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Author Topic: Oil Catch can  (Read 1516 times)

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Offline kgschlosser

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Re: Oil Catch can
« Reply #25 on: October 29, 2021, 08:28:13 AM »
If  you had seen how the car was driven on the dyno you would have pooped yourself. at one point the car jumped and almost came off the dyno. It missed hitting the fan in front of the car by millimeters. When the test was done and the guy pulled the car forward I went over right quick and reached in the windows and pressed the info button until the ECT was shown. It was running hot tad over 230 degrees. considering it was 45 degrees outside and not much warmer in the test area (all the doors were open) it should not have been running that hot unless it was being abused. very little air from the fan was actually making it into the grilles and the ECM in our vehicles slows the fan down as vehicle speed increases. I believe the fan is fully off at 50 or 60 mph which is what the test beings the speed up to. High engine temperatures are going to cause the engine to produce more emissions then it normally does.

What really burns my biscuit is that the engine load was at 100% and the accelerator was more then 80% depressed. I want to say it was at 85% which actually translates to 91% because the most the accelerator is going to go down is 93.3% The engine load being at 100% means that the accelerator was at 93.3%  and the throttle plate had not close up yet after the accelerator was let up on some. This was probably when the operator was about to downshift.


I e-mailed the guy from DMV that contacted me. It has been over 3 days and I have not heard anything. I have a feeling that the guy was feeding me a line of BS and he is not going to do the things he said. I was thinking about it and reading the e-mail over again and I noticed his title was "Investigator DMV Emissions" and there lies the problem. anything that is discovered tat would put the emissions testing at risk would mean he would lose his job if the emissions testing in Colorado got shut down. I wouldn't imagine him providing any information that could cost him his job. I have a feeling I am going to get ignored in hopes that I will go away. That is a serious judgement error if that is what they are doing to do. I will give the information I have so far to the news station that reported on mechanics questioning the validity of the IM240 tests. I am sure they would love to have something a little bit more concrete as evidence.


I am only requesting the logs for my 2 vehicles. There shouldn't be an issue with them giving me that information. If they are not willing to then the question becomes what are they trying to hide?

Offline kgschlosser

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Re: Oil Catch can
« Reply #26 on: November 11, 2021, 04:39:01 AM »
Update on the emissions  BS. I finally got an e-mail from the company  that does the testing. It only took them 16 days. The  response to my complaint really pissed me off. They didn't even read my complaint. This the response I got from them

Quote
I received the complaint regarding your vehicle emissions inspection at the end of October. Since then, I have unsuccessfully attempted to contact you by telephone number, 860-730-3311, several times. Each time the phone rings seven or eight times and then a recording states, 'The wireless customer you are calling is not accepting calls/not available.'
 
I understand that you are questioning why your 2008 Solstice won't pass the inspection. I will be happy to discuss your concerns, and my direct telephone numbers are listed below. However, I believe that making an appointment with the state-run Emissions Technical Center will likely be the best use of our time. The master technicians at the Tech Centers are extremely knowledgeable and will be able to answer all of your questions. We can also have representatives of Air Care Colorado and the Department of Revenue available at that time. Not only will the technician be able to answer any questions, they will also be able to look at the vehicle and possibly make a diagnosis.
 
Would you like to set a time to take your vehicle to the Tech Center?
 
Please let me know.
 


This line is what pisses me off the most.

Quote
I understand that you are questioning why your 2008 Solstice won't pass the inspection.

I am not question why it didn't pass. I know why it didn't pass. I told them why it didn't pass in the original  complaint. There is no need to have my vehicle looked at as the vehicle is not the it's how the vehicle is being driven that is the problem.


This is what I sent as a response.

Quote
There is not a problem with my vehicle and it does not need further inspection. The problem is with the test and how my vehicle was operated during the test.  I do not understand why I have to repeat myself with respect to this.

I could see/hear that the vehicle was not being operated properly and it can also be seen on the report given to me at the end of the test.

Problems with the test and how the vehicle was operated.

The vehicle was in incorrect gears and the RPMs were at levels that were well past the range that is stated in the federal guidelines.

My vehicle was not properly cooled while the test was taking place causing the vehicle to be right on the edge of overheating when the test was finished.

Traction control was never turned off for the test. Federal statute ?85.2221(b)(i)

My vehicle when it was being driven was bouncing all over the place and at one point it was really close to coming off of the machine.

The test results I received include 6 snapshots of data that was collected from my vehicle. Those snapshots include vehicle speed, engine speed (RPM), accelerator position and engine load.

There are 2 places i. the test where the vehicle is to be downshifted. One of those places the vehicle should be downshifted is when the vehicle comes to a stop in the middle of the test, this would be a downshift from 3rd to 1st once the vehicle has made a complete stop. The other is from 3rd gear to 2nd gear and this should be done once the vehicle speed has dropped to 17MPH. In the data that was shown on my test results the vehicle was in 5th gear when traveling < 40mph and the next data snapshot shows the vehicle speed > 50MPH and the vehicle is in 4th gear.

In one of those data snapshots the accelerator pedal is depressed > 80% which is actually over 90% because the maximum the accelerator can be depressed is 93%. In that same snapshot the engine load is at 100%. The vehicle that was tested is close to 500HP I would like to know what the reasoning is behind literally flooring the vehicle during the test. The car has no acceleration problems so there would be no need to do this.


The downshift from 5th to 4th occurred because the operator had the vehicle at close to 40mph in second gear and when they went to shift into 3rd they missed it and went into 5th. There is no way  to accidentally end up in 5th had the operator been shifting from 3rd to 4th like what should have been done at 40mph. When the operator was unable to accelerate the vehicle fast enough to keep up with the test due to the car being in 5th gear at such a low speed they downshifted the car into 4th.

The Federal statute ?85.2221(e)(3):

15MPH,  gear 1 to gear 2, occurs 9.3 seconds into the test
25MPH, gear 2 to gear 3, occurs 47.0 seconds into the test
vehicle coasts to stop, clutch is not to be depressed until the vehicle speed slows to 15mph, occurs at 87.9 seconds into the test
15MPH, gear 1 to gear 2, occurs 101.6 seconds into the test
25MPH, gear 2 to gear 3, occurs 105.5 seconds into the test
17MPH, gear 3 to gear 2, occurs 119.0 seconds into the test
25MPH, gear 2 to gear 3, occurs 145.8 seconds into the test
40MPH, gear 3 to gear 4, occurs 163.6 seconds into the test
45MPH, gear 4 to gear 5, occurs 167.0 seconds into the test
50MPH, gear 5 to gear 6, occurs 180.0 seconds into the test (if the vehicle has a 5 speed transmission this shift does not occur)
vehicle coasts to stop, clutch is not to be depressed until the vehicle speed slows to 15mph, occurs at 234.5 seconds into the test


Federal statute ?85.2221(e)(2):
Driving Trace. The inspector shall follow an electronic, visual depiction of the time/speed relationship of the transient
driving cycle, or trace. The visual depiction of the trace shall be of sufficient magnification and adequate detail to allow
accurate tracking by the driver and shall permit the driver to anticipate upcoming speed changes. The trace shall also
clearly indicate gear shifts as specified in ?85.2221(e)(3).


The displays the operator uses does NOT indicate when to change vehicle gears. This is against federal regulations.


At the state level it defines the measurements taken for a vehicle emissions test.
https://www.sos.state.co.us/CCR/GenerateRulePdf.do?ruleVersionId=2656&fileName=5%20CCR%201001-13

section: TEST SYSTEM TECHNICAL AND HARDWARE SPECIFICATIONS

subsection: Test Standards

(b)(1):
Composite Scores.  The composite scores for the test shall be determined by dividing the
sum of the mass of each exhaust component obtained in each second of the test by the
number of miles driven in the test.


(b)(1)(i):
Composite gpm = grams of emissions / miles driven


(b)(3)(i):
HC mass = Hydrocarbon emissions in grams per second.

(b)(3)(v):
CO mass = Carbon monoxide emissions in grams per second.

(b)(3)(viii):
NOx mass = Oxides of nitrogen emissions in grams per second.

(b)(3)(xii):
CO2 mass = Carbon dioxide emissions in grams per second.


All gasoline 4 cycle internal combustion engines are designed so that a cylinder will detonate once every 2 full revolutions of the engine.

On all gasoline 4 cycle engines at 2000 RPMs each cylinder will detonate 1000 times a minute.
With a 4-cylinder engine there are a total of 4000 detonations that occur per minute. Since we are dealing with test samples totaled every second a conversion from rev/min (RPM) to rev/s needs to be done. Dividing 4000 by 60 is how we get to rev/s which is 67(round up) detonations that occur per second.
If the engine RPMs are 4000 that means each cylinder will fire 2000 times a minute, 8000 detonations will occur each minute. That is 134(round up) detonations a second.

From the above definitions of what the emissions samples are it states that it is the weight of the emissions that take place in one second intervals. If the engine has twice as many detonations occurring during that interval the weight of the emissions is going to be twice as much and this would cause skewed readings. If a vehicle is not shifted exactly at the speeds in the federal regulations the test results are not valid.


The data snapshots provided on the test result do not indicate the gear the vehicle is in, It can however be calculated and this is how that is done.

wheel RPM* final drive gear ratio (differential) * transmission gear ratio = engine RPM

we need to use a common length when calculating distance. we are going to use the SI unit specification. In the SI specification the SI unit for length is the meter.
we want to convert miles per hour to meters per hour and that is done by multiplying the speed by 1609.344


how to calculate number of tire rotations from MPH

first we need to calculate the circumference of the tire that is done using the math below

tire size width is done in millimeters and above we defined that meter is the standard length we are going to use, to convert millimeter to meter multiply by 0.001
the wheel diameter is measured in inches and we need to have the measurement in meters so multiply by 0.0254

My vehicle has a tire size of 245/45/r18 this breaks down into
245 = width of tire in mm, 45 = percentage of the width that is the sidewall height of the tire, r18 = the wheel diameter in inches.

sidewall height: 245 * 0.45 = 110.25 mm = 0.11025m
wheel diameter: 18 in = 0.4572 m

there is sidewall above and below the wheel
tire diameter: 0.11025 * 2 + 0.4572 = 0.6777m (tire diameter)

circumference = 2 * π * radius
radius = diameter / 2
0.6777 / 2 = 0.33885m

circumference = 2 * π * 0.33885m
circumference = 2 * 3.14 * 0.33885
circumference = 2.127978m


so a vehicle traveling at 25MPH
25 * 1609.344 = 40233.6 meters per hour

the tire would have to rotate
40233.6 / 2.127978 = 18906.962384009609121898816623104 times per hour

since we are dealing with revolutions per minute from the engine lets turn that into revolutions per minute.
18906.962384009609121898816623104 / 60 = 315.11603973349348536498027705173


the calculation use to turn wheel speed to engine speed

The transmission gear ratio and the final drive (differential) gear ratio is needed.
Here are the gear ratios for my vehicle

final drive: 3.73
1st 3.75
2nd 2.26
3rd 1.37
4th 1.00
5th 0.73


so if in 3rd gear at 25mph as per the federal statutes
315.11603973349348536498027705173 * 3.73 * 1.37 = 1610.274474642125059563585713762 RPM

at 25mph in second gear the engine speed would be
315.11603973349348536498027705173 * 3.73 * 2.26 = 2656.3651917454033829297107394907 RPM


lets do this for each of the speeds lised in the federal standard

15MPH
15 * 1609.344 = 24140.16 meters per hour
the tire would have to rotate
24140.16 / 2.127978 = 11344.177430405765473139289973863 times per hour
11344.177430405765473139289973863 / 60 = 189.06962384009609121898816623105

1st gear
189.06962384009609121898816623105 * 3.73  * 3.75 = 2644.6113634633440759255969751568 RPM

2nd gear
189.06962384009609121898816623105 * 3.73 * 2.26 = 1593.8191150472420297578264436945 RPM


25MPH
25 * 1609.344 = 40233.6 meters per hour
40233.6 / 2.127978 = 18906.962384009609121898816623104 times per hour
18906.962384009609121898816623104 / 60 = 315.11603973349348536498027705173

2nd gear
315.11603973349348536498027705173 * 3.73 * 2.26 = 2656.3651917454033829297107394907 RPM

3rd gear
315.11603973349348536498027705173 * 3.73 * 1.37 = 1610.274474642125059563585713762 RPM


17MPH
17 * 1609.344 = 27358.848 meters per hour
27358.848 / 2.127978 = 12856.734421126534202891195303711 times per hour
12856.734421126534202891195303711 / 60 = 214.27890701877557004818658839518

3rd gear
214.27890701877557004818658839518 * 3.73 * 1.37 = 1094.9866427566450405032382853582 RPM

2nd gear
214.27890701877557004818658839518 * 3.73 * 2.26 = 1806.3283303868743003922033028537 RPM


25MPH
25 * 1609.344 = 40233.6 meters per hour
40233.6 / 2.127978 = 18906.962384009609121898816623104 times per hour
18906.962384009609121898816623104 / 60 = 315.11603973349348536498027705173

2nd gear
315.11603973349348536498027705173 * 3.73 * 2.26 = 2656.3651917454033829297107394907 RPM

3rd gear
315.11603973349348536498027705173 * 3.73 * 1.37 = 1610.274474642125059563585713762 RPM


40MPH
40 * 1609.344 = 64373.76 meters per hour
64373.76 / 2.127978 = 30251.139814415374595038106596967 times per hour
30251.139814415374595038106596967 / 60 = 504.18566357358957658396844328278

3rd gear
504.18566357358957658396844328278 * 3.73 * 1.37 = 2576.4391594274000953017371420193 RPM

4th gear
504.18566357358957658396844328278 * 3.73 * 1.00 = 1880.6125251294891206582022934448 RPM


45MPH
45 * 1609.344 = 72420.48 meters per hour
72420.48 / 2.127978 = 34032.532291217296419417869921588 times per hour
34032.532291217296419417869921588 / 60 = 567.20887152028827365696449869313

4th gear
567.20887152028827365696449869313 * 3.73 * 1.00 = 2115.6890907706752607404775801254 RPM

5th gear
567.20887152028827365696449869313 * 3.73 * 0.73 = 1544.4530362625929403405486334915 RPM


56.7MPH (top speed of the test
56.7 * 1609.344 = 91249.8048 meters per hour
91249.8048 / 2.127978 = 42880.9906869337934884665161012 times per hour
42880.9906869337934884665161012 / 60 = 714.68317811556322480777526835333

5th gear
714.68317811556322480777526835333 * 3.73 * 0.73 = 1946.0108256908671048290912781993 RPM


at no point during the test should th engine RPM be above 2657

Here are the individual gear min and max RPMs.

1st gear above 2645
2nd gear below 1593, above 2657
3rd gear below 1094, above 2577
4th gear below 1880, above 2116
5th gear below 1544, above 1947

If the vehicle is in 2nd gear and the engine RPMs are below 1593 the test is invalid. If they ever go above 2657 the test is invalid.


My vehicle hs a feature called DFCO (Deceleration Fuel Cut Off), this feature is for the purpose of decreasing emissions. This feature has a very specific set of things that have to take place in order to activate. The vehicle must be in gear, the accelerator must be fully released, the clutch must be fully engaged. When this feature activates it is the same as turning off the engine, ZERO emissions are produced from the vehicle. This is the reason why the federal regulations specifically state when the vehicle is to be clutched in when decelerating. There are 2 places that denote when the vehicle is to be clutched in and that is just before the vehicle comes to a complete stop. In the graph provided by the test facility it shows the vehicle emissions output at specific points in time while the test was being taken. In those graphs it also shows the speed of the vehicle. You can easily see when the vehicle is coming to a complete stop and what the speed of the vehicle was when the deceleration started to occur. What you do not see is the emissions output of my vehicle drop to 0 when the deceleration is taking place. This means that the operator of the vehicle is depressing the clutch when the start of the deceleration occurs and not at the 15MPH speed that the Federal statuses state. This is going to cause an elevated number of emissions to be released from my vehicle and therefore the test should be invalid.

I only have available 6 data snapshots on the test results, I know that more then 6 snapshots were taken. I am sure that something like 1 a second was taken.  I am requesting the entire data log for my vehicle  that was done on October 23rd 2021 @ 9:44:23 AM
I am also requesting a complete data log for my other vehicle that was tested on the same day immediately after.

2008 Pontiac Solstice
VIN #: 1G2MG35X
Plate #:
VIR:
Station:
Lane:
Test timestamp:

2010 Lincoln MKS
VIN #: 1LNHL9ER
Plate #:
VIR:
Station:
Lane:
Test timestamp:

The reason why I am requesting the second vehicle is because it passed. The vehicle has a gross exhaust leak and there were 2 DTCs P0012 and P0022 set in the car's computer. It passed by a large amount. My Pontiac has no check engine lights and all IM tests had passed yet the car fails. The difference was how the vehicles were driven. I could visually see it and also hear it.  I was not given any snapshots or graphs for the Lincoln and I am not sure why. I was only given snapshots on my Solstice for the last test. I have had 3 failed tests and I have spent a decent chunk of money to locate a problem that doesn't exist. I do not know why I was only provided snapshots on the last test that was performed.

My vehicle was abused all 3 times the test was taken and I have been without a vehicle for 9 months because of this. All of the emissions components on my vehicle are in perfect working order and the only thing that can attribute to the vehicle failing is the manner in which it is being driven during the test. you can see the 3 tests have wildly different results but nothing has changed on the vehicle at all. The only thing that could attribute to the difference in results is how the vehicle was operated when the tests were taken. I know the vehicle was abused for all 3 tests as I could see it (vehicle jumping around on the dyno) and I could hear it (high engine RPMs). When my Lincoln was tested the vehicle was smooth as silk on the dyno and there was no high RPMs from the engine heard.

Bringing my vehicle in to have it looked at to determine what the problem is with it when there is nothing wrong with the vehicle is just going to waste more time. If you look at the data from my test you will clearly see the vehicle was not operated within the federal regulations and if you look at the test for my Lincoln you are going to find that it was operated within regulations. The Lincoln passed when there were issues with the emissions system that should have caused a failure but didn't because of the way the vehicle was driven.


There needs to be a solution to the problem that does not involve my vehicle being diagnosed. This has already been done on more then one occasion already and no problems are found with the vehicle. I want to start off with looking at the full data sets for both vehicles so I can see how different the vehicles were driven to confirm my suspicion.


Thank you for taking the time to read this. I hope it clarifies what my complaint is.


And that was pretty much the same information I had put in the complaint. I sent this reply 2 days ago and I have not heard peep back. Tomorrow I am going to mess around with the rev limiter in the tune to see if it will allow me to lower it to 2900 RPMs If does then I will bring the car in once again to have the emissions tested and we will see if it passes which I am pretty confident that it will as I am only over the line on the CO by 3 grams a mile. Them having the RPMs 25%-35% higher then they would be if they drove the car properly is causing the vehicle to produce 25%-35% more emissions. As I said in my reply, My Lincoln MKS should have failed and it didn't just squeak by. it passed with super low numbers. Odd how it was able to do that with the valve timing being messed up and an exhaust leak between the catalyst and the engine. The cars computer says it fails emissions but it passed an IM240 test.  My Solstice has no check engine lights and it passes it's internal IM tests but it fails the IM240 test. How in the hell is that possible???  They are manipulating the test.

In Colorado about 6% of the vehicles that take the IM240 test fail. and only vehicles older then 11 years are required to take the IM240 test. That 6% is the only reason why there is still emissions testing in Colorado. Wouldn't it be interesting to know what percentage of that 6% didn't have the vehicle operated properly. 


Offline Dylan

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Re: Oil Catch can
« Reply #27 on: November 11, 2021, 06:31:07 AM »
Disgusting behavior for testing vehicles emissions - :slap: :slap: they finally stopped vehicle testing here in Ontario Canada - was just a cash grab for the Province.  Probably take them a few weeks to respond if they do - you gave them way too much details for them to consider - simple basics - are a problem with them it seems - so your clear details will cause them confusion again :slap: - Here I had to go to a special test facility because I had a Solo exhaust - but it passed - Glad I do not have to go through that! Sorry about the crap you get!

Offline kgschlosser

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Re: Oil Catch can
« Reply #28 on: November 11, 2021, 11:29:25 AM »
The details are fine. lack of a response = guilty. I already have proof of the wrong doing I would like to have more. If I have the entire data log from the vehicle I will be able to write a program that would be able to calculate what the vehicle emissions would be if the vehicle is driven normally. If I am able to do that and I hand it off to the news stations I am sure the news stations would run with it. The emissions in this state is only hanging on by a small thread. I am the one that has the scissors  but I want to not only do away with it in this stat but every other state the company is doing emissions in as well. If it is found that the IM240 test can be manipulate the question is going to get raised at how valid the test is. The test should never have been used because it has no way to remove the human factor from skewing the results. If this goes "viral"the company will go out of business just about overnight. very state that uses the IM240 test will have to stop emissions testing and all the records from the time they started doing the im240 test will have to be audited. Any test that was done  where the vehicle RPM exceeded 3000 or the vehicle RPM was not recorded at all would have to be considered an invalid test. This company is intentionally doing this in order to elevate the number of failed vehicles so the state will not axe the program. we all know the company that does the emissions is getting paid an extremely large sum of money to do it. So that company would not want the program to go away. How would a company ensure that the emissions testing doesn't go away? cheat the test to cause failures.

as I said before this question has been raised by mechanics.  There was no proof 4 years ago when it came up only suspicion and news stations reported on it. Imagine what they are going to do if they now have proof of this occurring?? It's gonna be a fiasco. Any time a company that is being paid by the government is found to be commit fraud it always goes national and people get pissed No one has any love for emissions testing so it is a hated thing  and it's validity is always being questioned. Come to find out the whole thing is a fraud and the states have been getting scammed someones nuts are going to end up in the vice.

Offline rob the elder

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Re: Oil Catch can
« Reply #29 on: November 11, 2021, 11:56:27 AM »
Wow,
I have to take both our cars in every two years now because of their age.  They are alternating between OBD data pull and dyno run on alternate trips to Air Care.  The stock 2.0 Sky passes without any issues both inspections.  The LS equipped car always passes the OBD test but has previously been borderline failing for the dyno test until we cleaned up the crankcase venting system that was not properly installed during the integration process.

Several years ago, before Colorado went purple, the Republican legislature recognized that Air Care was a make work, jobs program making little actual contribution to clean air. They were working legislation to terminate the inspection process when the election flipped the legislature to DemoKrats.  The DemoKrats have expressed their admiration for Kalifornia by adopting much of the Kalifornia draconian restrictions on the free market here in Kolorado.  One of those areas of admiration is keeping the ineffectual and useless Air Care inspections in place.  Personally I think the key decision makers are using Air Care as a source of income for their relatives but that is a story for another day.

When we started our bi-annual trips to Air Care, they did a "full" inspection of the pollution control devices.  This started with opening the hood and peering inside with a critical eye.  Then they used mirrors to inspect the bottom of the car for "tampering".  this invasive inspection process by what are basically people who cant get a real job executing the inspections resulted in a change to a performance based inspection/test process.  They can no longer open the hood or inspect the car.  They pull the OBD data and if its green, you passed.  On the dyno, they stick the sniffer in there and if it does not exceed the thresholds, then you passed.  The criteria is your car has to meet the specified pollution performance of the stock car when it left the factory.  You can put in any power plant you can stuff in there and they cant care.  Just what comes out the tailpipe.

My sense is expecting the staff at Air Care is like asking a preschool class to design a lunar launch vehicle.  "Huh?"  is pretty much the limit of their vocabulary.

Hope you get this figured out.

Offline kgschlosser

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Re: Oil Catch can
« Reply #30 on: November 12, 2021, 07:49:56 PM »
It is state law that any person that  performs any  part of an inspection on a vehicle must be licensed by the state of Colorado to do so. Now you and I both know that not one single person doing the tests on vehicles is licensed by the state.


these are the requirements in order to get the license

Code: [Select]
Colorado statute 5 CCR 1001-13

D.II.A.  Qualification of Emissions Mechanics and Emissions Inspectors

D.II.A.2.  An applicant must demonstrate knowledge, skill, and competence concerning the
conduct of emissions inspections, and within the basic program area the adjustment and
repair of vehicles to manufacturers' specifications. Such knowledge, skill and
competence will be shown by passing a written and skills proficiency qualification test
including, but not limited to, knowledge of the following:
D.II.A.2.a.   Operation and purpose of emissions control systems.
D.II.A.2.b.   Relationship of exhaust and evaporative HC and CO to timing and
air/fuel ratio control.
D.II.A.2.c.   Adjustment and repair to manufacturers' and applicable high altitude
specifications.
D.II.A.2.d.   Rules and regulations of AIR Program and proper inspection procedures.
D.II.A.2.e.   Contemporary diagnostic and engine tune-up procedures.
D.II.A.2.f.    The provisions of the Emissions Control Systems Performance Warranty
pursuant to Section 207 (A) and (b) of the federal Clean Air Act as it applies to
the AIR Program.
D.II.A.2.h.   Operation of and proper use, care maintenance, calibration and gas
span checking of the Division-approved inspection equipment.

D.II.A.2.j.    Emissions related adjustment and repair requirements for all vehicles
failing the initial emissions inspection.
D.II.A.2.k.   Inspecting for visible smoke emissions.
D.II.A.2.m.   Cause and effect of air pollution.
D.II.A.2.n.   Purpose, goal and function of the AIR Program.
D.II.A.2.o.   Exhaust and evaporative emissions inspection procedures and rationale
for use.
D.II.A.2.p.   Public relations and motorist assistance.
D.II.A.2.q.   Safety procedures in the inspection lane or bay.


No person doing the inspection at the emissions station will be able to explain D.II.A.2.b

Offline kgschlosser

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Re: Oil Catch can
« Reply #31 on: November 12, 2021, 07:52:30 PM »
and for some reason not known to me I have to do emissions on my vehicles every year and I have had to do that for the last 8 years. It's becoming a real annoyance.

 

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