Emission Requirements
07-28-07, 11:05 PM
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Emission Requirements
I've been contemplating purchasing a FC as a project car (Turbo II to be exact) by 2008 and right now I'm just planning things ahead of time.
I've never owned a stock turbocharged vehicle or a OBDI FI car so I was curious as far as what are the requirements as far as emissions go? Besides the obvious of having a catalytic converter and not having any check engine lights, do they do anything else at the emissions station?
I figured if I was to do a aftermarket turbo upgrade and they tried to say something about it I can claim that it's stock but what are you guys experience with inspection?
Thanks in advance.
I've never owned a stock turbocharged vehicle or a OBDI FI car so I was curious as far as what are the requirements as far as emissions go? Besides the obvious of having a catalytic converter and not having any check engine lights, do they do anything else at the emissions station?
I figured if I was to do a aftermarket turbo upgrade and they tried to say something about it I can claim that it's stock but what are you guys experience with inspection?
Thanks in advance.
07-29-07, 05:48 AM
#2
as far as having an OBDI FI car....you still won't have one. None of the FCs have that. Best thing to do is find out how your state handles emissions. In my state as long as it passes a sniffer, they don't care whats in there. Others states are different.
FLORIDA REPEALED EMISIONS TESTING!!!!!!!! waste of time and money.
if i were to (ahem) cheat here in WA i would get a cat that fits inline with my racing beat pre-silencer, and swap it out every two years for the inspection. Or every year if I had too
As far as turbos go, BNR rebuilds are supposed to be the same size as stock, maybe same housing, but since bryan is on vacation i have to wait to find out
If you have one of these under the stock heat sheild there would be no way to verify that it is not stock just by looking.
FLORIDA REPEALED EMISIONS TESTING!!!!!!!! waste of time and money.
if i were to (ahem) cheat here in WA i would get a cat that fits inline with my racing beat pre-silencer, and swap it out every two years for the inspection. Or every year if I had too
As far as turbos go, BNR rebuilds are supposed to be the same size as stock, maybe same housing, but since bryan is on vacation i have to wait to find out
If you have one of these under the stock heat sheild there would be no way to verify that it is not stock just by looking.
07-30-07, 10:09 PM
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as far as having an OBDI FI car....you still won't have one. None of the FCs have that. Best thing to do is find out how your state handles emissions. In my state as long as it passes a sniffer, they don't care whats in there. Others states are different.
FLORIDA REPEALED EMISIONS TESTING!!!!!!!! waste of time and money.
if i were to (ahem) cheat here in WA i would get a cat that fits inline with my racing beat pre-silencer, and swap it out every two years for the inspection. Or every year if I had too
As far as turbos go, BNR rebuilds are supposed to be the same size as stock, maybe same housing, but since bryan is on vacation i have to wait to find out
If you have one of these under the stock heat sheild there would be no way to verify that it is not stock just by looking.
FLORIDA REPEALED EMISIONS TESTING!!!!!!!! waste of time and money.
if i were to (ahem) cheat here in WA i would get a cat that fits inline with my racing beat pre-silencer, and swap it out every two years for the inspection. Or every year if I had too
As far as turbos go, BNR rebuilds are supposed to be the same size as stock, maybe same housing, but since bryan is on vacation i have to wait to find out
If you have one of these under the stock heat sheild there would be no way to verify that it is not stock just by looking.
It's not OBDI? Interested. I assumed it was just cause it's a 80s car and uses fuel injection.
I figured most of what you said but I was just curious.
07-31-07, 07:15 AM
#4
OBD1
The origins of OBDII actually date back to 1982 in California, when CARB began developing regulations requiring all vehicles sold in the State from 1988 to have an On-Board diagnostic system (OBD1). OBD1 was relatively simple and only monitored the oxygen sensor, EGR system, fuel delivery system and engine control module.
The essential functionality for OBD1 systems was that the engine management system monitors all electrical components that affect exhaust emissions and provide an optical warning signal in the event of a relevant malfunction. The corresponding fault could be read via a flashing code without the aid of a testing device. Usually the display method was an LED on the ECM or the equivalent of a Malfunction Indicator Lamp (MIL) in the instrument pack. The technician would have to count the number of flashes of the MIL to decipher the displayed code.
OBD1 did not provide guidelines or legislation to provide standardization between different vehicle manufacturers or vehicle models. Consequently, different adapters were needed to work on different vehicles and some systems could only be accessed using dealer specific scan tools.
Another limitation of OBD1 was that it couldn't detect certain kinds of problems such as a non-functioning or missing catalytic converter, ignition misfires, or evaporative emission problems. In addition, the MIL would only illuminate after a failure had occurred, it had no way of monitoring progressive deterioration of emissions-related components.
The origins of OBDII actually date back to 1982 in California, when CARB began developing regulations requiring all vehicles sold in the State from 1988 to have an On-Board diagnostic system (OBD1). OBD1 was relatively simple and only monitored the oxygen sensor, EGR system, fuel delivery system and engine control module.
The essential functionality for OBD1 systems was that the engine management system monitors all electrical components that affect exhaust emissions and provide an optical warning signal in the event of a relevant malfunction. The corresponding fault could be read via a flashing code without the aid of a testing device. Usually the display method was an LED on the ECM or the equivalent of a Malfunction Indicator Lamp (MIL) in the instrument pack. The technician would have to count the number of flashes of the MIL to decipher the displayed code.
OBD1 did not provide guidelines or legislation to provide standardization between different vehicle manufacturers or vehicle models. Consequently, different adapters were needed to work on different vehicles and some systems could only be accessed using dealer specific scan tools.
Another limitation of OBD1 was that it couldn't detect certain kinds of problems such as a non-functioning or missing catalytic converter, ignition misfires, or evaporative emission problems. In addition, the MIL would only illuminate after a failure had occurred, it had no way of monitoring progressive deterioration of emissions-related components.
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