An idea for passing emissions with a turbo
I was trying to think of a way to pass emissions with a turbo. Would it be possible to have a custom midpipe with 2 (maybe more) high-flow cats on it and pass emissions with the turbo installed? Just an idea. Install this pipe when ever you want to get tested for emissions and then take it off afterwards. Would this put too much back pressure or anything on the system to be a danger? What do you guys think? Is this possible, could it work?
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This is why most, if not all, factory turbo systems have downpipes with catalysts. At least all the turbo RX-7's had this. It's there to heat-up the exhaust gas because heat is what causes the needed chemical reaction in the catalyst. It's not the number of cats, it's the heat that is needed at start-up that's the problem.
Along those lines, I always thought maybe having some sort of bypass valve to go around the turbo and straight to the converter at warm-up may address this issue. Then again, I may be missing a very important technicality. |
If you have a cat installed already, I'd just go get it tested to see what happens.
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The problem with MD, VA, and a few other states, is that they don't actually sniff your car's exhaust. They just plug into the OBDII port and look for any codes. No codes, you pass. I think that's much more difficult to get around.
The Greddy turbo was submitted for CARB approval already by Greddy. It will take a few years, but Greddy must believe the car will still pass emissions. |
Originally Posted by rkostolni
The problem with MD, VA, and a few other states, is that they don't actually sniff your car's exhaust. They just plug into the OBDII port and look for any codes. No codes, you pass. I think that's much more difficult to get around.
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How does your ecu not throw a code when you have AFR richer than the stock ecu wants to see? Most people, if not everybody, using the Interceptor has CEL's for system too rich. The only reason the emanage users don't is due to the cold temp dongle.
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In terms of sniffing the exhaust, all that is needed is good, thurough warm up before hand and passing in turbo form is possible? In georgia i believe they use the direct computer hook up as opposed to the actual exhaust pipe. Is there any way to pass that, or any loop holes?
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change cars
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Originally Posted by rkostolni
How does your ecu not throw a code when you have AFR richer than the stock ecu wants to see? Most people, if not everybody, using the Interceptor has CEL's for system too rich. The only reason the emanage users don't is due to the cold temp dongle.
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If you have some free time later some more details for that mod would be greatly appreciated!
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You would need to construct a dongle like the one that Greddy now includes to defeat the CEL that results from the air pump issue. It is just an SRC with a resistor.
Then, you would hook it up to turn on when under boost. You would have to fool with resistance values so that it reads approximately 13:1 or so. A high-power, multi-turn pot would probably be best and you could monitor the resulting value with a CAN scanner. |
how soon does the CEL come on? if you have a can scanner just clear the CEL.
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Originally Posted by zoom44
how soon does the CEL come on? if you have a can scanner just clear the CEL.
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Originally Posted by zoom44
how soon does the CEL come on? if you have a can scanner just clear the CEL.
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Same here. Even without going into boost it will show up after 3 or so drive cycles.
I wonder if there be any problem with fooling the O2 all the time, as far as affecting anything like DSC, or ABS? |
Originally Posted by MazdaManiac
Why not just have your car in a good state of tune so that it has no codes? That is what I've done.:ylsuper:
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Originally Posted by zoom44
how soon does the CEL come on? if you have a can scanner just clear the CEL.
The emissions computer can tell if the car has had enough drive cycles to establish the CAT efficiency and idle standards table. |
well there ya go.
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Originally Posted by drifter_d
Man, I've been trying to either get transfered or find another job in AZ for a long time, so it ain't for a lack of tryin'! Have family living in Tucson, but I'd love to settle in Phoenix, which is where you're at, if I remember correctly. Maybe I'll send YOU my resume... lol. Warm wishes from cold and windy MD.
Actually, I don't know what the emissions standard is here in AZ. I suspect it might be strict because of its poximity to Cali. I'm not going to register here until I have to since the taxes are high on new-ish cars. Probably two years when the emissions test in MD is about to expire. |
Originally Posted by MazdaManiac
You would need to construct a dongle like the one that Greddy now includes to defeat the CEL that results from the air pump issue. It is just an SRC with a resistor.
Then, you would hook it up to turn on when under boost. You would have to fool with resistance values so that it reads approximately 13:1 or so. A high-power, multi-turn pot would probably be best and you could monitor the resulting value with a CAN scanner. |
Originally Posted by MazdaManiac
You will fail emissions if the PCM has been cleared too recently.
The emissions computer can tell if the car has had enough drive cycles to establish the CAT efficiency and idle standards table. |
You will fail emissions if the PCM has been cleared too recently. |
Probably. I don't know how long the NVRAM cap will last without being grounded.
If, when you go to start the car, the DSC and power steering lights are on, your drive cycle info is gone. |
I have't been following the Interceptor stuff, but is there some reason you can't make a leaner "emissions purpose only" program; slap it in there, putter around to get the necessary drive cycles, get your test, and then back to your normal program?
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Originally Posted by Umbra
So your saying if the car has been in storage without a connected battery it's going to fail emisions if it isn't driven a while before hand?
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Originally Posted by TeamRX8
I have't been following the Interceptor stuff, but is there some reason you can't make a leaner "emissions purpose only" program; slap it in there, putter around to get the necessary drive cycles, get your test, and then back to your normal program?
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Is it manditory to check through the OBDII port? Can you opt for a true exhaust reading instead?
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It depends on the state. Usually, they pick one method or another. In MD and Va the only method for testing cars with OBDII is through the port. It kinda seems stupid to me, because all that really matters is does your car pollute beyond the set limits. So you should be able to opt for a smog check, but you can't.
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They only sniff pre-OBDII vehicles.
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In California, They measure tail pipe emissions on a dyno and use the OBDII port to check to see if the MIL has been commanded on and if the OBDII monitors are complete.
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Originally Posted by TeamRX8
I have't been following the Interceptor stuff, but is there some reason you can't make a leaner "emissions purpose only" program; slap it in there, putter around to get the necessary drive cycles, get your test, and then back to your normal program?
Bueller .... anyone? :dunno: |
How much driving is necessary to get the car to pass emissions after a reset?
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Originally Posted by Umbra
How much driving is necessary to get the car to pass emissions after a reset?
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I think theres some highway miles needed in there too
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Originally Posted by mike1324a
I think theres some highway miles needed in there too
The pattern is in the "after repair" procedure in the FSM. I'll look it up later. |
Typical OBD II Drive Cycle consists includes of a cold engine warm up, accelerating to 55 mph 1/2 throttle, cruise 55 mph for 3 minutes, decelerate to 35 mph, accelerating to 55 mph 1/3 throttle, cruise 55 mph for 5 minutes - end of ODBII drive cycle. In a perfect world, all the monitors will be complete but lots of people know it takes a few good trips to get them all complete. Usually you will complete O2 Sensor, O2 Heater, and EGR System. The harder ones are Cataylst and Evap System.
Hope that helped. |
^^ Excellent. Thanks!
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