For simplicity, these last three systems (catalyst, EGR, and O 2 system) are generically referred to as “exhaust” monitors and DTCs in this article. The focus of this analysis was on specific monitored systems, including the evaporative emissions control (evap) system, the catalytic converter (catalyst), the exhaust gas recirculation (EGR) system and the oxygen sensor and oxygen sensor heater (O 2 system). This analysis allowed evaluation of OBD system performance and emission control system malfunction prevalence over a broad range of vehicle types, ages, geographic regions, and also spanning a large range of calendar years. Under contract to and in collaboration with the United States Environmental Protection Agency (US EPA), Eastern Research Group (ERG) performed analysis of light-duty gasoline-powered vehicle On-board Diagnostic (OBD) exhaust emissions control system monitor readiness and diagnostic trouble codes (DTCs) using inspection and maintenance (I/M) program data from the states of California, Georgia, New Jersey, and Colorado. Roadside Acceleration Simulation Mode (ASM) fail rates also decreased around the time of the I/M test, suggesting a positive influence of I/M programs on reducing vehicle emissions. For the on-road versus I/M analysis, lower overall readiness rates and higher overall DTC rates occurred during the roadside test than during the I/M test, and the prevalence of roadside DTCs was shown to decrease around the time of the vehicle’s I/M test, possibly indicating some positive I/M influence of reducing on-road DTCs. DTCs were typically limited to a small subset of all possible DTCs for any particular system. Monitor readiness decreased, and DTC rates increased, as vehicles aged. Approximately 0.7% to 2.5% of inspection cycles with a “ready” evap monitor had at least one stored evap DTC, but DTC rates were under 1% for the catalyst and EGR systems, and under 1.1% for the O 2 system, in the states with enforced OBD programs. Evap and catalyst monitors had similar overall readiness rates (90% to 95%), while the EGR and O 2 systems had higher readiness rates (95% to 98%). Analysis focused on the evaporative emissions control (evap) system, the catalytic converter (catalyst), the exhaust gas recirculation (EGR) system and the oxygen sensor and oxygen sensor heater (O 2 system). Results from roadside pullover emissions and OBD tests were also compared with same-vehicle I/M OBD results from one of the states. If the rear should drop, I think the lack of vehicle momentum in combination with my amazing ninja-like reflexes, should be enough to prevent me from launching myself into the empty house across the street.Under contract to the EPA, Eastern Research Group analyzed light-duty vehicle OBD monitor readiness and diagnostic trouble codes (DTCs) using inspection and maintenance (I/M) data from four states. So that basically leaves me sitting there with as much clearance as possible in front of me while I "drive". My thoughts are that anything I could put in front of the front tires as a wheel chalk will have little stopping effect should the rear drop. I've never run a truck while on jack-stands and certainly never run one at 45 mph for 5 minutes then at 25 mph for 15. My questions are, will this work, and are there any specific issues (safety or otherwise) that I need to be aware of? So my new idea is to put the rear end up on jack-stands and "drive" the exact pattern that the FSM calls for.ĭon't know why I didn't think of this two weeks ago. It is simply damn near impossible to do where I live, and I'm tired of screwing with it. After two weeks of trying to meet the "readiness drive pattern" for the evap system so the truck will preform the pressure/vac test.I give up.
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