ONBOARD DIAGNOSTIC (OBDII)

SYSTEMS
Rob Klausmeier
Betsy Dorries

October 2005
1

COURSE OUTLINE
Overview of OBDII
Getting Vehicles Ready
Key Features of OBDII
Results of OBDII tests in I/M Programs
Future OBD Requirements

Overview of OBDII Systems

OBD IS NOT NEW! It was invented by
automakers in the early 80s to help diagnose
computer controlled engine systems.
While being a promising concept, early OBD
systems had major limitations.
OBDII regulations were developed to maximize
the benefits of onboard diagnostic systems.

Overview of OBDII Systems

The federal government established regulations that
required all vehicles to meet specific and consistent
requirements for a second generation of onboard
diagnostics; this is termed OBDII.
This second generation OBD system was phased in
starting in model year 1994. By the 1996 model year,
all light-duty vehicles, and by 2004 all medium-duty
vehicles sold in the United States had to meet OBDII
standards.
The primary purpose of OBDII is to insure that
vehicles emit the minimum amount of pollutants
through their useful life.

Features of OBDII Systems

Standardized protocols for communicating with
scan tools through a standardized data link
connector (DLC) located in an easily accessible
location
Determination and recording of readiness status of
emission control system monitors
Standardized requirements for illumination of the
malfunction indicator lamp (MIL)
Standardized diagnostic trouble codes (DTCs)
Freeze frame

Standardized Data Link Connector (DLC)

OBDII regulations require that manufacturers use a
standardized diagnostic connector. This is to allow a generic
scan tool to be used on all OBDII equipped systems.
The connectors for early OBD systems were not standardized.
Technicians need a wide variety of interfaces to properly
connect to early OBD systems on different vehicles.
The newly designed diagnostic connector for OBDII, officially
known as the DLC, contains 16 terminals. Seven of these are
OBDII specific, while the remaining nine are reserved for the
discretionary purposes of the manufacturer.

Standardized Communication Protocol

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

Controller Area Network (CAN)

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

DLC

DLC

CAN will use pins 6 and 14

Allconnectorsshouldalsohavepins4(ChassisGround),5(SignalGround),and16(BatteryPositive).

Pin 2

Pin 6

Pin 7

USES

USES

USES

Pin 10

Pin 14

Pin 15

Standard

J1850 PWM

J1850 VPW

USES

USES

USES

ISO9141/14230

KEYWORD
ISO15765

CAN

DLC Location
The diagnostic connector is required to be located
between the drivers end of the instrument panel and
approximately one-foot beyond the vehicle centerline,
on or below the instrument panel.
On most vehicles, the connector is located beneath
the instrument panel, near the steering column. And
the connector is usually exposed.
Some vehicles have hard to find DLCs.

10

Typical DLC Location

11

Not So Typical DLC Locations

Back Seat

12

Hidden Behind Cover

13

Hidden Behind Two Covers

14

Hidden Behind Wood Cover

15

% of Vehicles with
Communication Problems

16

READINESS
OBDII systems have up to 11 diagnostic monitors.
Diagnostic monitors are periodic tests run on specific
systems and components to ensure that they are
performing within their prescribed range.
OBDII systems must indicate whether or not the
onboard diagnostic system has monitored each
component or system.
Components or systems that have been diagnosed are
termed ready. This means they were tested, not that
they passed the test.
The purpose of recording readiness status is to allow
technicians to determine if the vehicles OBDII system
has tested the components and/or systems.
17

18

READINESS (Continued)
Once a monitor has been set to ready, it will
continue to indicate ready unless the vehicles
battery is disconnected or codes are cleared, with a
few exceptions.
Normally, the readiness status of all components or
systems will be ready.
However, if the vehicles PCM (Powertrain Control
Module (PCM is OBD II terminology for the powertrain
computer) has lost power, or if DTCs have been
recently cleared with a scan tool, all non-continuous
components or systems will be set to not ready.
19

% of Vehicles Not Ready

(>2 Monitors Not Ready)

20

Non-Continuous Monitors
The monitors listed below are termed non-continuous
monitors:

02 Sensor
O2 Sensor Heater
Catalyst
Evaporative System
EGR System
Secondary AIR System
Others if vehicle is so equipped (heated catalyst, and
A/C system)

Readiness is an issue only with these non-continuous

monitors.

21

Enabling Criteria
Non-continuous monitors can only run (test the system)
when the vehicle conditions are appropriate for testing.
These operating parameters are typically termed
enabling criteria.
As an example, the catalytic converter could not be
tested when the vehicle was cold (the cat was not lit) or
when the throttle was wide open (no converter can
manage full enrichment emissions). The PCM could also
not test the system if a major input signal was faulty, if
the Mass Airflow (MAF) sensor or an O2S were faulty,
the PCM would not be able to regulate fuel or evaluate
the converter.

22

Typical Criteria for EVAP Monitor

No DTCs set
Barometric pressure exceeds 75 KPA (below
roughly 14,000 feet
At start-up, IAT & ECT is between 40 and 100 F
ECT is not more than 12 greater than IAT
Fuel tank level is between 25% and 75%
The TPS is between 9% and 35%
The EVAP purge solenoid is at 50% PWM within
65 seconds of run time
Whenever these criteria are met the PCM will run
the EVAP monitor
23

Oxygen Sensor Monitor

The Oxygen Sensor (O2S) Monitor consists of
two tests:
Sensor amplitude test -- The PCM switches the air
fuel ratio rich and lean to see that the O2S can
produce a voltage at the low and high threshold,
typically .2 and .8 volts.
Sensor switch rate test The PCM switches the air
fuel ratio at a specified rate and watches the rate
of change from the O2S above and below the rich
lean threshold. It must typically switch in 50 to 100
milliseconds.
24

Oxygen Sensor Heater Monitor

The Oxygen Sensor (O2S) Heater Monitor
tests to be sure that the heater circuit is
functional.
Manufacturers perform this testing using
several different methods. Typical tests
include: testing after a cold start and watching
the time until O2S activity; monitoring current
flow through the heater element; and cycling
the heater on and off and watching the
change in current as resistance increases.
25

% of Vehicles with O2S Monitor

Not Ready

26

% of Vehicles with O2S Heater

Monitor Not Ready

27

Catalyst Monitor
The three-way catalytic converter is used to convert
the primary exhaust pollutants (HC, CO and NOx)
into carbon dioxide (CO2), water (H2O) and nitrogen.
The cat monitor diagnoses the catalytic converter by
comparing the signal between the upstream and
downstream oxygen sensors.
The catalyst must be 60% efficient to pass the test.
Many early OBD II vehicles are now failing this test
and setting a P0420 DTC.

28

Catalyst Monitor Passed

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

the recording the PCM begins the catalyst monitor by switching
the A/F ratio at a steady and high frequency. The front O2S
shows fine amplitude and switch rate.
The post-cat O2S in blue is staying steady both before and after
the test. This indicates that the converter is doing its job of using
oxygen to oxidize hydrocarbons.

29

Catalyst Monitor Failed

Again, during the mid-point of the recording, the PCM feeds the
cat and watches the rear O2S response, in blue. The post-cat
O2S response rate is almost identical to the front O2S. It is
unable to oxidize the hydrocarbons.
This recording is of a 1996 vehicle with 122,000 miles with a DTC
P0420, Low Catalyst Efficiency. The previous slide showed the
same vehicle with a new converter installed.

30

% of Vehicles with CAT Monitor

Not Ready

31

EVAP Monitor
Non-enhanced systems used between 1996 and
1999 tested the system only to verify purge flow.
Enhanced systems were phased in beginning in
1996 at 20%, 1997 at 40%, 1998 at 90% and 2000
at 100%. Enhanced systems were required to check
for EVAP system leaks.
Early enhanced EVAP systems were designed to
detect a level of HC loss equal to or greater than an
opening in the system of 0.040. 2000 and newer
EVAP systems check for a .020 leak.
32

% of Vehicles with EVAP

Monitor Not Ready

33

EGR Monitor
The EGR system recirculates non-combustible
exhaust gases back into the cylinder to dilute the
incoming air/fuel charge. This cools the
combustion chamber down and reduces Oxides of
Nitrogen (NOx).
The EGR system is monitored for high and low
flow rates, sensor and output failures, and lack of
correlation between PCM commands and
indicated flow.
The system monitor may use a MAP, DPFE, or an
exhaust gas temperature sensor, or Long Term
Fuel Trim (LTFT) to evaluate EGR flow.
34

% of Vehicles with EGR Monitor

Not Ready

35

Other Non-Continuous
Monitors
Secondary Air Injection Monitor -- If the vehicle is
equipped with an air injection system, it must be
monitored for flow. Modern AIR systems use an
electric pump for 90 seconds after start-up to pump
air to the exhaust manifold to reduce cold-start
emissions by oxidizing HC and CO in the manifold
and heating up the converter faster. The monitor
typically watches the O2S while the pump is
energized.
Heated Catalyst and A/C System -- If the vehicle is
equipped with a heated catalyst, then it must be
monitored. Also, if the vehicle uses R12 as an A/C
refrigerant, then the A/C system must be monitored
for leaks. Currently, no vehicles sold in the U.S. use
R12 as an A/C refrigerant.
36

Continuous Monitors
Some of the vehicle components or systems are
continuously tested by the vehicles OBDII system, while
others are tested only under specific vehicle operating
conditions.
The continuously monitored components listed below are
always ready:

Fuel System
Misfire
Comprehensive Components
37

Misfire Monitor
Monitoring misfires and identifying offending
cylinders is a requirement of OBDII. This is
typically accomplished by monitoring crankshaft
deceleration. If a cylinder does misfire fully or
partially, the reduced force on the piston slows
down the crankshaft.
The monitor looks for a change in crankshaft
speed as indicated by a change in the pulse width
or frequency outputted by the crankshaft position
sensor.
38

39

Fuel System Monitor

Using feedback from the oxygen and other
sensors, the PCM manages the fuel system to
optimize engine combustion conditions.
OBDII regulations require that the fuel system be
continuously monitored. The MIL is illuminated if
the fuel system cannot be controlled by the
PCM.
Criteria for setting the MIL varies by
manufacturer but typically if LTFT is above + 2025% or if it is below -20-25% a lean (+20) P0171
DTC, or rich (-20) P0172 DTC is set.
40

Comprehensive Components
Monitor
The on-board system must check for malfunctions in
any electronic component or system that either provides
input to, or receives commands from the PCM for
emissions control.
Sensor inputs are to be tested for functionality (is it
working?) and rationality (do the readings make
sense?).

41

Functional Checks
Functional tests are performed between key on
and key crank. The PCM sends a small current
through components and monitors return.
Example: Circuit Continuity Problems with
circuit continuity include any type of electrical
circuit fault, (open circuit, short to voltage or
ground) switch or sensor failures, (opens, internal
shorts, shorts to ground or voltage) and PCM
internal problems.
42

Rationality Checks
The PCM tests sensors to be sure their signals
make sense by comparing them with other
inputs.
Example -- the Throttle Position Sensor --If the
engine speed is high, engine load indication is
high and airflow is high, but the Throttle Position
signal indicates a closed throttle condition, then
the OBDII system must detect the fault and set
an appropriate DTC.

43

How Monitors Become Ready

The PCM sets a monitor to ready after an
appropriate drive cycle has been performed
within one key-on, engine-run, key-off cycle.
The drive cycle that enables a monitor and
sets readiness codes to ready varies for
each individual monitor. This monitor specific
drive cycle is frequently called a trip.
Normal driving usually sets a monitor to ready
in a couple days.
44

THIS GENERIC DRIVE CYCLE IS INTENDED TO ALLOW

ALL THE MONITORS TO RUN.

45

Getting Vehicles Ready (cont.)

If the driving habits of the vehicle owner or
environmental conditions are such that an
appropriate drive cycle has not been completed,
the monitors will not be ready.
As an example, the catalytic converter will
generally only be monitored when the vehicle is
fully warm, at highway speed, and under light
load. A vehicle that never sees these conditions,
this trip, will never be ready, since the cat
monitor will never run.
46

SOME VEHICLES ARE HARD TO

GET READY
The following vehicles are exempted from
readiness requirements in Delaware:
1996 Subaru (all models) Monitors sets to not ready
when engine is turned-off.
1996 - 1998 Mitsubishi (all models) Requires all
monitors to run in 1 or 2 trips.
1996-1998 Volvos
1996 Mercedes
1996 Hyundai

47

INFORMATION ON HOW TO GET

VEHICLES READY
iATN: www.iatn.com, technical resources
Manufacturers websites: List available at
www.nastf.org, OEM service matrix
OBDII clearinghouse:
www.obdclearinghouse.com.
CSU OBD website: www.ncvecs.colostate.edu.
Many scan tools have monitor criteria available
In the future, EPA will mandate that drive cycles
for all 1996 and newer vehicles must be publicly
available.
48

49

50

MALFUNCTION INDICATOR
LAMP (MIL)
The Malfunction Indicator Lamp (MIL) is the
official term for the warning light that is
illuminated by the vehicles OBD system when a
malfunction occurs.
Before OBDII, the criteria to illuminate the
warning light was not consistent among the
vehicle manufacturers.
51

Malfunction Indicator Lamp

(MIL)

52

MIL Illumination Criteria

The purpose of the MIL is to alert the driver to the
malfunction so repairs can be performed in a timely
manner.
The MIL illuminates when a failure occurs which could
cause vehicle emissions to exceed 1.5 times their
designed standard. This may include sensors that do not
immediately impact emissions and often include
transmission codes, such as TCC or a shift solenoid, that
clearly will effect emissions.
The MIL also illuminates when a problem is detected in a
component that is used as part of the diagnostic strategy
for any other monitored system or component.
The MIL can only be used to indicate actual problems in
the emission control system. It cannot be used as a
maintenance reminder, e.g., change oil.
53

Types of MIL Illumination

When severe misfire occurs that could damage the
catalytic converter, the MIL is required to flash on and
off once per second.
Flashing is intended to
discourage vehicle operation.
Constant illumination of the MIL (i.e., it is not flashing)
indicates that a problem has been detected and the
vehicle should be serviced as soon as possible.

54

Can PCM Turn MIL Off?

The powertrain control module (PCM) can
turn the MIL off if the problem does not
reoccur for three consecutive trips.
For some monitors, the vehicle must be
operated under similar conditions to those
that occurred when the vehicle originally
illuminated the MIL before the MIL can be
turned off.
55

MIL Status
MIL status refers to whether or not the PCM has
commanded the MIL to be on.
The purpose of checking MIL status using the
inspection system is to determine if the vehicles
OBD system has commanded the MIL to turn on
based on a malfunction. This allows you to
determine if there is a malfunction, even if the
MIL is not actually illuminated, The MIL may not
be on because of a problem with the MIL itself, or
due to tampering with the MIL.
56

% of Vehicles with MILs

Commanded On

57

Oregons OBD
MIL Rate by Vehicle Mileage?

58

Oregons OBD MIL Rate

vs Mileage for Model Year 1996?

59

Oregons OBD MIL Rate

vs Mileage for Model Year 1997?

60

Visual Inspection of Malfunction

Indicator Lamp (MIL)
In many OBDII I/M programs, inspectors
perform visual checks of the MIL:
Key-On Engine Off (KOEO)
Key-On Engine Running (KOER)

In DE inspectors only perform a KOER

visual check if the vehicle will not
communicate.
61

Visual Inspection of Malfunction Indicator

Lamp (MIL) -- key on, engine off (KOEO)
The inspector determines if the instrument panel
Malfunction Indicator Lamp (MIL) illuminates when
the ignition key is turned to the key on, engine off
(KOEO) position.
On most vehicles, the MIL will stay illuminated as
long as the key is in the key on, engine off
position. However, on some vehicles, e.g., Chryslers
Hondas/Acuras, the MIL will illuminate very briefly
when the key is turned to the key on, engine off
position and then will go out. This is acceptable.
62

63

64

Visual Inspection of Malfunction Indicator

Lamp (MIL) -- key on, engine running
(KOER)

Some programs perform the KOER check.

The inspector starts the engine and then
determines if the MIL is illuminated while
the engine is running.

65

66

Sometimes inspectors look at the

wrong light!
The MIL will say Service Engine Soon,
Check Engine, or use the international
engine symbol.
Maintenance reminder lights are not MILs.
Vehicles should not be failed if their
maintenance reminder lights are on, but
sometimes they are.
67

68

DRIVER UNDERSTANDING OF MIL

Focus group studies find that motorists do not
understand the MIL.
Confused and concerned by light
Immediate breakdown?
Need to pull over?
Over-heating?
Time for routine maintenance?
Virtually no understanding of link with emissions

69

Understanding of MIL
General nature of message Check Engine or
Service Engine Soon and mysterious icon
(radiator? submarine? helicopter? coffeepot?)
add to confusion
Some: Flashing light indicates more serious
problem
Others: Flashing light indicates less serious
problem (bad light or system cant make up its
mind)
70

My first thought was Whats my engine temperature?

Im always worried that its going to blow up.
I would stop. Im very car-illiterate... I would stop and
look in the manual.
I would have pulled over and looked for something
obvious something over-heating or leaking or a
broken belt.
Every 2000 miles the Check Engine Light comes on
when your engine needs to be serviced, and they
just re-set it.

71

When it came on before, I ended up taping over it because it

wouldnt go off. I asked my mechanic about it, and he said I
didnt have to worry bout it. Its just routine. They come on at
a certain mileage interval when maintenance is due. You can
have it re-set, or you can use duct tape.
I heard from my in-laws that it was a routine issue that would
not affect the cars functioning... and it would be okay to
ignore it. It kept going on and off. I ignored it for a year until I
traded in the car.
I checked the manual. The way the manual was written was
like Stop immediately. Get off the road. Call your dealer ... It
said something serious was wrong. I brought it in, they
looked it over, and said it was just a malfunction of the light.
There was nothing wrong with it.

72

DIAGNOSTIC TROUBLE CODES

(DTCs)
Whenever the MIL is illuminated a DTC should
be stored in the PCM.
Before OBDII, each manufacturer had their
own specific trouble code list and code
definitions.
Under the OBDII requirements, all
manufacturers must comply with a
standardized convention for DTCs.
The universal DTC format consists of a 5character alphanumeric code, consisting of a
single letter character followed by four
numbers.
73

NEW DTC STRUCTURE

74

DTC LISTINGS
A listing of DTCs, including P0, P1,
P2A, P2 and P3 generic codes are
available at IATN, www.iatn.com
under the technical resources list.
The list can be printed or
downloaded for easy access in
your shop.
75

What Sets a DTC?

DTCs are set when a monitor identifies a
problem.
Many diagnostic monitors do not turn the
MIL on when the vehicle fails a test for the
first time. Instead a pending code is set.
If the test fails on a second consecutive
trip, however, the MIL is illuminated and a
DTC is stored.

76

Freeze Frame
When an emission related malfunction occurs
that illuminates the MIL, vehicle-operating
parameters are to be stored in the PCM.
The freeze frame data is stored for the first
DTC that is set. It can only be overwritten by a
Misfire or Fuel Trim DTC.

77

Freeze Frame Parameters

engine rpm
vehicle speed
air flow
engine load
fuel pressure
fuel trim value (i.e., rich or lean)
engine-coolant temperature
intake manifold pressure
open or closed loop status
78

DTCs in Vehicles Failing OBDII

Tests
OBDII Tests provide a reliable means of
recording specific problems that occur in
the vehicle fleet.
This analysis focuses on DTCs recorded
in Delaware, New Jersey, Illinois,
Wisconsin, and Oregon

79

Relationship Between Tailpipe Test

Results and OBD Results
Arizona did a test program where
5,000 vehicles received OBD tests
and IM147 Transient Tests.
Wisconsin performs IM240 tests on
vehicles that are not ready or do not
communicate with scan tool.
80

# of DTCs in Vehicles with MILs

Commanded On

81

Maximum Number of DTCs

Observed
California: >10
Connecticut: 24
Delaware: 15

82

What Are Californias Top Ten

Diagnostic Trouble Codes?
Rank

DTC

1 P0420 -- Low Catalyst Efficiency

10.7%

2 P0171 -- System Too Lean

10.1%

3 P0401 -- EGR Flow Insufficient

7.0%

4 P0174 -- System Too Rich

6.0%

5 P0300 -- Random Misfire

4.6%

6 P0141 -- 02 Sensor Heater Circuit Malfunction

4.5%

7 P1443 -- Ford Evap Control Valve Failure

4.2%

8 P0135 -- 02 Sensor Heater Circuit Malfunction

4.0%

9 P0133 -- 02 Sensor Circuit Slow Response

3.9%

P0455 -- Evaporative Emission Control System Leak

10 Detected (gross leak)
Total Top 10

3.4%
58.5%

83

What Are Connecticuts Top Ten

Diagnostic Trouble Codes?
Rank

DTC
1 P0420 -- Low Catalyst Efficiency

%
11.1%

2 P0171 -- System Too Lean

9.9%

3 P0401 -- EGR Flow Insufficient

7.9%

4 P0174 -- System Too Rich

5.6%

5 P0300 -- Random Misfire

5.1%

6 P0141 -- 02 Sensor Heater Circuit Malfunction

4.9%

7 P0133 -- 02 Sensor Circuit Slow Response

4.4%

8 P0325 -- Knock Sensor 1 Circuit Malfunction

4.2%

9 P0135 -- 02 Sensor Heater Circuit Malfunction

4.1%

P0440 -- Evaporative Emission Control System

10 Malfunction

3.8%

Total Top 10

61.0%

84

What Are Delawares Top Ten

Diagnostic Trouble Codes?
Rank

DTC

1 P0420 -- Low Catalyst Efficiency

9.8%

2 P0171 -- System Too Lean

9.4%

3 P0401 -- EGR Flow Insufficient

8.9%

4 P0300 -- Random Misfire

7.7%

5 P0174 -- System Too Rich

5.2%

6 P0141 -- 02 Sensor Heater Circuit Malfunction

4.8%

7 P0133 -- 02 Sensor Circuit Slow Response

4.7%

8 P0301 -- Misfire Cylinder 1

4.7%

9 P0304 -- Misfire Cylinder 4

4.0%

10 P0135 -- 02 Sensor Heater Circuit Malfunction

Total Top 10

3.7%
62.9%

85

Top 10 Comparison
DTC

CA

CT

DE

P0420 -- Low Catalyst Efficiency

P0171 -- System Too Lean

P0401 -- EGR Flow Insufficient

P0174 -- System Too Rich

P0300 -- Random Misfire

P0141 -- 02 Sensor Heater Circuit Malfunction

P1443 -- Ford Evaporative Control Valve Failure

14

21

P0135 -- 02 Sensor Heater Circuit Malfunction

10

P0133 -- 02 Sensor Circuit Slow Response

10

13

15

P0455 -- Evaporative Emission Control System Leak Detected

(gross leak)

86

What Are the Most Common

P1XXX Codes?
Rank
DTC

CA

CT

DE

P1443 -- Ford Evaporative Control

Valve Failure

14

21

P1131 -- Ford Heated O2 Sensor

17

28

22

P1870 -- GM Internal Transmission

Component Slipping

18

30

23

87

CA DTCs Pass or Fail ASM Test

CA performs tailpipe and OBDII tests on
1996+ vehicles.
DTCs were tabulated for vehicles that
failed the ASM test, and for vehicles that
passed the ASM test.
Some significant differences and
similarities are apparent.

88

CA DTCs Failed ASM Test

Most Frequent DTCs in Vehicles That Fail ASM Test
25.0%
20.0%
15.0%
10.0%
5.0%
0.0%
P0420

P0135

P0401

P0133

P0171

P0134

P0300

P0141

P0301

P0400

89

CA DTCs Passed ASM Test

Most Frequent DTCs in Vehicles That Pass ASM Test
14.0%
12.0%
10.0%
8.0%
6.0%
4.0%
2.0%
0.0%
P0171

P0420

P0401

P0174

P1443

P0141

P0300

P0455

P0133

P0440

90

CA DTCs Failed ASM Test

Rank

DTC

% of DTCs in
ASM Fails

1 P0420 -- Low Catalyst Efficiency

31.66%

2 P0135 -- 02 Sensor Heater Circuit Malfunction

35.03%

3 P0134 -- 02 Sensor Circuit No Activity Detected

54.99%

4 P0113 -- Intake Air Temperature Circuit High Input

30.10%

5 P0401 -- EGR Flow Insufficient

14.19%

6 P0133 -- 02 Sensor Circuit Slow Response

27.70%

7 P0171 -- System Too Lean

9.29%

8 P0300 -- Random Misfire

20.89%

9 P0400 -- Exhaust Gas Recirculation Flow Malfunction

29.93%

10 P0141 -- 02 Sensor Heater Circuit Malfunction

16.29%
91

CA DTCs Passed ASM Test

Rank

DTC

% of DTCs in
ASM
Passes

1 P0171 -- System Too Lean

90.71%

2 P0420 -- Low Catalyst Efficiency

68.34%

3 P0401 -- EGR Flow Insufficient

85.81%

4 P1443 -- Ford Evaporative Control Valve Failure

89.27%

5 P0455 -- Evaporative Emission Control System Leak Detected

96.03%

6 P0141 -- 02 Sensor Heater Circuit Malfunction

83.71%

7 P0113 -- Intake Air Temperature Circuit High Input

69.90%

8 P0300 -- Random Misfire

79.11%

9 P0133 -- 02 Sensor Circuit Slow Response

72.30%

10 P0440 -- Evaporative Emission Control System Malfunction

93.39%
92

Conclusions About DTCs

Top 10 DTCs are nearly identical in Federal and
California vehicles.
The top 10 DTCs are present in about 60% of the MILOn cases. States can jointly develop training programs
to diagnose the top 10 DTCs
About 45% of the OBD Fails have more than 1 DTC.
These cases must be addressed by training.
The most frequent DTC in ASM failures was P0420 (low
catalyst efficiency). But a majority of the P0420 codes
were in vehicles that pass the ASM. Tailpipe tests are not
sensitive enough to identify many cases of low catalyst
efficiency, but theyre better than nothing!
93

Relationship Between Tailpipe Test

Results and OBD Results
Arizona did a test program where
5,000 vehicles received OBD tests
and IM147 Transient Tests.
Wisconsin performs IM240 tests on
vehicles that are not ready or do not
communicate with scan tool.
94

INITIAL IM147 EMISSION LEVELS

Arizona

95

WISCONSIN RESULTS: IM240

Emissions (g/mi.) vs. Ready Status

96

OBD TESTS ON HIGH MILEAGE

TAXIS
As part of a pilot OBD-II test program in
Austin Texas, high mileage taxis were
inspected.
Inspections confirmed that OBDII systems
work well on extremely high mileage
vehicles.

97

TEXAS RESULTS -- Yellow Cab

! Number of tests: 197
! Fail for MIL on: 34.2%
! Fail for unset readiness codes:
n Any: 29.6%
n More than 2: 9.2%

! Fail for MIL on or more than 2 monitors

not ready: 38.8%

98

TEXAS RESULTS Yellow Cab:

% MIL On by Odometer

99

TEXAS RESULTS Yellow Cab:

% Not Ready by Odometer

100

TEXAS RESULTS -- Yellow Cab

Common trouble codes:
Catalytic Converter: 60.0% of MIL-On cases
Catalyst alone: 38.5%, Catalyst + Others: 21.5%
MIL-On Cases without Catalyst Codes (Misfire,
EGR, Air Fuel, and Oxygen Sensors were most
common codes): 40%

101

Future OBD and Diagnostic

Requirements
Additions to OBDII Requirements
Service Information Requirements
OBDIII

102

NEW OBD REQUIREMENTS

PCM VINs on all vehicles Great anti-clean
scanning tool
Clear Code History: Key-starts since codes were
cleared Can tell if codes were cleared just prior
to inspection
Mandatory Monitoring Intervals May allow
DMV to tighten readiness requirements
Permanent DTCs DTCs are only cleared by
the computer after the fix has been confirmed.
103

NEW OBD REQUIREMENTS

Drive cycle info:
Require drive cycles, drive cycle info, or monitoring
conditions to be made available (for all 1996 and
newer) to exercise monitors needed to set readiness
codes.
New Vehicles -- Must allow technicians to be able to
operate all the diagnostics on a single drive cycle.
Helps technicians and motorists get cars ready
for the inspection and verify repair effectiveness.

104

EPAs Recent and Proposed

Revisions to Service Information
Recent and proposed revisions
Web based access to information - passed
Access to OEM training - passed
New definition of emissions-related
information - passed
New technology for reprogramming - revisions
Scan tool information - revisions
Heavy-duty Service Information - revisions
105

OEM Web Site Requirements

Require OEMs to launch individual Web
sites that have required information in full
text
Home page
Accessible to anyone
Instructions on accessing information
Cost and payment options

No use of proprietary hardware, software,

viewers, browsers, and formats
106

Proposed Web Site

Requirements
MYs included
likely to propose 96 and later to coincide with
full implementation of OBDII

Upload information within 3 months of

model introduction and maintain for 15
years
Archive info after 15 year window expires

107

EPA Proposed Training

Propose manufacturers do the following:
Manuals, videos, CD-ROMs, video tapes of
Internet and satellite transmissions made
available by OEMs for purchase on their Web
sites.
Provided to third party that delivers it to
aftermarket.

108

Proposed Scan Tool

Requirements
Make all OEM-specific diagnostic tools
available for sale
Make all generic and enhanced emissions
related information available to tool
companies

109

RECOMMENDED
DIAGNOSTIC/REPAIR PROCEDURE
FOR OBDII FAULTS

Verify customer complaint

Check and record DTCs and Freeze Frame Data
Perform thorough visual inspection
Check Technical Service Bulletins
Understand and Test System or Component
Repair as Needed
Verify Repair and run monitor if feasible

110

VCERTT CASE STUDY #1

P0420 CATALYST EFFICIENCY
Customer came with concern of bucking and
hesitation and the MIL on. The vehicle was a 95
OBD II Subaru.
We attempted to verify customer concern. We could
not duplicate complaint during normal nor aggressive
driving.
Checked MIL status, DTCs and Freeze Frame Data.
MIL commanded ON
DTC P0420 Low Catalyst Efficiency
Freeze frame showed engine warm, light load,
cruising speed, typical of catalytic converter
monitor conditions.
111

VCERTT CASE STUDY #1

P0420 CATALYST EFFICIENCY
We did perform a visual inspection of the converter
which showed no damage or signs of restriction. We
also checked the ignition system for obvious signs of
misfire but found none.

Next we checked for TSBs but found none

appropriate to the concern.
We decided to concentrate on misfire, knowing
that extended misfire is likely to cause converter
damage.
We drove the vehicle again. We lugged the
vehicle significantly and pushed it uphill at full
throttle. We finally achieved misfire and the MIL
flashed.
112

P0420 CATALYST EFFICIENCY and

CUSTOMER CONCERN OF MISFIRE
We rechecked for DTCs and now found P0303,
cylinder #3 misfire along with the P0420
We inspected the platinum plug; it looked great.
We swapped it with cylinder #1, cleared the
codes and road tested. Returned with the same
P0303. Repeated process with wire swap with
same result.
Next we sprayed coil pack and loaded engine to
check for voltage leak or tracking, none
observed. We also visually inspected coil.

113

DIAGNOSING P0303 AND CUSTOMER

CONCERN OF MISFIRE

Cylinder #3 tower
corroded

114

P0303 DIAGNOSIS, REPAIR AND

VERIFICATION
We did test resistance and output of the suspect
coil. It passed the tests but knowing this was a
pattern failure on this vehicle and having
suitable reasons for a conclusion, we replaced
the coil pack.
We cleared the codes, sprayed the coil and
wires down and drove the vehicle as hard as
ever. The MIL stayed off and we felt absolutely
no misfire. We repeated the road test several
times.
We felt confident that we had repaired the
customer concern of bucking and hesitation.
115

P0420 REPAIR AND VERIFICATION

Next we drove the vehicle twice under the
conditions required for the catalyst monitor to
run. We were able to set the monitor to ready
and sure enough P0420 reappeared.
We explained our findings and reasoning to the
vehicle owner and recommended that we
replace the faulty converter.
After replacing the converter we verified our
repair by again running the catalyst monitor. At
ready we had no pending code, at second trip
we had no DTC. The waveforms of O2Ss shown
earlier in presentation were of this case study.
116

CASE STUDY #1 CONCLUSIONS

We did concentrate on customer concern, knowing it could
be the cause of DTC. Typically you would repair system or
component related to DTC first.
We repaired customer concern and verified repair.
We communicated effectively with owner, knowing that
repairs would be costly and symptoms did not, to the lay
person, correlate with the DTC.
We made repair related to DTC and verified that repair.
We checked back with customer a few weeks later to
confirm repair and verify satisfaction.
117

CASE STUDY #1 CONCLUSIONS (CONT.)

The combination of repairs led us to believe that we had
determined the root cause of the P0420 DTC.
Clearing DTCs would not have been an effective strategy
and would have led to a comeback.
Although this was a converter DTC, it is important to
explain to customers with misfire DTCS that it is possible
that damage to the converter occurred. A 420 DTC may
not have set yet because converter monitoring was
suspended. They may be faced with another DTC for low
catalyst efficiency that would require converter
replacement. This discussion covers your work and
reputation.
118

VCERTT CASE STUDY #2

P0130 and P0133 OXYGEN SENSOR
The vehicle was a 1996 Toyota Tacoma with about
114,00 miles on it.
We verified the customer concern of reduced fuel
economy and MIL on.
Verified Mil Status and DTCs P0130-O2S Circuit
B1S1 and P0133-O2S Circuit Slow Response B1S1.
We recorded DTCs and Freeze Frame Data.
We test drove the vehicle to feel for any other
drivability issues; the truck ran well.
We performed a visual check of the B1S1 O2S.
These are bolted on with a plate and notorious for
rust and connector corrosion. This sensor looked
fine.
119

OXYGEN SENSOR DTC AND LOW MPG

We searched for but found no relevant TSBs.
Our first test of the O2S was to be sure that the
heater circuit was working. It had 12 volts and
ground to it with the key on.
We ran the vehicle and monitored the O2S voltage
with our digital multimeter (DMM). We looked to see
that the sensor switched regularly below .4 and
above .6 volts, hoping to see .2 and .8 frequently. It
seemed ok but we knew that test was inconclusive.

120

OXYGEN SENSOR DTC AND LOW MPG

We took several recordings of the O2S at idle and at
2,500 rpm and viewed the MIN/MAX/AVG results.
We did see high and low voltages, but the average
was .2 or .3 volts consistently. We pulled a spark
plug and it was black/rich.
We also ran the vehicle on the dyno and watched
the emissions and calculated fuel economy for later
comparison. The vehicle HC and CO was high, the
NOx was low. Fuel economy was below 24 mpg.

121

O2S DIAGNOSIS AND REPAIR

With a lean-biased O2S and rich spark
plugs we were quite confident that we were
in fact dealing with a faulty O2S.
In the luxury of our case study time, we also
took a scope recording which did show slow
transition.
We replaced the O2S and retested the
sensor with a MIN/MAX/AVG and scope
recording. Both showed a healthy O2S.
122

O2S REPAIR VERIFICATION

To verify our repair we ran the vehicle on
the dyno again to try to run the O2S monitor
and to calculate MPG.
We succeeded in setting the O2S monitor to
ready and found no pending DTCs. The
MPG improved by 30% with the new O2S
installed.
We followed up with the customer after on
month and found her happy with improved
mileage and no MIL.
123

CASE STUDY #2 CONCLUSIONS

We verified the customer concern of the MIL
on and considered causes of low MPG.
We tested appropriately and felt confident
(even without our case study time luxury)
that we found the root cause of both
concerns.
We verified the repair through retesting the
sensor and running the O2S monitor.

124

CASE STUDY #2 CONCLUSIONS

We did discuss the possibility of
converter damage and a subsequent
P0420 given the rich condition.
We communicated with the customer
at the time of repair and one month
after.

125

VCERTT General Diagnosis / Repair

Conclusions
Verify customer concern.
- This is critical to customer satisfaction.
Dont just clear codes to turn off MIL
Doesnt correct problem, and usually results in
unhappy customer

Thorough visual check is necessary

~30% of problems can be identified visually

126

VCERTT General Diagnosis / Repair

Conclusions
Check Technical Service Bulletins
Many common failures have TSBs that save time,
money and may be the only way to resolve
concern.

Need to confirm repair

Without confirmation you are wide open for
comeback

Check back with customer after repair

- This can save you many customers

127

SHOULD A TECHNICIAN CLEAR

CODES IF THE SYSTEM IS
CONTINUOUSLY MONITORED?

Some vehicles appear to be retested

without having codes cleared, since
the MIL was off but the code was
present.
This practice avoids problems with
vehicles being not ready for retests.
Be sure you have verified the repair.

128