The California Smog Law(s) Thread [MERGED]
Ok I'm back 3 yrs dead
Time for smog again.
Last tkme it passed with kelford 272 and 1000 cc inje tors. And e85 tune. Skunk 2 intake mani 65 mm tb
NOW
map short runner fp green turbo and 1400 CC INJECTORS.
still has stock cat in place....e85 and walbro 450 it need a tune it running rich since I just installed the 450...so a little extra fuel.....will it pass smog here in cali?
Time for smog again.
Last tkme it passed with kelford 272 and 1000 cc inje tors. And e85 tune. Skunk 2 intake mani 65 mm tb
NOW
map short runner fp green turbo and 1400 CC INJECTORS.
still has stock cat in place....e85 and walbro 450 it need a tune it running rich since I just installed the 450...so a little extra fuel.....will it pass smog here in cali?
Last edited by evoiao; Jan 17, 2014 at 01:01 AM.
another place i went to checked my ECU for readiness before smogging. that was cool. again, not really sure that is common either.
in my town i can't pass if anything looks fancy or aftermarket. it it's a different color, has a label, or looks cool, they question it and usually refuse to smog the car. this is mostly due to the fact that B.A.R. comes down hard on our guys and monitors them SUPER close. they'd rather not risk the fine.
Newbie
Joined: Apr 2014
Posts: 5
Likes: 0
From: Sac
Cams and CA smog
Evo n00b here. Picked up an 03 VIII recently, and I'm hungry for more power 
Looking for cams, I've basically narrowed down my selections to the Kelford 272s, HKS 264/272 or 272s, GSC S1 or 2, or?
I'm on a budget and I'm looking used first, just for costs sake. I will be going E85 shortly after installing the cams. Now I would like to stay "smog friendly", as I am in the people's rebulik of kommiefornia. Also I would like a good valve spring reccomendation. From what I've gathered, Kelfords or the S2s will be pushing it for passing a sniffer test, even though I have til next october to worry about it. I don't mind having something a little on the mild side. I would like to be 400 wheel after the cam/e85 change.
Current mods:
FP 71HTA turbo
Evo IX CBV
FIC 880cc injectors
Walboro 255
Cobb filter
Newer ACT clutch and flywheel
Tuned by FFtec in Hayward, made 324whp on a mustang
Future mod plans are an FP red or black, and fully built trans/t-case.
Thanks in advance!
Looking for cams, I've basically narrowed down my selections to the Kelford 272s, HKS 264/272 or 272s, GSC S1 or 2, or?
I'm on a budget and I'm looking used first, just for costs sake. I will be going E85 shortly after installing the cams. Now I would like to stay "smog friendly", as I am in the people's rebulik of kommiefornia. Also I would like a good valve spring reccomendation. From what I've gathered, Kelfords or the S2s will be pushing it for passing a sniffer test, even though I have til next october to worry about it. I don't mind having something a little on the mild side. I would like to be 400 wheel after the cam/e85 change.
Current mods:
FP 71HTA turbo
Evo IX CBV
FIC 880cc injectors
Walboro 255
Cobb filter
Newer ACT clutch and flywheel
Tuned by FFtec in Hayward, made 324whp on a mustang
Future mod plans are an FP red or black, and fully built trans/t-case.
Thanks in advance!
Evolved Member
iTrader: (13)
Joined: Sep 2011
Posts: 1,288
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From: JacksonvilleNorth Carolina/Central Florida
try checking out www.socalevo.net for smog related stuff, maybe even someone on there who knows of a guy....
https://www.evolutionm.net/forums/we...ad-merged.html
You're not talking about black smogging are you? That's illegal.
Newbie
Joined: Apr 2014
Posts: 5
Likes: 0
From: Sac
try checking out www.socalevo.net for smog related stuff, maybe even someone on there who knows of a guy....
https://www.evolutionm.net/forums/we...ad-merged.html
You're not talking about black smogging are you? That's illegal.
You're not talking about black smogging are you? That's illegal.
That's awesome! What cams?Sweet. I found a set of them locally for $240, strongly considering.
Im running Tomei 270 procams with 10.7mm lift intake/10.2mm lift exhaust, iirc.
The main thing is to have your stock cat in there. When we finally got my car running I HAD to get my car to pass smog that day. I noticed with my nose that no way it could pass as you could smell the excessive HCs coming out the tailpipe. I was in a time crunch and had to figure out why it was that bad considering I had the stock cat and most folks easily pass with the stock cat.
I took it to a place just to get a quick tailpipe reading, HCs were in the 300s!! max allowed is 100ppm. This would get me sent to a ref likely, I needed to fix it. A quick inspection I saw that I still had the rear O2 spacer installed from when I was running my HFC, even though I had the stock cat now. I took off the spacer, disconnected the battery to reset it, re connected it, started up the car, and there was hope. My nose test smelled much less HCs coming from the tailpipe so I felt confortable enough to go back and test. I did a pretest just to be safe and passed so I went ahead and did the smog test. my numbers were something like 94 ppm, max allowed is 100ppm.
Barely passed, and barely made it 15 minutes before the smog shop closed as well. I likely wouldn't been able to go for another month to get this taken care of, so I was really happy when I passed.
The main thing is to have your stock cat in there. When we finally got my car running I HAD to get my car to pass smog that day. I noticed with my nose that no way it could pass as you could smell the excessive HCs coming out the tailpipe. I was in a time crunch and had to figure out why it was that bad considering I had the stock cat and most folks easily pass with the stock cat.
I took it to a place just to get a quick tailpipe reading, HCs were in the 300s!! max allowed is 100ppm. This would get me sent to a ref likely, I needed to fix it. A quick inspection I saw that I still had the rear O2 spacer installed from when I was running my HFC, even though I had the stock cat now. I took off the spacer, disconnected the battery to reset it, re connected it, started up the car, and there was hope. My nose test smelled much less HCs coming from the tailpipe so I felt confortable enough to go back and test. I did a pretest just to be safe and passed so I went ahead and did the smog test. my numbers were something like 94 ppm, max allowed is 100ppm.
Barely passed, and barely made it 15 minutes before the smog shop closed as well. I likely wouldn't been able to go for another month to get this taken care of, so I was really happy when I passed.
Last edited by TommiM; Apr 19, 2014 at 05:42 AM.
Newbie
Joined: Apr 2014
Posts: 5
Likes: 0
From: Sac
Im running Tomei 270 procams with 10.7mm lift intake/10.2mm lift exhaust, iirc.
The main thing is to have your stock cat in there. When we finally got my car running I HAD to get my car to pass smog that day. I noticed with my nose that no way it could pass as you could smell the excessive HCs coming out the tailpipe. I was in a time crunch and had to figure out why it was that bad considering I had the stock cat and most folks easily pass with the stock cat.
I took it to a place just to get a quick tailpipe reading, HCs were in the 300s!! max allowed is 100ppm. This would get me sent to a ref likely, I needed to fix it. A quick inspection I saw that I still had the rear O2 spacer installed from when I was running my HFC, even though I had the stock cat now. I took off the spacer, disconnected the battery to reset it, re connected it, started up the car, and there was hope. My nose test smelled much less HCs coming from the tailpipe so I felt confortable enough to go back and test. I did a pretest just to be safe and passed so I went ahead and did the smog test. my numbers were something like 94 ppm, max allowed is 100ppm.
Barely passed, and barely made it 15 minutes before the smog shop closed as well. I likely wouldn't been able to go for another month to get this taken care of, so I was really happy when I passed.
The main thing is to have your stock cat in there. When we finally got my car running I HAD to get my car to pass smog that day. I noticed with my nose that no way it could pass as you could smell the excessive HCs coming out the tailpipe. I was in a time crunch and had to figure out why it was that bad considering I had the stock cat and most folks easily pass with the stock cat.
I took it to a place just to get a quick tailpipe reading, HCs were in the 300s!! max allowed is 100ppm. This would get me sent to a ref likely, I needed to fix it. A quick inspection I saw that I still had the rear O2 spacer installed from when I was running my HFC, even though I had the stock cat now. I took off the spacer, disconnected the battery to reset it, re connected it, started up the car, and there was hope. My nose test smelled much less HCs coming from the tailpipe so I felt confortable enough to go back and test. I did a pretest just to be safe and passed so I went ahead and did the smog test. my numbers were something like 94 ppm, max allowed is 100ppm.
Barely passed, and barely made it 15 minutes before the smog shop closed as well. I likely wouldn't been able to go for another month to get this taken care of, so I was really happy when I passed.
I'll be on ethanol fairly soon, so I know that will help if I ever have to do a sniffer test. I'm worried about the new test with plug-in only, supposedly it will detect mapped ECUs.
Woah HC's were that high?? From what I've seen Evos tend to run pretty clean. But at least you passed!
I'll be on ethanol fairly soon, so I know that will help if I ever have to do a sniffer test. I'm worried about the new test with plug-in only, supposedly it will detect mapped ECUs.
I'll be on ethanol fairly soon, so I know that will help if I ever have to do a sniffer test. I'm worried about the new test with plug-in only, supposedly it will detect mapped ECUs.
Previous setup was tuned on stock cams. I think with the overlap of the new cams it was making the ecu dump excess fuel trying to keep up I guess.
I heard about that, but Im not clear as to how they can tell. My understanding is it will recognize stuff like piggybacks and chips. As far as I know, there isn't any footprint that goes with changing a timing or fuel map other than whats measured on the tailpipe. Like I said though, I really don't know enough about that though. I hope it doesn't get that bad.
Newbie
Joined: Apr 2014
Posts: 5
Likes: 0
From: Sac
This is what the new test will consist of, or what the new scanning machine will do.
Now I'm not exactly sure what everything here means, as I'm not a technician.. But, I guess the PID is what the kicker is. It will compare the parameter's of your ECU to the parameter's that Mistsubishi provides, now does that mean it will detect boost and fuel enrichment maps? Who knows. But it's still worrisome.
Clean Scanning
• The communication protocol that the vehicle uses. This includes SAE J1850,
ISO 9141-2, ISO 14230-4 (Key Word Protocol 2000), and ISO 15765-4 (CAN
Protocol). Some of these protocols permit the use of options that effectively
create distinct sub-protocols.
• The readiness profile of the vehicle. This provides information on which of the 11
readiness indicators are “supported” by the vehicle. The indicator profile is most
often affected by whether or not the vehicle is equipped with secondary air or
exhaust gas recirculation.
• Module ID’s and addresses. Vehicle computer networks typically connect
multiple computer modules together, including the engine control module, the
transmission control module, and often times other modules. The manufacturer
assigns an ID or address for each of these modules. There is no required
convention for how these module ID’s are assigned, so they typically vary
between manufacturers and even between models within a manufacturer’s
product line.
• Parameter Identification Count (PID count). This value can be calculated by the
inspection equipment from information reported by the on-board computer and
indicates how many parameters are available for downloading through the
vehicle’s data stream. The value varies for different vehicle makes and models.
The data parameters identified above can be compared to known values for each
vehicle being inspected. The comparison can take place while the vehicle is being 8
inspected so that discrepancies can be immediately addressed, or it can take place
during post-inspection processing of the data. For the latter, discrepancies could trigger
enforcement investigations against specific inspection stations or inspectors. Most
states performing OBD inspections already collect this data and are successfully using it
to identify fraudulent tests and take action against the inspectors and/or stations without
the need to do further undercover observations or evidence gathering.
Newer vehicles include additional sources of information, which can go as far as
positively confirming whether or not the downloaded data is from the vehicle purportedly
being inspected.
• Calibration ID (Cal ID), a number assigned by the manufacturer to identify the
software calibration of the vehicle. This ID is usually unique to a particular
vehicle model.
• Calibration Verification Number (CVD). This value is computed based on
contents of the on-board computer’s software. It is typically unique to a specific
CAL ID for a particular vehicle model, or even at the sub-model level.
• Vehicle Identification Number (VIN). Newer model year vehicles store the VIN
electronically in the on-board computer. This value uniquely identifies the test
vehicle, and can be compared to the VIN on the registration renewal form.
• The communication protocol that the vehicle uses. This includes SAE J1850,
ISO 9141-2, ISO 14230-4 (Key Word Protocol 2000), and ISO 15765-4 (CAN
Protocol). Some of these protocols permit the use of options that effectively
create distinct sub-protocols.
• The readiness profile of the vehicle. This provides information on which of the 11
readiness indicators are “supported” by the vehicle. The indicator profile is most
often affected by whether or not the vehicle is equipped with secondary air or
exhaust gas recirculation.
• Module ID’s and addresses. Vehicle computer networks typically connect
multiple computer modules together, including the engine control module, the
transmission control module, and often times other modules. The manufacturer
assigns an ID or address for each of these modules. There is no required
convention for how these module ID’s are assigned, so they typically vary
between manufacturers and even between models within a manufacturer’s
product line.
• Parameter Identification Count (PID count). This value can be calculated by the
inspection equipment from information reported by the on-board computer and
indicates how many parameters are available for downloading through the
vehicle’s data stream. The value varies for different vehicle makes and models.
The data parameters identified above can be compared to known values for each
vehicle being inspected. The comparison can take place while the vehicle is being 8
inspected so that discrepancies can be immediately addressed, or it can take place
during post-inspection processing of the data. For the latter, discrepancies could trigger
enforcement investigations against specific inspection stations or inspectors. Most
states performing OBD inspections already collect this data and are successfully using it
to identify fraudulent tests and take action against the inspectors and/or stations without
the need to do further undercover observations or evidence gathering.
Newer vehicles include additional sources of information, which can go as far as
positively confirming whether or not the downloaded data is from the vehicle purportedly
being inspected.
• Calibration ID (Cal ID), a number assigned by the manufacturer to identify the
software calibration of the vehicle. This ID is usually unique to a particular
vehicle model.
• Calibration Verification Number (CVD). This value is computed based on
contents of the on-board computer’s software. It is typically unique to a specific
CAL ID for a particular vehicle model, or even at the sub-model level.
• Vehicle Identification Number (VIN). Newer model year vehicles store the VIN
electronically in the on-board computer. This value uniquely identifies the test
vehicle, and can be compared to the VIN on the registration renewal form.