In those posts, I am publicly sticking my neck out by stating that I do not require a customer receipt as proof of installation before withdrawal and/or rescission date. Unless someone here can link me to a clear statement proving that I am wrong for doing so, I will continue this practice.
This question is slightly off topic, but I'll ask it here anyway.
Would you guys let a D-182-47 on a 1991 Toyota 4Runner 3.0L CA slide? It probably would have slipped by me with a Pass a few years ago, but not yesterday (it had other problems too). I'm not being overly strict, am I?
Just The Facts (and kfworry). I apologize for being a bit loopy ... for several days now I've been hopped-up on prescription pain meds for massive lower back and hip pain, to help me limp to work, and I don't trust my critical thinking skills.
I'm going to tell you what I did, and let you explain my alleged screw-up to me and everyone else here.
1) I went here, and found no entry for D-182-47. I don't know the vehicle category (PC-1, T-1, etc.)
2) I went here, and found no mention of 4-Runners prior to 1996, nor any language in the text stating that it can be applied to any pre-OBD2 application.
3) I went here and found no category (PC-1, T-1, etc.) mentioned for D-182-47.
4) Since I found no reference explicitly stating the vehicle category (PC-1, T-1, etc.), I was unable to apply this with any level of confidence.
... and since the truck also had a vicious misfire and advanced timing, and since I knew that passing cross-application cats is risky due to inspector subjectivity, I just failed the bitch and moved on. Please spell it out for me. How epic was my alleged fail?
[Edit: fixed links]
[Edit: fixed links again ... told you I was loopy!]
I believe most of the confusion can be traced to the BAR definitions of PC-1, PC-2, LT-1, LT-2, and ARB definitions of PC, LDT1, LDT2, etc. Maybe this will help. Here is a screen grab from the BAR Inspector update training:
I don't find this particularly helpful, because it doesn't define configuration with sufficient detail. Here is a snip from this page that I find more helpful, because it is less ambiguous:
A Caprice with two cats (one on each bank) would therefore be PC-1, by my reckoning. Agreed?
A Ranger with two tandem cats after the Y would be T-2. Agreed?
A Thunderbird with a cat on each bank and a third at the Y would be ... PC-1.5. Agreed?
... Given those circumstances that is not the call I would have made, but I understand how the confusing nature of the information we're required to interpret may lead some techs to fail it despite a legitimate attempt to make the correct call.
You described my situation to a tee. I made a legitimate attempt, and apparently came up short. Thank you for your explanation.
I don't rightly know the answer to that, and I have been proven wrong more than once. Perhaps Just The Facts could clear the fog surrounding these configurations, or I could start a thread at iATN with the same question. I'm leaning toward PC-2, because banker's rounding says to round 1.5 up to the nearest even number.
Also always check if the engine family # match the catalyst list. I had a couple cars with new cats, when I look it up with arb it says ok for that make and model but when you check the engine family # with the engine size and configurations they don't match