Yes, the new license structure offers greater flexibility.

An inspector must take two classes if they do not meet certain experience requirements: Inspector Level 1 and Inspector Level 2. However, they may skip Level 1 if they have ASE certifications in A6, A8, and L1, an associate's degree in automotive with 1 year of experience, a 720-hour automotive training program with 280 course hours in engine performance plus 1 year of experience, or completion of the BAR-specified diagnostic and repair training with 2 years of automotive experience.

The applicant has the option to choose either one or both of the licenses: "Inspector" and "Repair."

To qualify for the Repair license, a technician must meet one of the following four requirements: Have ASE certifications in A6, A8, and L1, or an associate's degree in automotive plus one year of automotive experience; complete a 720-hour automotive training program with 280 course hours focused on engine performance; or finish the BAR specified Diagnostic and repair training plus one year of automotive experience.

Minimal training is required. All that is needed is to complete level 2 inspector training and pass the state exam for both inspection and repair.

A repair technician must attend a 16-hour update class and maintain current ASE A6, A8, and L1 or BAR Specified Diagnostic and Repair certifications.

Inspectors are required to attend a 4-hour update class in order to ensure that their licenses remain current.

The ASE alternatives are no longer available, and any applicant renewing a license must provide proof of current ASE A6, A8, and L1 certifications or the new diagnostic training specified by BAR.

Smog Inspectors are not authorized to carry out vehicle repairs for smog check failures; however, they are allowed to perform other repairs.

No, they are allowed to repair the malfunctioning vehicle but not conduct the inspection. These are two different licenses, each with separate qualifications.

There is a $20 application fee from the BAR and a $65 fee to take the exam.

Smog Check stations can be licensed as Test-Only, Test-and-Repair, or Repair-Only stations. Test-Only and Test-and-Repair stations can apply for STAR certification, allowing them to inspect vehicles and certify directed and gross-polluting vehicles. Test-Only stations can inspect vehicles not directed or gross-polluting, while Test-and-Repair stations can also repair vehicles. Repair-Only stations are licensed only to perform repairs and are not eligible for the STAR Program.

No, only STAR-certified stations are authorized to inspect vehicles identified as directed and gross-polluting.

Yes, the STAR Program does not include any performance measures based on repairs that would prevent Test-Only stations from applying for STAR certification.

Yes, a Test-Only station can upgrade its license to a Test-and-Repair station and apply for the STAR Program, as there are no repair-based performance measures in the STAR Program.

Yes, but with some restrictions. In the scenario where two stations have a common financial interest and are located next to each other or in the same business park, strip mall, or industrial complex, one cannot be licensed as a Test-Only station while the other is licensed as a test-and-repair station. Both stations must be licensed as either Test-and-Repair or Test-Only stations.

The Gold Shield program allowed Test-and-Repair stations to certify directed and gross-polluting vehicles. Gold Shield stations were responsible for performing state-funded repairs under the Consumer Assistance Program (CAP). The performance measures for the former Gold Shield Program were primarily based on repair data. The STAR Program is a certification program for both Test-Only and Test-and-Repair stations that wish to certify directed and gross-polluting vehicles. By law, performance measures for the STAR Program must be the same for both Test-Only stations and Test-and-Repair stations; therefore, there are no standards based on the number or quality of repairs. STAR Test-and-Repair stations also must provide repair assistance services under the BAR’s Consumer Assistance Program (CAP).

No, a station's STAR certification cannot be transferred to a potential buyer of that station. In the event of a change in business ownership, the new owner(s) will need to obtain a new license for the station. The new station will then need to meet the STAR performance measures in order to qualify for STAR certification. Evaluations are conducted at the end of each calendar quarter (i.e., March, June, September, and December).

No, changing a business address is not considered a change in business structure and will not affect a station's STAR certification. The tone should be formal.

Yes, failing to renew your station licenses, including your Automotive Repair Dealer registration and Smog Check station license, before the expiration date will result in the station being delinquent in maintaining a valid license. This will prevent the station analyzer from performing smog inspections on "directed vehicles" until the permits are current and could also put the station's STAR certification at risk.

The STAR webpage provides comprehensive information on each performance measure, which can be accessed by clicking various links within the STAR report. Each performance measure is linked to a definition for better understanding.

Repair effectiveness is not assessed as part of the STAR Program. AB 2289 (Eng., Chapter 258, Statutes of 2010) specifically prohibits BAR from using different performance measures for Test-Only and Test-and-Repair stations in the STAR Program. Since Test-Only stations do not conduct repairs, we are unable to consider repair effectiveness as a performance measure for any type of station in the STAR Program.

A STAR station cannot have an inspector assigned to its analyzer(s) if they have received a citation within the last year or had their license subject to administrative action since July 2013, as detailed on Page 8. This rule applies within the three years preceding the effective date of the citation or administrative action, regardless of whether the inspector was cited or had action taken against their license while working at another station.

Stations and inspectors must always use current reference materials when conducting a Smog Check inspection, as mandated by BAR regulations (Sections 3340.16(a) (6) and (7)). This includes the Smog Check Manual and Emission Control System application guides. Failing to use up-to-date material can result in incorrect inspection procedures, which may cause stations to not meet the STAR performance standards.

The nature of the mistake will determine whether a station’s STAR certification can be invalidated. Mistakes that result in a citation or administrative action can lead to this outcome. However, it typically takes multiple inspection errors before a station fails to meet any STAR performance measures based on Smog Check inspection data.

Smog Check inspectors have the option to replace leaking fuel caps during an inspection in order to prevent having to fail the vehicle solely due to the fuel cap. If the inspector replaces the fuel cap during the test and notes it on the inspection report, the SVFR performance measure will treat it as if the fuel cap failed during the inspection. Therefore, even though the official result of the inspection is a pass, replacing the cap during the inspection will not negatively impact a station's SVFR score.

BAR provides information on vehicle testability and Smog Check inspections on the STAR page. Stations and inspectors can challenge incidents where they believe a test was incorrectly reported. Station owners can apply for STAR certification if incidents are preventing qualification. Inspectors can challenge incidents by emailing BAR's Help Desk. Challenges must be specific and supported by documentation. BAR encourages the industry to submit well-researched information for future analyses. Requests to challenge incidents without proper research will not be considered.

The STAR Program does not take into account geographic factors when determining the means or affluence of vehicle owners. Instead, the program analyzes vehicles based on factors such as model year, make, model, engine size, mileage, etc. The rationale behind this approach is that the characteristics of the vehicles provide a better indication of consumer behavior, and one's financial status is better determined by the type of car they own rather than where they live. For example, owners of 1991 Saturn Coupes with 150,000 miles are likely to have more in common with each other than with people who live nearby. Therefore, the STAR Program uses information from the vehicles themselves to account for differences in station demographics. All STAR performance measures consider the specific vehicles inspected by each station and compare them to similar vehicles inspected statewide.

While inspectors cannot control when motorists reset computers before an initial inspection, they should not recommend or provide this procedure to motorists. Large data samples show that there is no reason to expect motorists to reset vehicles tested at one station at a higher rate than similar vehicles inspected at other stations. The main difference between stations will be behavioral. Stations that reset computers before inspection, or recommend the procedure to motorists, will have higher monitor reset numbers. When I repair a failing vehicle, I ensure all OBD II monitors have completed before certifying it. However, other stations may follow different procedures. Will I be penalized for certifying repaired vehicles with unset readiness monitors on the Max Readiness Monitor test deviation? No. The Max Readiness Monitor performance measure only looks at the number of unset monitors, if any, for each vehicle during its initial inspection. The measure does not consider retests after a vehicle fails an initial inspection. However, a station's STAR score could potentially be affected by certifying vehicles with unset readiness monitors through the Follow-up Pass Rate (FPR). Even if the OBD II monitor has not run yet, vehicles with underlying defects are more likely to fail their initial inspection in the next inspection cycle. This could lower the FPR scores for stations

The "Max Readiness Monitors" measure is designed to identify stations that reset the OBD II system in order to pass vehicles through the inspection process without making necessary repairs before conducting the initial test on cars for a specific inspection cycle. An initial inspection can be an official inspection or a pretest, and is the first test conducted on a vehicle in its current inspection cycle, whether it be for biennial inspection, change-of-ownership, or initial registration. Stations that regularly reset computers to hide diagnostic trouble codes (DTCs) will likely have a higher percentage of vehicles undergoing an initial inspection with the exact number of unset readiness monitors required to pass the OBD II portion of the Smog Check inspection. This also applies to stations that certify vehicles for third parties who engage in this practice. Stations may be concerned about receiving a deviation for unset readiness monitors, especially if they certify many vehicles for third parties or if previously published scores highlight an issue at that station. They may want to pre-screen OBD II systems for unset readiness monitors. Test-Only and Test-and-Repair stations can pre-screen for OBD II readiness and have OBD II scanners available.

The performance measure that utilizes engine RPM readings is called "Incorrect Gear Selection." This measure identifies instances where the vehicle was shifted into the wrong gear during an ASM test, based on abnormally high RPM readings. Antenna-based RPM errors usually do not lead to Incorrect Gear Selection incidents, as they typically result in low RPM readings instead of high readings. Additionally, results for this measure are adjusted to account for the specific vehicles inspected by each station, ensuring the performance standards are appropriate. It is recommended that stations retrieve RPM readings directly from the OBD II system whenever possible. For CAN vehicles that have DIS and cannot communicate through the OBD II port, consider purchasing the BAR-97 update to collect RPM readings for these vehicles directly using the OBD II port.

No, the Incorrect Gear Selection measure is relatively lenient and allows for some variation in tire size without flagging an inspection as having been conducted in the wrong gear. The main concern is whether inspectors can adjust Smog Check procedures to accommodate a vehicle with tires that are either too large or too small, making it impossible to test within the correct RPM range in the specified gear. Smog Check inspectors must adhere to the procedures set forth in the Smog Check Manual. If the vehicle is tested in its current state, it may impact the station's performance on the Incorrect Gear Selection measure, which should be noted on the Vehicle Inspection Report. The station can also choose to refer the vehicle to the Referee for further inspection. July 2013 Page 12 Tone should remain professional.

Yes, if an inspector enters a manual transmission vehicle as an automatic transmission in the EIS, it is likely to cause a gear shift incident during inspection. This is because the RPM measured for a manual transmission vehicle tested in 2nd gear during the ASM test "2525" mode may fall outside the acceptable range for automatic transmission vehicles. This error can be identified by looking at the individual incidents under the Incorrect Gear Selection performance measure, as the RPM during the "2525" portion of the ASM test will be significantly higher than in the "5015" test mode. To fix this issue, it is crucial to accurately enter the transmission type for each vehicle undergoing an ASM test in the EIS. BAR advises thoroughly checking all vehicle data entered into the EIS before starting the ASM test mode.

Some newer automatic transmission vehicles, especially those with more than four forward gears, may not have clearly labeled “drive” settings. When the “drive” setting is not identified on a vehicle, it should be driven in the gear selector’s default driving position. This means the position where the car automatically shifts through the forward gears during driving.

During an ASM test, vehicles with user-selectable transmission performance settings should be set to the economy/standard mode to ensure lower engine RPM shift points. This will help in achieving accurate results.

If a vehicle is equipped with an automatic transmission, it must be tested in the automatic shifting mode, even if it also has a manual shift option. Vehicles without a fully automatic setting should be tested as manual transmissions, even if they do not have a manual clutch.

The STAR Program was initiated on January 1, 2013.

Stations can apply for STAR certification once they have sufficient data on the short-term measures from the previous calendar quarter.

The STAR performance measures reported on the BAR Web page can be divided into two groups. The first group includes short-term measures such as Test Deviations, Similar Vehicle Failure Rate (SVFR), and Improper Gear Selection during the ASM test. The second group consists of criteria related to the Follow-up Pass Rate (FPR), a long-term performance measure. The short-term scores are updated monthly, while pass/fail decisions are made on a quarterly basis. FPR scores are calculated and updated on the Web page twice a year, in January and July.

STAR scores are provided for all stations and inspectors licensed to perform Smog Check inspections. Stations can check an inspector's FPR score, as it directly affects the station's STAR certification. Station owners can also look at an inspector's performance on other STAR measures to ensure that they are less likely to negatively impact the station's STAR scores. Inspectors may also want to check the STAR scores of stations where they are currently or planning to be entered into the analyzer.

Stations with invalidated STAR certification by BAR cannot apply for the STAR Program for at least six months. Stations or inspectors cannot have received a citation in the last year or been subject to a BAR administrative action in the last three years. This is based on the effective date of the citation or administrative action, not the date of issuance.

Changing your address will not impact a station's STAR certification.

The most convenient way for motorists to find stations that can inspect their vehicles is by using the Smog Check station locator tool on the BAR Web page. Visit the tool to find a station in your area.

BAR is aware that some drivers may attempt to use the STAR website to find lower-performing Smog Check stations that are more likely to conduct improper inspections. To prevent this, the STAR Web page now requires users to input the station or inspector's license number to conduct a search. This change may not completely eliminate unintended use of the website, but it should make it less convenient and hopefully less frequent.

Standards for the STAR performance measures are determined by comparing stations and inspectors with others in the Smog Check program. To understand how each performance measure is evaluated, click on the title of any of the measures in the report card on the STAR Web page.

All STAR performance scores are calculated using data collected by the Smog Check inspection equipment during a vehicle inspection.

Yes, it could. Stations that offer "free retests" must provide two inspections for the price of one if a vehicle fails its initial inspection. This can impact profits, especially at busy stations where shop owners have to give up additional work to do the retests. A station's eligibility for the STAR Program could be at risk if stations and inspectors conduct incomplete or inaccurate Smog Check inspections to avoid providing "free retests."

Yes, stations located in a Change of Ownership Area will still be able to participate in the STAR Program. However, one of the rewards of the Program – the ability to certify directed and gross-polluting vehicles – may not have as much value to a station.

There are no planned changes to the percentage of directed vehicles.

If a station has an inspector recorded in their analyzer with an FPR score that does not meet STAR standards, they may struggle to approve their application for the STAR Program. Furthermore, a STAR-certified station risks having their certification invalidated by the BAR if they have an inspector entered in their analyzer with an unacceptable FPR score. Refer to the FPR Table provided in the link for further clarification on this process.

Stations may have their STAR certification revoked if any inspector entered into their analyzer does not meet the FPR score requirements. The invalidation process will involve notifying the station and giving them a chance to address the issue or appeal the decision.

No, all inspectors' scores entered into the station's analyzer(s) must meet the FPR criteria. Once a station is STAR certified, BAR considers any inspector entered into the station's analyzer(s), even if that inspector has only been entered into the analyzer(s) for one day during the evaluation period. For example, if a station has five Smog Check inspectors entered into its analyzer(s), four of whom have perfect FPR scores of 1.0, and the fifth inspector has an FPR score of 0.0, the station would be denied STAR certification because one inspector has a low FPR score. However, once the low-scoring inspector is removed from the station's analyzer(s), it would be eligible to apply for the STAR program.

The station owner, who is also an inspector with a low FPR score, has two options. One is to decide not to participate in the STAR Program at this time. The second option is to add a different inspector to the station's analyzer(s) and remove all inspectors with low FPR scores. The owner/inspector with an FPR score below the STAR standards must raise their score to acceptable levels before they can be included in the station's analyzer(s) for the STAR program participation.

Improving FPR scores can be achieved by ensuring that accurate Smog Check inspections are carried out in accordance with the Manual. Specific behaviors that can negatively impact a station's or inspector's FPR score include: - Clean piping (passing a vehicle by introducing a clean exhaust sample) - Clean plugging (using substitute OBD II data) - Shifting vehicles into incorrect gears during ASM tests - Over-conditioning vehicles (racing the engine to heat up the catalytic converter) - Not identifying visual or functional inspection failures (e.g. fuel cap, ignition timing) - Entering incorrect vehicle parameters for lenient emission standards during ASM tests. The tone should be kept standard.

The Follow-up Pass Rate (FPR) differs from the Station Vehicle Failure Rate (SVFR) in that the SVFR compares the initial test failure rate for vehicles inspected at each station to that for similar vehicles statewide, while the FPR measures whether the vehicles certified by each station or inspector in the last cycle pass in the current cycle at a higher or lower rate than expected compared to similar cars inspected throughout the state. The concept is the same, but the FPR takes into account the performance of vehicles in the follow-up Smog Check inspections.

No, stations are allowed to specialize in the type of vehicles they inspect and repair, but they must clearly indicate the types of vehicles for which they offer services. It's important to remember that the FPR is based on comparing similar vehicles and conditions with all other stations statewide. Vehicles with known maintenance issues may be referred to the Referee for further inspection.

Stations and inspectors have limited control over what drivers do to their vehicles after leaving their stations. Therefore, it would be inaccurate to assess a specific station's performance based on the results of just one or a few vehicles in their next Smog Check inspection. Some vehicles that were properly inspected and passed emissions levels may deteriorate before their next inspection, while others that were incorrectly certified and emitted high levels of pollutants may be repaired and run correctly in their next inspection cycle. To account for these variations, the FPR measure is calculated using a large amount of data. This approach helps to average out unique events across all stations and inspectors, allowing trends associated with proper and improper inspections to determine the FPR scores.

The STAR Program does not take into account emissions levels after repairs when assessing performance measures. Repair data is not considered in the evaluation of the STAR Program. However, the Follow-up Pass Rate (FPR) indicator within the STAR Program does consider whether vehicles certified by each station and inspector pass at a higher or lower rate than average in the next inspection cycle compared to similar vehicles. Stations that consistently certify vehicles with incomplete repairs may experience a lower FPR score over time. However, engaging in this behavior alone is unlikely to significantly impact a station's or inspector's FPR score to an unacceptable level. Stations and inspectors looking to enhance their FPR score and obtain STAR certification should prioritize conducting accurate Smog Check inspections in accordance with the Smog Check Manual. By doing so, the need for additional repairs on marginal vehicles will have less of an impact on overall FPR calculations.

Smog Check stations and inspectors with low inspection volumes, including newly licensed stations and inspectors, will not receive an FPR score. An FPR score will only be generated once a sufficient volume of follow-up inspections is performed on vehicles previously certified by that station or inspector. In most cases, a station or inspector without an FPR score will not be an issue in determining a station’s eligibility for the STAR Program. The only time an inspector with an FPR of “No Score” may be an issue is when a STAR-certified station has a low FPR score (less than 0.4). STAR stations with low FPR scores cannot have an inspector entered into their analyzer(s) with an FPR of “No Score.” Similarly, STAR-certified stations without FPR scores cannot have an inspector entered into their analyzer(s) with a low FPR score (less than 0.4). For more information on the various FPR rules for determining STAR Program eligibility, please visit the FPR Table link.

The FPR measures whether vehicles that were previously certified by each station or inspector are passing the current inspection cycle at a higher rate than average. Vehicles that were previously certified by higher-performing stations and inspectors are likely to fail at a lower rate in the July 2013 inspection cycle. For more information about the FPR, please visit the STAR Report Card Terms on BAR’s website. Since the FPR reflects station and inspector performance on vehicles they previously certified, stations and inspectors do not need to be currently conducting inspections to generate an FPR score. Additionally, vehicles that were previously certified by a station or inspector do not need to be re-inspected by the same station and inspector for the car to be evaluated under the FPR. Therefore, an inspector who takes a leave of absence for some time could still have an FPR score, and that score could change based on the results in the current inspection cycle of vehicles the inspector previously certified. However, if the inspector is on leave for several years, there may come a point where there are no longer any vehicles certified by the inspector to generate an FPR score. At that time, the inspector will no longer have an FPR score under the STAR Program. Nevertheless, an inspector without an F

First of all, it is important to keep in mind that FPR scores are influenced by the quality of inspections conducted and the volume of inspections for vehicles previously certified by both stations and inspectors. For example, let's consider a scenario where two inspectors have been using the same station's analyzers for several years without being entered into any other station's analyzers. If both inspectors had previously certified the same number of vehicles that are now undergoing inspections in the current cycle, but one inspector consistently conducted higher quality inspections than the other, it is easy to see that the higher-performing inspector will have a better FPR score. Now, let's look at another situation where two inspectors have been using the same station's analyzers for a while. If both inspectors are performing at the same level of quality, but one inspector is conducting twice as many inspections as the other, which inspector would have a higher FPR score? The answer depends on the quality of their work. If they are performing above average, the inspector with the higher inspection volume will have a higher FPR score due to the larger sample size providing greater statistical confidence in their higher performance. Conversely, if their performance is below average, the higher volume inspector will have a lower score because the larger

The first reason short-term results can differ from the FPR results is the time frame over which the inspection results generated by the station or inspector are being evaluated. The short-term performance measures evaluate inspection performance based on the most recent calendar quarter of data. The FPR, however, evaluates the inspection performance for each station or inspector in the previous inspection cycle. As a result, the short-term performance measures assess performance over a different time than the FPR. Consequently, differences between short-term results and FPR scores could result from station personnel or policy changes. Other reasons why the short-term results can differ from the FPR scores are based on the nature of the measures themselves, as shown below. The short-term performance measures are designed to provide a simple litmus test of recent performance to evaluate stations (and the work done by their inspectors). It can be a great resource in helping a station identify problem areas and improve its overall performance in the Smog Check Program. For instance, if a station fails to perform the fuel evaporative test on vehicles that should be tested, a short-term measure can help a station identify that as an area needing improvement. The short-term measures are not, however, comprehensive. For example, a station’s inspectors can indicate

Though Smog Check stations have the right to refuse to inspect vehicles, many are hesitant to do so. This is because all performance measures used in the STAR Program, including the FPR, compare the vehicles inspected by each station and inspector to others throughout the state. If a station only inspects older, higher mileage vehicles, its results will only be compared to similar vehicles statewide. Therefore, there is no need to worry about certifying an older vehicle with a carburetor versus a newer vehicle with fuel injection. What truly matters is that inspectors conduct accurate inspections and properly fail cars that should fail, regardless of age or mileage.

Each time FPR scores are updated, some stations and inspectors may find that their FPR scores change. This will be more evident for stations and inspectors whose Smog Check inspection performance is closer to average. Others, whose behavior diverges more from average, will find their scores more stable, either at the high or low end of the performance scale. If a station owner or inspector wants consistently high FPR scores, performing consistently high-quality inspections is critical. But, it is essential to note that the sample size can affect STAR scores. The more vehicles previously certified by a station or inspector that are inspected in the current cycle, the easier it is to determine whether that station or inspector’s performance is above or below average. This means that scores can change due to the number of vehicles inspected in the current cycle. So, if two inspectors perform similarly and are above average, the inspector with the higher inspection volume will have a higher score. On the other hand, if two inspectors perform similarly but below average, the inspector with the higher inspection volume will have a lower score. This feature can also affect individual inspectors. For example, if an inspector maintains a consistent level of above-average performance with an FPR score of 0.6, that inspector’s