide the money to the student
they sponsor. Loans are forgiven over a period of time if the
student graduate continues to work for the sponsoring dealership.
At one point, more than 60% of the students in New Hampshire
Automotive Technology Programs were attending college under this
program.
Other Foundation efforts include increasing government,
educator's, and the public's awareness of the importance of the
technological and educational achievement that is needed to become
a skilled technician, finding ways to improve students' skills, and
attracting new people into the automotive technology field. For
more information contact the Foundation, at 603-224-2369.
The Canadian Automotive Repair and Service (CARS) Council
A national core curriculum for the Automotive Service
Technician Apprenticeship Training has been developed by the
Canadian Automotive Repair and Service (CARS) Council. The initial
draft of this curriculum was developed by CARS and subsequently
reviewed by occupational analysts of Employment and Immigration
Canada, the provincial/territorial authorities, and the automotive
industry for validation. The core curriculum is organized into 14
blocks that divide the training, with each block subdivided into
tasks and sub-tasks. Each task provides enabling objective(s) that
key in on the skills and knowledge that an individual must acquire
to perform that task adequately.
Each provincial/territorial jurisdiction rated the sub-tasks
and applied percentage ratings to blocks and tasks. If 70% of the
responding jurisdictions perform the sub-task, it was considered
part of the common core curriculum. The Interprovincial Red Seal
examinations are based on the common core identified through this
validation process.
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The 14 blocks of training are as follows: safety in the
workplace, work practices and procedures, internal combustion
engines, fuel systems, engine management systems, electrical,
electronic and vacuum control systems, automatic
transmissions/transaxles, manual transmission/transaxles and
transfer cases, differentials (front and rear), drive shafts and
drive axles, braking systems steering and suspension systems,
cooling systems and climate control, diagnosis and repair of
occupant safety systems, and body hardware and trim (external and
internal) . For more information on this education program and the
validation process contact:
The Canadian Automotive Repair and Service (CARS) Council
440 Laurier Ave. West
Ottawa, Ontario Canada KIR 7X6
Aspire, Inc.
Aspire, Inc. has developed modules that educate not only the
technicians but also the instructors. The modules come with
instructor guides, student materials, video tapes, slides, work
sheets, and lab demonstrations. The program also includes a 100
question pre-course evaluation to be administered before the first
module and six individual subject evaluations to be administered at
the conclusion of each of the six subject modules. The modules
attempt to correlate proper education, equipment, and hands-on
skill exercises to improved technician repair effectiveness.
The basic course is divided into six main subject modules to
be covered in approximately 40 hours of instruction. The
individual modules are: compression principles, air/fuel
principles, electrical/electronic systems, ignition principles,
computer control theory, and an I/M module (in the final stages of
completion) . Aspire, Inc. has also developed programs for specific
states in order to educate the technicians to meet the demands of
the new I/M programs.
Aspire, Inc. has also developed the Technician Repair Network
(TRN) which is a video program aimed at educating service
technicians in enhanced I/M areas. The TRN show series will
produce and deliver, via closed-circuit satellite television, new
programming every 90 days developed around the IM240 service theme.
This is meant to be a supplement to the formal IM240 education
program. Aspire, Inc. anticipates a national launch of the TRN's
IM240 education program series in October 1994. For more
information on either of the programs contact:
Aspire, Inc.
U.S. Highway One
Morrisville, PA 19067
215-295-0722
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A7 - 5
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Delmar Publishers, Inc.
Delmar Publishers, as a member of the National Education
Resource Center (formed by CSCV) has been contributing to the
effort to work with states in developing and adopting effective I/M
training programs. Delmar, in conjunction with a state, has in the
past and is presently customizing its material to meet the specific
needs of the states requesting Delmar's services. Delmar's support
material includes: student/technician textbooks, workbooks,
videotapes, slides, and instructor guide books. For more
information about Delmar's I/M materials and services contact:
Delmar Publishers Inc.
3 Columbia Circle
P.O. Box 15015
Albany, NY 12214-5511
800-998-7498
Automotive Student Service Educational Training Program (ASSET) -
Ford Motor Company
The Ford Motor Company's Automotive Student Service
Educational Training (ASSET) Program is a partnership between Ford
Motor Company, Ford and Lincoln-Mercury dealers, and a local
community college/technical school. It is a two-year program
designed to educate entry level service technicians for Ford and
Lincoln-Mercury dealerships.
This two-year program is divided into two parts.
Approximately 9 to 12 weeks in the classroom is alternated with
another 9 to 12 weeks of full-time work (with pay) at a sponsoring
Ford or Lincoln-Mercury dealership. The education is specific to
the current Ford and Lincoln-Mercury line of vehicles and includes
all automotive systems. The student technicians must also study
technical mathematics, applied physics, English, and social
studies. For more information on the ASSET program and a listing
of the community college/technical schools that offer this program
contact:
Ford Motor Company
Parts and Services Division
3000 Schaefer Road
P.O. Box 1902
Dearborn, MI 48121
Automotive Service Educational Program (ASEP) - General Motors
Corporation
The General Motors Automotive Service Educational Program
(ASEP) is a program very similar to that of the Ford Motor
Company's ASSET Program. It alternates education at a community
A7 - 6
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college, working in close association with the GM training center,
with that of work experience at a GM dealership. For more
information contact:
GM Training Center Operation
GM Service Technology Group
30501 Van Dyke Avenue
Warren, MI 48090
ATTN: National College Coordinator
810-947-9600
Allen Test Products Division
Allen Test Products has education centers throughout the U.S.
and offers a course in underhood systems that covers carburetion,
fuel injection, emissions control and exhaust gas analysis. For
more information, contact:
Allen Test Products Division
8001 Angling Road
Kalamazoo, MI 49002
Phone: 616-329-7600
FAX: 616-329-7714
Target Training Systems, Inc.
Target Training Systems, Inc. is one of the largest
independent automotive education companies in the United States,
conducting classes in all 50 states. Target Training does not
promote specific equipment or parts, but teaches its courses using
a wide range of equipment. Target Training states that its
training relates the automotive function of a sensor to the testing
of that sensor and also teaches troubleshooting techniques that can
find problems even when the computer control systems indicate that
there is no problem.
Target Training publishes specialized advanced automotive
technology manuals and produces companion individualized videos.
Target Training states that its training manuals are not reprints
of factory service manuals, but represent the test procedures
developed by Target's staff of technical instructors. They are
presently developing a course that is specific to the IM240.
Target Training has also worked with the ASA of Texas to develop a
program that sorts the technicians by skill level and allows the
skilled technicians to proceed at a faster pace. For more
information contact:
Target Training Systems, Inc.
751 Main Street East
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Owatonna, Minnesota 55060
507-451-6231
Mitchell International
Mitchell's Technical Information Program currently offers
courses in driveability diagnostics for Acura, Honda, and Mazda
fuel injected vehicles, and Ford, General Motors and Chrysler
carbureted, CFI, and PFI equipped vehicles. These courses include
instruction in use of scan tools and waveform diagnostics.
Mitchell also offers a course module specifically on use of a
laboratory oscilloscope and waveform diagnosis. In 1995, Mitchell
plans to have a course on advanced engine performance covering
understanding domestic fuel injection systems
Additional Education Programs
The information in the following table was excerpted from
Motor magazine's 1993 and 1994 Source Guides. The following
information on education programs is provided for reference only.
EPA does not endorse any particular program and makes no claims on
the accuracy of the data.
The following companies were selected by EPA, from the Motor
magazine list, on the basis that they can provide education in all
of the following areas: electrical/electronic systems, engine
control systems, engine repairs, and emission control systems.
These are areas that will be key to the successful repair of
vehicles failing the IM240 test.
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Company
AATS, Inc.
AC -Del co
APA Management Group
Automotive Marketing
Assn .
Automotive Service
Assn. (ASA)
Big A Auto Parts
CARQUEST
Ford Parts and Services
Division
GM Aftermarket
Lincoln Technical
Institute
MOTOR Publications
NAPA
NAPA Institute of
Automotive Technology
OTC Div. , SPX Corp.
Pronto
Universal Technical
Institute
Wyoming Technical
Institute
Contact Number
716-671-0320
313-464-5404
913-384-4300
615-361-7914
817-283-6205
Contact local Big A
store
914-332-1515
800-782-4356
517-754-6901
201-736-9340
800-428-6867
Contact local NAPA
store or 800-292-
6428
Contact local NAPA
store or 800-292-
6428
800-533-6127
217-544-7400
602-271-4174
800-521-7558
Type of Training Available
central school (s), local
clinics, audio-visual and
printed material
central school (s), local
clinics, and printed
material (correspondence
courses )
local clinics, audio-visual
and printed material
local clinics, audio-visual
and printed material
central school (s), local
clinics, audio-visual and
printed material
local clinics, audio-visual
and printed material
central school (s), local
clinics, audio-visual and
printed material
central school (s), local
clinics, audio-visual and
printed material
central school (s) and local
clinics
central school
printed materials
central school (s), local
clinics, audio-visual and
printed material
audio-visual and printed
material (self-study
courses )
local clinics, audio-visual
and printed material
local clinics and audio-
visual material
central school (s) and local
clinics
central school (s) and local
clinics
A7 - 9
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APPENDIX 8
Other Sources of
Education/Reference Materials
-------
Appendix 8 — OTHER SOURCES OF EDUCATION/REFERENCE MATERIALS
Drake Training and Technologies
Drake Training and Technologies is an independent company that
develops technician education and certification testing in
conjunction with the interested organization. Drake Training and
Technologies works with the organization to establish a certification
test and implement the testing system, as well as develop a computer-
based education program, both of which assist organizations to
educate and certify their workforce. Drake offers its consulting
services at all stages of the program, including needs analysis,
course development, certification test preparation, and certification
scheduling. For more information on these services contact:
Drake Training and Technologies
8800 Queen Avenue South
Minneapolis, MN 55431
1-800-233-8908
Automotive Training Managers Council's (ATMC) Aftermarket Training
Guide
The Automotive Training Managers Council's (ATMC) Aftermarket
Training Guide supplies the names and information for almost 200
manufacturer associations. For each manufacturer association, the
guide provides the name of the training manager, and the address and
phone number for training information. Actual educational
opportunities are listed under eight categories: underhood,
undercar, paints/PBE, equipment/tools, chemicals, management, machine
shop, and accessories. For further information and/or to receive a
copy of this training guide contact:
ATMC
13505 Dulles Technology Drive
Herndon, VA 22071-3415
703-713-3800
Equipment and Tool Institute (ETI) Member Training Directory
The Equipment and Tool Institute (ETI) Member Training Directory
supplies the names and training information for 26 manufacturers,
suppliers, associations, and schools. The directory provides the
names of the training managers, and the addresses and phone numbers
for training information. Actual educational opportunities are
offered under a variety of categories, including most underhood
areas (including diagnostics), most undercar areas, accessories, and
body repair. For further information and/or to receive a copy of
this training directory contact:
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Equipment and Tool Institute, Inc.
1806 Johns Drive
Glenview, IL 60025-1657
708-729-8550
National Education Resource Center (NERC)
The Coalition for Safer, Cleaner Vehicles (CSCV) formed the
National Education Resource Center (NERC) to ensure that I/M programs
have the support and resources that they need to be successful. The
purpose of the NERC is to provide information on integrated
educational programs, materials and support services to assist states
and industry in the implementation and operation of I/M programs.
For more information on the NERC contact the NERC at the following
temporary address:
NERC
3 Columbia Circle
P.O. Box 15015
Albany, NY 12212-5015
Society of Automotive Engineers (SAE)
The Society of Automotive Engineers (SAE) is offering
recommended practices for developing and assessing automotive
technician education. SAE J-2017, Developing Technician Training, is
addressed to the developers and outlines a systems approach to
improve the ability of technicians to troubleshoot, diagnose, repair,
and service vehicles. SAE J-2018, Assessing Technician Training, is
addressed to users and considers ways to improve technician
performance in the service bay and how to determine the best ways to
meet specific needs. For more information, contact Charles Probst,
415-493-1865 or Dr. Ken Cerny, 313-280-0900, co-chairs of the SAE
Technician Training Committee. To purchase copies of these papers
contact:
SAE Publications
400 Commonwealth Drive
Warrendale, PA 15096-0001
412-776-4841
FAX: 412-776-1830
National Tire Dealers and Retreaders Association (NTDRA)
The National Tire Dealers and Retreaders Association (NTDRA)
publishes a Video Training Network Directory that lists over 400
training tapes from 63 firms, including its own tire mounting and
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repair videos. The Directory also contains a description of each
tape. The Directory can be ordered, for a nominal cost, from the
address below:
NTDRA
1250 I Street NW
Suite 400
Washington, DC 20005
202-789-2300
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