I assume that SCT Xcalibrator can not be detected by current Emmissions OBD II port test based on threads on this site. Is this true?? Hate to install supercharger which needs chip and then can't get tested by state for emissions because computer tells on me. They will refuse to test truck old fashion way (ie dyno/sniff).

 

No, it cannot be "detected," but what matters in that kind of test is whether or not there are any emissions-related codes being reported by the PCM - nothing more.

So what matters is how well the vehicle is **configured and tuned** - so that it doesn't *set* those types of codes because it's running properly to begin with - not what kind of device is used to deliver any tuning changes, or whether a tuning device is being used at all.

It's a shame they use those stupid kinds of tests - the only thing that should matter is what's coming out of the tailpipe - we've seen many cases of vehicles polluting but not throwing codes, but because they don't sniff the tailpipe, the vehicles passes that "test." Lame.

Please feel free to give us a call if you need any other info or tuning, or the supercharger, etc.

Good luck!

 

Concur! Did not know how if at all the emission computer could tell whether the software had been changed. I quess I'll buy the SCT Excalibrator, and have dyno tune.

 

There is always a possibility of getting a P1000 code which means system readiness test not completed. This would cause a failure for emission test.

I don’t know if this would be an issue for the Xcalibrator2 but no one knows since it’s so new. It has happened with other handhelds and not just SCT products. This code does not set the check engine light so you wouldn’t know it unless you did a scan for codes or got rejected for an emissions test.

It’s not bad but it seems the cure is to load the factory program back in and then do some drive cycles until the P1000 code is cleared.

If you have the Xcalibrator2 I believe you would be able to scan for codes prior to taking it in for an emissions test to insure there are no codes. If you do indeed have the P1000 code you don’t want to take it in for the emissions test because like I stated earlier they will fail it.

The emissions test is nothing more then connecting up to the OBDII port and insuring there are no codes. Any codes set in the vehicle computer are emissions related and thus the reason for failure for “any” code.

The P1000 code would be cause for failure since the system was not able to actually carry out all the necessary test to insure there are no other codes.

What’s much better about the OBDII test today as compared to the old tail pipe sniffer is that you could have a cleaner then normal burning vehicle but still fail the emissions test for “visual”.

I know because I use to have a built 79 Camaro Z28 when I lived in California and it was a much cleaner burning vehicle because it had a more efficient combustion, due to the motor being built correctly, more efficient combustion equals more horsepower.

Since it didn’t have the factory air cleaner, and a few other things, it would always fail for emissions unless I put the factory air cleaner on. It would still pass but had higher pollutants then it had without.

 

>>>Any codes set in the vehicle computer are emissions related and thus the reason for failure for “any” code.<<<

Absolutely dead wrong. There are *many* codes that can and are set in today's vehicle's that have *nothing* whatsoever to do with emissions as any technician or tuner knows.

Only codes that are emissions-related will illuminate a check engine light (CEL, SES for Service Engine Soon, etc.) - so if you have a CEL or SES light on the dash, then *that* is generally an emissions-related code that caused that to happen - but it is not even remotely true that "Any codes set in the vehicle computer are emissions related and thus the reason for failure for “any” code" - not by a long shot.

The P1000 code has just recently become a reason to fail vehicles in emissions tests - it didn't used to be that way in most areas just a year ago, for example. What happened was, they simply caught on to the fact (finally wised up, is more like it) that people with polluting vehicles throwing codes that are emissions-related would simply disconnect the battery to clear the PCM and wipe out those codes - and sail right thru those so-called "emissions tests." So within roughly about the past 12-18 months or so, and mostly within the last year in most areas, some states are finally wising up to the fact that the P1000 code can potentially (but certainly not always, by any means) indicate someone trying to get a polluting vehicle thru emissions and thus they are now using that as a reason to fail a vehicle - which may or may not actually deserve that.

Those so-called emissions "tests" that only scan for codes are garbage - without sniffing the tailpipe and doing the visual, you have no way of knowing whether a vehicle is actually polluting or not - period. Anyone that thinks today's emissions "tests" have any validity with regard to actually determining whether or not any given vehicle is actually polluting simply doesn't know how this actually works, or about how easy it is to take a polluting vehicle and make it sail right thru that kind of "test." Additionally, it's also true that numerous vehicles throwing "emissions" codes are still in fact NOT polluting at all, and can be well *under* the allowable emissions for their model year! For one relevant example, in these very F-150's there are some of them that will throw a lean or rich code while they are not in fact lean or rich, while the PCM is still well within it's capability to achieve stoich A/F in closed loop - because they are set up to report a code long before the limits of adaptive have been reached.

The bottom line is, those modern emissions "tests" that only scan for codes can't even remotely assure that a modern vehicle is not polluting - or in some cases, that is *is* polluting when they fail them.

The P1000 code, which is set any time you clear the PCM, happens if you flash it with a tuning device that actually clears the PCM properly, or if you disconnect the battery for long enough (a few seconds to a few minutes, it varies a bit from one vehicle to the next), is designed to clear out in **1 complete drive cycle** in a vehicle running on the stock factory program. So that is one technique that can work well in many cases, though the P1000 does not *always* clear out in 1 drive cycle even on the stock tune - though it generally does happen pretty quickly in vehicles running on the stock tune. There are also some tuners who routinely turn off certain functions in the PCM that will cause it to take weeks of driving every day to finally clear a P1000 code - as many Lightning owners, just for example, know all too well.

The XCalibrator 2 is designed to be able to clear a P1000 code - time will tell if it will in fact always clear a P1000 code in every FoMoCo vehicle.

 

thats why emission tests are a load of crap. Emission laws in cali are so retarded. Thats why i cant wait to move out of this state, not just for emission reasons, but other reasons as well.

 

I stand corrected on the “any codes” I should had stated that “any codes” that illuminate the CEL were related to emissions, my mistake.

I also agree that any emissions tests are not very accurate, not even the tail pipe sniffer “with” visual. As I pointed out I had a vehicle that would pass the sniff test with flying colors but fail for visual which makes absolutely no sense at all…

Moral of the story is there is no real emissions test for determining if a vehicle is actually ok for emissions without adding irrelevant test/inspections into the mix that shouldn’t be there like visual. A tail pipe sniffer test should be efficient as it shouldn’t matter what is bolted on to the vehicle as long as it is not polluting any more then it should be.

While a scanning/turning device may be able to clear a P1000 code it won’t necessarily stop it from coming back again and again. So clearing that code is not really an option. The only option is to insure the P1000 code clears as it was intended to by completing its test.

Was not knocking any particular products but rather passing on good sound general information that is well known and could present a problem for emissions test as that was the original intent of this thread.

 

I've got an '04 FX4 with an X-Cal2, k&n CAI and Flowmaster SIDO. I am currently running an 89 octane performance tune. I Left that tune on tonight when I took my truck for emission testing. They failed it because the "OBD Readiness Test" failed. The guy at the shop suggested I drive it a good bit over the weekend and bring it back in to retest on monday. I don't know if it matters, but it isn't my daily driver, so i only put on about 300-500 miles per month. In reading above, someone mentioned that by going through 1 drive cycle, the P1000 code would be cleared. (As an aside, i've only been running this tune for approx 300 miles --- 1 tank of gas) Several questions:

1. How many miles are in a drive cycle??
2. Would it be ok to keep the performance tune on while driving this weekend, or would it be better to put the tune back to stock?
3. If I did have to return it to the stock tune, would I have to drive a bit (and if so how far) before I take it back to get retested?

Thanks for your help!!!

 

Ok, a little more reading and i found info about the drive cycle.

http://www.obdii.com/drivecycleford.html

Sounds pretty intense, but perhaps worth a shot.

So i guess the question now is will I be better suited to return to the stock tune or am I ok to keep the performance tune prior to attempting the drive cycle?

 

Hi.

This should help answer that last question .. > https://www.f150online.com/forums/sh...d.php?t=305838

 

Thanks MGD!!

Looks like I'll keep it on the 89 tune where I have it and try the drive cycle.

Another question:

I just hooked my Xcal2 up to the truck and checked the DTC's and it did not find any. From what i've read so far, the problem the caused me to fail my emissions is related to a "P1000" Code. When I read the DTC's on the tuner, should I have seen this code???

 

if after i tune -i see a p1000 -on my last visit for emmisions here in western pa last week-i didn't erase my p1000 code and i passed with flying colors-phil

 

Somebody did you a favor.
In this state, a 1000 code is an inspection failure.
The ODBII test is connected to a telephone circuit direct to Harrisburg and recorded in the data bank but there are ways around it, apparently.
A 1000 code doesnot always clear in 1 drive cycle or even several, at times.
The drive cycle is a complex series of driving conditions that you have no precise contol over while driving in the misdst of other traffic and road conditions.
I had a coil failure, fooled with the problem, cleared it and took more than 3 drive cycles and over 500 + miles before the 1000 cleared.
My truck is totally stock and no fault has returned since this experience in July, right at the end of my inspection peroid.
The truck went into a dealer for other warrenty work and even with their expert drive cycle experience, could not short cycle the P1000 code, even where all dealers are inspecting dealers. They usually send their lot workers etc on these missions so as not to take up the tech's time.
I got the truck back with the 1000 code and it did take several more cycles to clear the 1000 code.

 

So if I do have a P1000 error, it would show up when I run the DTC on my Xcal2??

As of last night when i checked, the Xcal2 reported that there weren't any DTC's.

 

Correct. The P1000 DTC should be displayed on your X-Cal. Whatever you do, don't reprogram or disconnect the batteries or you need to redo the OBDII system readiness procedure.