NHTSA Interpretation File Search
Overview
NHTSA's Chief Counsel interprets the statutes that the agency administers and the standards and regulations that it issues. Members of the public may submit requests for interpretation, and the Chief Counsel will respond with a letter of interpretation. These interpretation letters look at the particular facts presented in the question and explain the agency’s opinion on how the law applies given those facts. These letters of interpretation are guidance documents. They do not have the force and effect of law and are not meant to bind the public in any way. They are intended only to provide information to the public regarding existing requirements under the law or agency policies.
Understanding NHTSA’s Online Interpretation Files
NHTSA makes its letters of interpretation available to the public on this webpage.
An interpretation letter represents the opinion of the Chief Counsel based on the facts of individual cases at the time the letter was written. While these letters may be helpful in determining how the agency might answer a question that another person has if that question is similar to a previously considered question, do not assume that a prior interpretation will necessarily apply to your situation.
- Your facts may be sufficiently different from those presented in prior interpretations, such that the agency's answer to you might be different from the answer in the prior interpretation letter;
- Your situation may be completely new to the agency and not addressed in an existing interpretation letter;
- The agency's safety standards or regulations may have changed since the prior interpretation letter was written so that the agency's prior interpretation no longer applies; or
- Some combination of the above, or other, factors.
Searching NHTSA’s Online Interpretation Files
Before beginning a search, it’s important to understand how this online search works. Below we provide some examples of searches you can run. In some cases, the search results may include words similar to what you searched because it utilizes a fuzzy search algorithm.
Single word search
Example: car
Result: Any document containing that word.
Multiple word search
Example: car seat requirements
Result: Any document containing any of these words.
Connector word search
Example: car AND seat AND requirements
Result: Any document containing all of these words.
Note: Search operators such as AND or OR must be in all capital letters.
Phrase in double quotes
Example: "headlamp function"
Result: Any document with that phrase.
Conjunctive search
Example: functionally AND minima
Result: Any document with both of those words.
Wildcard
Example: headl*
Result: Any document with a word beginning with those letters (e.g., headlamp, headlight, headlamps).
Example: no*compl*
Result: Any document beginning with the letters “no” followed by the letters “compl” (e.g., noncompliance, non-complying).
Not
Example: headlamp NOT crash
Result: Any document containing the word “headlamp” and not the word “crash.”
Complex searches
You can combine search operators to write more targeted searches.
Note: The database does not currently support phrase searches with wildcards (e.g., “make* inoperative”).
Example: Headl* AND (supplement* OR auxiliary OR impair*)
Result: Any document containing words that are variants of “headlamp” (headlamp, headlights, etc.) and also containing a variant of “supplement” (supplement, supplemental, etc.) or “impair” (impair, impairment, etc.) or the word “auxiliary.”
Search Tool
NHTSA's Interpretation Files Search
| Interpretations | Date |
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ID: aiam1007OpenMr. Louis C. Lundstrom,Director, Automotive Safety Engineeri- ng,Environmental Activities Staff,General Motors Corporation,Warren, Michigan 48090; Mr. Louis C. Lundstrom Director Automotive Safety Engineeri- ng Environmental Activities Staff General Motors Corporation Warren Michigan 48090; Dear Mr. Lundstrom:#This is in reply to your request of February 1 1973, for an interpretation of paragraph S5.4.1 of Motor Vehicle Safety Standard No. 105a. You have asked if 'a master cylinder with a dam at the 25 percent capacity level' would meet the requirements of the standard.#The paragraph in question requires a 'reservoir compartment for each service brake subsystem serviced by the master cylinder' with the further requirement that 'loss of fluid from one compartment shall not result in a complete loss if brake fluid from another compartment'. in our view, a master cylinder with a dam at the 25 percent level would be compartmentalized within the meaning of S5.4.1.#Sincerely,Robert L. Carter,Associate Administrator for Motor Vehicle Programs; |
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ID: aiam3677OpenMr. R. Leigh Deumler, Lane & Mittendorff, 26 Broadway, New York, NY 10004; Mr. R. Leigh Deumler Lane & Mittendorff 26 Broadway New York NY 10004; Dear Mr. Deumler: This is in response to your letter of March 7, 1983 requesting th National Highway Traffic Safety Administration's (NHTSA's) interpretation as to whether the 'transferor' of a motor vehicle may issue a power of attorney to a person, presently in possession of the vehicle, for the purpose of executing the odometer statement on behalf of the owner, as required by the Motor Vehicle Information and Cost Savings Act (15 U.S.C. 1988) and the regulations implementing the same (49 CFR Part 590 (sic)).; Assuming that the power of attorney conforms with all loca requirements NHTSA finds that nothing in the Act or in the regulations thereunder forbids an authorized agent from executing an odometer disclosure statement on behalf of the transferor.; The Motor Vehicle Information and Cost Savings Act and its implementin regulations require that each transferor of a motor vehicle, before executing any transfer of ownership document, furnish to the transferee a signed written statement containing certain information. The 'transferor' is defined by the regulations as 'any person who transfers his ownership in a motor vehicle by sale, gift, or any means other than by creation of a security interest.' Neither the regulations nor the Act address the question of whether an agent may be authorized (through a power of attorney or otherwise) to execute the odometer statement on the transferor's behalf.; The purpose of these requirements, as stated in 49 CFR 580.2, is t provide each purchaser of a motor vehicle with odometer information to assist him in determining the vehicle's condition and value, and to preserve records that are needed for the proper investigation, and the adjudication, or other disposition, of possible violations of the Motor Vehicle Information and Cost Savings Act. The execution of an odometer disclosure statement by a person other than the transferor will not derogate the purpose of the Act to preserve records. Records will be created and preserved whether the transferor or his agent executes the statement. Further, it is NHTSA's opinion that as long as the transferor continues to owe a duty to disclose odometer information (under S1988), and continues to be liable (under SS1988 and 1989) for false or fraudulent representations, and for failures to disclose odometer information, the purpose of the Act, to provide each purchaser of a motor vehicle with that information, will be accomplished.; A number of cases have been decided with respect to this issue. The have determined that, since S1988 establishes requirements and creates liability for only the 'transferor', the agent who, on behalf of the transferor, makes a fraudulent disclosure of, or fails to disclose, odometer information is not liable. The transferor, however, does remain liable. *McGinty v. Beranger Volkswagen, Inc.,* 633 F2d 226 (1st Cir. 1980), *Duval v. Midwest Auto City, Inc., et al.,* 578 F2d 721 (8th Cir. 1978), *Romans v. Swets Motors, Inc.,* 428 F.Supp. 106 (E.D.Wisc. 1977), *Coulbourne v. Rollins Auto Leasing Corporation and Watson*, 392 F.Supp. 1198 (D.Del. 1975). Since the transferor remains subject to the requirements of the Act and implementing regulations and liable for failure to comply, the purpose for which the odometer disclosure law was enacted is satisfied.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam2972OpenMr. Bruno Porrati, President, Vespa of America Corporation, 355 Valley Drive, Brisbane, CA 94005; Mr. Bruno Porrati President Vespa of America Corporation 355 Valley Drive Brisbane CA 94005; Dear Mr. Porrati: We have received your letter of January 22, 1979, petitioning for determination that a possible noncompliance with Federal Motor Vehicle Safety Standard No. 108 is inconsequential as it relates to motor vehicle safety.; This is to inform you that upon review of Mr. Levin's letter to you o March 14, 1978, and examination of the turn signal system employed on Vespa motor scooters, we have determined that there is no failure to comply with the standard and your petition is moot.; Vespa brought to our attention the fact that S4.5.6 of Standard No. 10 requires each vehicle equipped with a turn signal operating unit to have an illuminated pilot indicator but SAE Standard J488e, incorporated by reference, requires it only if turn signal lamps are not readily visible to the driver. Mr. Levin informed Vespa that, if all turn signal lamps were readily visible to the driver, no pilot indicator was necessary. Mr. Levin continued by saying:; >>>'If the driver must turn his head to the rear to check the operatio of turn signal lamps, then those lamps are not 'readily visible to the driver' and a turn signal indicator must be provided.'<<<; You have now informed us that you believe the turn signal system o Vespa motor scooter manufactured between March 1975 and the latter part of 1977 'are the functional equivalent of turn signal indicators', specifically; >>>'The turn signal systems ... are designed so that in the event of failure of either rear turn signal lamp, the appropriate front turn signal lamp will flash at three times the normal rate. As the front turn signal lamps and their flash rates are readily visible at all times to the operator, any turn signal malfunction will be readily apparent to the operator.'<<<; We agree with your conclusion. The rapid flash rate will indicate th presence of a problem in either the front or rear turn signal system and the equivalent of a turn signal indicator appears to have been provided.; Sincerely, Frank Berndt, Acting Chief Counsel |
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ID: aiam3535OpenLawrence W. Gebhardt, Gebhardt & Smith, Suite 1544, The World Trade Center, Baltimore, MD 21202; Lawrence W. Gebhardt Gebhardt & Smith Suite 1544 The World Trade Center Baltimore MD 21202; Dear Mr. Gebhardt: This is in response to your letter of November 30, 1981, in which yo raised several questions concerning the application of the exemption for dealer-to-dealer transfers of new cars. We are sorry for the delay in responding. Specifically you wanted to know if a dealer transferring a new vehicle with fifty miles registered on the odometer to another dealer was required to issue an odometer disclosure statement. You also requested that the agency provide you with cases subsequent to *Lair v. Lewis Service Center*, 428 F. Supp. 778 (D.Neb. 1977) which address the enforceability of the exemptions to Title IV of the Motor Vehicle Information and Cost Savings Act ('Act') (15 U.S.C. 1981 *et seq.*); Purchasers of motor vehicles rely heavily on the odometer reading as a index of the condition and value of the vehicle. The purpose of the Federal odometer laws is to establish certain safeguards against odometer tampering and to provide purchasers of motor vehicles an accurate statement of the mileage traveled by a motor vehicle. Section 408 of the Act requires that each transferor of a motor vehicle furnish to the transferee a written statement certifying the accuracy of the mileage. 15 U.S.C. 1988. The Odometer Disclosure Requirements specifically detail the information that must be disclosed. 49 CFR 580.4. However, the agency has determined that the exemption of certain transactions and vehicles is consistent with the purposes and scope of the Act. 49 CFR 580.5.; 49 CFR 580.5(b) exempts all transfers of a new vehicle prior to th first transfer to a customer who actually plans to use the vehicle from the Odometer Disclosure Requirements. The exemption applies to the dealer-to-dealer transfer of new vehicles regardless of the odometer reading. However, the exemption does not preclude a dealer from requiring the transferring dealer to certify the accuracy of the mileage.; The exemption is consistent with the purpose and scope of the Federa odometer laws. It is customary for dealers to transfer new vehicles to other dealers who plan to immediately resell the vehicle to a customer. Generally, the frequency of odometer fraud in these transactions is minimal. Indeed, prior to the transfer of a vehicle to a consumer, the odometer reading should only reflect the mileage accumulated while the vehicle is being demonstrated to a potential buyer or driven a short distance, which might be occasioned by a typical dealer-to-dealer transfer. We are unable to establish by issuing an opinion letter what the limit of such mileage incidental to the sale of a new car should be. If a dealer doubts the accuracy of the odometer reading, he can readily inspect the car for evidence of odometer tampering. In the absence of such evidence, the first dealer to sell the vehicle to a non-resale purchaser should be free to certify the mileage as accurate. The agency therefore views the issuance of odometer disclosure statements in such dealer-to-dealer transactions as unnecessarily burdensome on dealers.; In addition to *Lair v. Lewis Service Center*, the agency has knowledg of one other case *Romeri Trucking, Inc. v. Boise Kenworth Sale*, No. 80-1252 (D. Iowa, February 11, 1981), that addresses the issue of the enforceability of 49 CFR 580.5(a)(1). To date the agency has not issued a formal opinion on either case.; Sincerely, Frank Berndt, Chief Counsel |
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ID: aiam2087OpenDirector, Office of Standards Enforcement; Director Office of Standards Enforcement; SUBJECT: Certification of Universal Size Motorcycle Helmets You have asked whether a universal motorcycle helmet must b permanently labelled with the DOT label to certify compliance with FMVSS No. 218. As I understand it, these helmets are readily adjustable and can be made to fit the size C headform by means of filler material supplied by the manufacturer for the purpose of allowing such adjustment. Accordingly, they are required to comply with the standard.; The requirements of the standard apply to helmets that fit headfor size C. It is my interpretation that the term 'fit' includes the case where by means of an adjusting mechanism supplied by the manufacturer for the purpose of permitting adjustment to headform size C, *inter* *alia*, the helmet can readily be made to fit headform size C. You should, in testing the helmets for compliance purposes, follow the manufacturer's suggested procedures for fitting the helmet to the size C headform and then proceed as with any other helmet. When other headforms become available, a helmet will be required to pass the requirements for all sizes that it fits.; Frank Berndt, Acting Chief Counsel |
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ID: aiam2086OpenDirector, Office of Standards Enforcement; Director Office of Standards Enforcement; SUBJECT: Certification of Universal Size Motorcycle Helmets You have asked whether a universal motorcycle helmet must b permanently labelled with the DOT label to certify compliance with FMVSS No. 218. As I understand it, these helmets are readily adjustable and can be made to fit the size C headform by means of filler material supplied by the manufacturer for the purpose of allowing such adjustment. Accordingly, they are required to comply with the standard.; The requirements of the standard apply to helmets that fit headfor size C. It is my interpretation that the term 'fit' includes the case where by means of an adjusting mechanism supplied by the manufacturer for the purpose of permitting adjustment to headform size C, *inter* *alia*, the helmet can readily be made to fit headform size C. You should, in testing the helmets for compliance purposes, follow the manufacturer's suggested procedures for fitting the helmet to the size C headform and then proceed as with any other helmet. When other headforms become available, a helmet will be required to pass the requirements for all sizes that it fits.; Frank Berndt, Acting Chief Counsel |
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ID: aiam2324OpenMr. Jack Roadman, Box 9971, Pittsburgh, PA 15233; Mr. Jack Roadman Box 9971 Pittsburgh PA 15233; Dear Mr. Roadman: This is in response to your letters of February 26 and March 8, 1976 concerning the certification of a truck that you wish to build with a chassis that you have purchased from International Harvester. You have indicated that the chassis did not include an engine, transmission, or radiator. You installed a diesel engine, transmission, and a new driveshaft, and made various modifications to the chassis. You have had difficulties in persuading a body manufacturer to install a truck body.; The source of your difficulties appears to be a misunderstanding of th requirements of the National Traffic and Motor Vehicle Safety Act of 1966 (the Act) and the accompanying certification regulations. Pursuant to the Act, the National Highway Traffic Safety Administration has issued Federal motor vehicle safety standards. These standards apply to completed motor vehicles and to certain items of motor vehicle equipment (e.g., brake hoses, tires). The manufacturer of a motor vehicle or an item of equipment to which a standard applies is required by Section 114 of the Act to certify that his product complies with all applicable Federal motor vehicle safety standards.; 'Incomplete vehicle' is defined in 49 CFR Part 568, *Vehicle Manufactured in Two or More Stages*, as:; >>>an assemblage consisting, as a minimum, of frame and chassi structure, power train, steering system, suspension system, and braking system, to the extent that those systems are to be part of the completed vehicle, that requires further manufacturing operations, other than the addition of readily attachable components, such as mirrors or tire and rim assemblies, or minor finishing operations such as painting, to become a completed vehicle.<<<; An incomplete vehicle is, strictly speaking, an item of motor vehicl equipment. There are no Federal motor vehicle safety standards that apply directly to these particular equipment items, and thus there is presently no certification requirement for incomplete vehicles. The manufacturer of an incomplete vehicle is required by Part 568, however, to furnish an 'incomplete vehicle document'. This document, which is described in S 568.4, must indicate the conformity status of the incomplete vehicle with respect to each standard that applies to the vehicles into which it may be completed.; The chassis that you bought from International Harvester (IH) was a item of motor vehicle equipment to which no standards apply. Therefore, IH was not required to furnish you with a certification of compliance. Further, the chassis was not an incomplete vehicle because it lacked an engine and transmission. Therefore, IH was not required to furnish an incomplete vehicle document. Becuase (sic) of your operations on the chassis, you are the manufacturer of an incomplete vehicle. You, therefore, are the person required to furnish an incomplete vehicle document.; Your letter also indicated a concern thay (sic) you were not given 'certificate of origin' by International Harvester when you purchased the chassis. Federal law does not require the issuance of a certificate of origin. Unless you intended to refer to the Section 114 'certification' discussed above, I assume that you have in mind a document that would be the subject of Pennsylvania state law.; Copies of the Act and the certification regulations are enclosed fo your convenience.; Yours truly, Stephen P. Wood, Assistant Chief Counsel |
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ID: aiam4615OpenCONFIDENTIAL; CONFIDENTIAL; "Dear CONFIDENTIAL: This is in reply to your letter of June 30, l989 to John Donaldson of this Office titled 'Request for Interpretation', submitted on behalf of your client. You request 'that all identifying references to myself, my firm and my client in this letter and the responsive letter of interpretation' be deleted. Your request is granted on the basis that it relates to confidential business information and may be withheld under applicable Departmental regulations, 49 CFR Part 512. You describe a lamp system as follows: 'The product is a headlamp consisting of a plastic lens and reflector, arc tubes (two each for high and low beam) and electronics for instant start and re-start of the headlamps as well as management of the operating current. A 12 volt connection is supplied for connection of vehicle line voltage'. You have asked for a letter 'confirming' that this lamp system is designed to conform to the integral beam headlamp requirements of paragraph S7.4 of Federal Motor Vehicle Safety Standard No. l08, 'subject only to compliance with the appropriate photometric requirements of FMVSS l08.' A headlighting system of the nature described must be designed to conform to all the pertinent requirements of S5.5, S7.1, S7.2, and S7.7, as well as S7.4, including mechanical aim and environmental requirements. However, since this headlamp does not use filaments for converting the electrical energy to light energy, certain configurations of such systems may not conform, because some requirements are predicated upon the existence of filaments (e.g., S5.5.9 and S7.4(f)). If the headlamp you describe meets all requirements, then it would appear to be an integral beam headlighting system designed to conform to S7.4. Whether the headlamp in fact meets those requirements is for the lamp manufacturer to determine, as it must assure the manufacturer of the vehicle on which it is installed that he may certify compliance of the vehicle with Standard No. l08. Further, the headlamp manufacturer itself must certify compliance of replacement equipment. If the headlamp is incompatible with these requirements and cannot meet them, then it would not appear to be an integral beam system. In that case, rulemaking would be required to accommodate it within the framework of Standard No. l08. Sincerely, Stephen P. Wood Acting Chief Counsel /"; |
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ID: aiam5617OpenMs. Karey Clock Moriden America, Inc. 915 Western Drive Indianapolis, IN 46241; Ms. Karey Clock Moriden America Inc. 915 Western Drive Indianapolis IN 46241; "Dear Ms. Clock: This responds to your inquiry about testing procedure in Federal Motor Vehicle Safety Standard No. 302, Flammability of Interior Materials. In particular, you asked whether certain materials, which you list as flat woven, double raschel, tricot, and moquette, should be tested by using support wires. The short answer is that during NHTSA compliance testing, support wires may be used in testing any specimen that 'softens or bends at the flaming end so as to cause erratic burning.' However, the agency cannot specify, outside of the context of a compliance test, whether a given type of material falls in this category. By way of background information, NHTSA is authorized to issue Federal motor vehicle safety standards that set performance requirements for new motor vehicles and items of motor vehicle equipment. NHTSA does not, however, approve or certify any vehicles or items of equipment. Instead, the Safety Act establishes a 'self-certification' process under which each manufacturer is responsible for certifying that its products meet all applicable safety standards. You ask about Standard No. 302, which specifies requirements for the flammability resistance of materials in the occupant compartment of new vehicles. Along with specified performance requirements, Standard No. 302 sets forth conditions and procedures under which NHTSA tests materials for compliance with the standard. Section S5.1.3 of the standard states, in relevant part, that The test specimen is inserted between two matching U-shaped frames of metal stock 1-inch wide and 3/8 of an inch high. The interior dimensions of the U-shaped frames are 2 inches wide by 13 inches long. A specimen that softens and bends at the flaming end so as to cause erratic burning is kept horizontal by supports consisting of thin, heat resistant wires, spanning the width of the U-shaped frame under the specimen at 1-inch intervals. A device that may be used for supporting this type of material is an additional U-shaped frame, wider than the U-shaped frame containing the specimen, spanned by 1--mil wires of heat resistant composition at 1-inch intervals, inserted over the bottom U-shaped frame. You ask whether certain specific types of materials could be tested using the supplemental wire described in S5.1.3. The agency uses supplemental wires when there is a reasonable expectation that a test specimen will soften and bend while burning. The agency bases its determination about the likelihood of softening and bending on observations made in previously-conducted compliance tests of the specimen, or on the agency's knowledge of or testing experience with components that are highly similar to a test specimen. However, since a decision to use wires is made only in the context of compliance testing, we regret that we cannot tell you at this time whether support wires will be used to test the materials you listed. Vehicle manufacturers are not required by Standard No. 302 to test the flammability of their vehicles in the manner specified in the standard. The standard only sets the procedure that the agency will use in its compliance testing. Thus, a vehicle manufacturer is not required to use wires only with specimens that are anticipated to soften or bend. However, vehicle manufacturers must exercise due care in certifying that their product will meet Standard No. 302's requirements when tested by NHTSA according to the specified procedures of the standard. Whether a vehicle manufacturer has met that due care standard when using support wires in situations other than those described in Standard No. 302 is a matter that can be determined only in the context of an enforcement proceeding. I hope you find this information helpful. If you have any other questions, please contact Marvin Shaw at this address or by phone at (202) 366-2992. Sincerely, John Womack Acting Chief Counsel"; |
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ID: aiam4948OpenMr. Robert A. Rogers, Director Automotive Safety Engineering Environmental Activities Staff General Motors Corporation General Motors Technical Center 30400 Mound Road Warren, MI 48090-9015; Mr. Robert A. Rogers Director Automotive Safety Engineering Environmental Activities Staff General Motors Corporation General Motors Technical Center 30400 Mound Road Warren MI 48090-9015; "Dear Mr. Rogers: This responds to your request that this agenc determine that the new antitheft device to be installed on the MY 1992 General Motors Pontiac Bonneville line, represents a de minimis change in the system that was the basis for the agency's previous granting of a theft exemption for the car line beginning in MY 1991, and that therefore the Pontiac Bonneville vehicles containing the new device would be fully covered by that exemption. The agency has reviewed the changes to the system and for the following reasons concludes that the differences between the original system and one installed on the MY 1992 Pontiac Bonneville constitute a de minimis change. As you are aware, the Pontiac Bonneville car line was granted an exemption, pursuant to 49 CFR Part 543, from antitheft marking because General Motors showed that the antitheft device to be used in lieu of marking on the car line was likely to be as effective as parts marking. This antitheft device is known as the 'PASS-KEY' antitheft system. The exemption was issued on April 4, 1991, and appeared in the Federal Register on April 9, 1991 (56 FR 14413). As was stated in the April 1991 Federal Register notice, the 'PASS-KEY' antitheft system utilizes an ignition key, an ignition lock cylinder and a decoder module. Before a vehicle can be started, the electrical resistance of a pellet embedded in the shank of the key must be sensed by elements in the lock cylinder and its value compared to a fixed resistance in the decoder module. In your letter, it was stated that beginning from MY 1992, two design changes were made in the 'PASS-KEY' antitheft device that is standard equipment on the Pontiac Bonneville. The new system on the Bonneville is known as 'PASS-KEY II,' and differs from 'PASS-KEY' as follows. First, in 'PASS-KEY II,' if a key other than the one with proper resistance for the vehicle is inserted, the decoder module will shut down the fuel injector pulses to the engine for three minutes plus or minus eighteen seconds. In 'PASS-KEY,' this shut down period is two to four minutes. Second, if, during the time the decoder module has shut down in 'PASS-KEY II,' trial and error attempts are made to start the engine with various keys, the timer will not reset to zero, as is the case with 'PASS-KEY.' GM states that this difference in functions will provide a similar level of performance as 'PASS-KEY' since the 'PASS-KEY II' module, while shut down, will ignore further attempts to start the system by means other than use of a key with the proper resistance pellet. Any further unauthorized attempt after the initial three minute shut down time will result in the module shutting down again. After reviewing the proposed changes to the componentry and performance of the antitheft device on which the exemption was based, the agency concludes that the changes are de minimis. In addition to providing some aspects of performance not provided by the original device, 'PASS-KEY II' also continues to provide the same aspects of performance provided by the original device and relies on essentially the same componentry to provide that performance. Therefore, it is not necessary for General Motors to submit a petition to modify the exemption pursuant to 49 CFR Part 543.9(c)(2). If General Motors does not implement the new antitheft device as described in your letter for MY 1992, we request that this agency be notified of such decisions. Sincerely, Barry Felrice Associate Administrator for Rulemaking /"; |
Request an Interpretation
You may email your request to Interpretations.NHTSA@dot.gov or send your request in hard copy to:
The Chief Counsel
National Highway Traffic Safety Administration, W41-326
U.S. Department of Transportation
1200 New Jersey Avenue SE
Washington, DC 20590
If you want to talk to someone at NHTSA about what a request for interpretation should include, call the Office of the Chief Counsel at 202-366-2992.
Please note that NHTSA’s response will be made available in this online database, and that the incoming interpretation request may also be made publicly available.