Emissions and readiness monitors

Here's what you do. Go into HPTuners, and change all the O2 sensor codes to read "No error reported," and make sure the SES box IS CHECKED. This will make O2 readiness ALWAYS ready

If you set ALL the DTCs to "no error reported" the readiness tests go to complete.

docwyte wrote:Hey guys, I'm having some issues with getting the car through emissions. My readiness monitors for my catalytic convertors, smog air pump and fuel evap are not showing as "complete".

General Motors (specific) OBD II Drive Cycle

Performing a GM OBDII Driving cycle:

1. Cold Start. In order to be classified as a cold start the engine coolant temperature must be below 122°F (50°C) and within 11°F (6°C) of the ambient air temperature at startup.

Do not leave the key in prior to the cold start or the heated oxygen sensor diagnostic may not run.

2. Idle. The engine must be run for two and a half minutes with the air conditioner on and rear defroster on. The more electrical load you can apply the better. This will test the O2 heater, Passive Air, Purge "No Flow", Misfire, and - if closed loop is achieved- Fuel Trim.

3. Accelerate. Turn off the air conditioner and all the other loads and apply half throttle until 55mph (88km/hr) is reached. During this time the Misfire, Fuel Trim, and Purge Flow diagnostics will be performed.

4. Hold Steady Speed. Hold a steady speed of 55mph (88km/hr) for 3 minutes. During this time the O2 response, air Intrusive, EGR, Purge, Misfire, and Fuel Trim diagnostics will be performed.

5. Decelerate. Let off the accelerator pedal. Do not shift, touch the brake or clutch. It is important to let the vehicle coast along gradually slowing down to 20 mph (32km/hr). During this time the EGR, Purge and Fuel Trim diagnostics will be performed.

6. Accelerate. Accelerate at 3/4 throttle until 55-60mph (88-96 km/hr). This will perform the same diagnostics as in step 3.

7. Hold Steady Speed. Hold a steady speed of 55mph (88km/hr) for five minutes. During this time, in addition to the diagnostics performed in step 4, the catalyst monitor diagnostics will be performed. If the catalyst is marginal or the battery has been disconnected, it may take 5 complete driving cycles to determine the state of the catalyst.

8. Decelerate. This will perform the same diagnostics as in step 5. Again, don't press the clutch or brakes or shift gears.

DESCRIPTION
The purpose of this test is to satisfy the enable criteria necessary in order to execute the I/M readiness diagnostics for the EVAP System. The test can be used to set the I/M System Status indicators to YES. Service Bay Tests are included on the scan tool for some systems, depending upon the vehicle make and model. The test is designed to allow the EVAP Diagnostic Tests to run during service bay conditions. Before you perform either EVAP System Test, ensure that the vehicle meets the requirements listed in the Conditions for Running the DTC. Failure to meet the necessary requirements may produce inaccurate test results.

CONDITIONS FOR RUNNING

Non Scan Tool Service Bay Test Equipped Vehicles


The barometric pressure is more than 75 kPa .
The fuel level is between 1/4 and 3/4 full.
The battery voltage is between 10-18 volts .
The test will initiate only after a cold Start. If the following conditions are met, the control module considers the engine to be cold:
The Engine Coolant Temperature (ECT) is between 3.75-30°C (39-86°F) .
The Intake Air Temperature IAT) is between 3.75-30°C (39-86°F) .
The difference between the ECT and the IAT is less than 8°C (14°F) .
Scan Tool Service Bay Test Equipped Vehicles


The barometric pressure is more than 75 kPa .
The Engine Coolant Temperature (ECT) is less than 80°C (176°F) .
The fuel level is between 1/4 and 3/4 full.
The battery voltage is between 10-18 volts .
DIAGNOSTIC AIDS
Extreme high or low ambient temperatures may prevent the EVAP System Tests from initiating. Inspecting the system prior to running the EVAP Service Bay Test may prevent having to repeat the test. A loose fuel cap may cause a Service Bay Test to abort or to fail, and prevent the I/M System Status from updating. A failed or aborted test will require the vehicle to cool down in order to meet the enable criteria to run another test.

The I/M System Status does not indicate whether the test has passed or failed, only that a decision was made. When all of the diagnostics for a specific system have run and passed, the I/M System Status will update to YES. If a test for a specific system has failed, the I/M System Status will update to YES, indicating a determination was made, even if all of the required tests have not run. When a failure occurs, the Emission Related DTC portion of the I/M System Status display will indicate the Malfunction Indicator Lamp (MIL) is requested. The I/M System Status also registers the number of DTCs.

The first failure of a type B DTC does not constitute a final determination of pass or fail, and will not update the I/M System Status to YES. A second trip is required, and all the conditions to run must be met in order for the test to run again. These conditions may include a partial to complete engine cool down.

The I/M System Status will update only when the DTC fails the second time, or all of the tests pass.

If there is an impending failure, the system may require more time to run the diagnostic than was allotted in the set procedure. If the test does not run after numerous attempts and no DTC is set, review the appropriate scan tool data list and the service information for an indication of why the test does not complete. Some tests may abort due to changes in the conditions while the test is running. For example, changes in engine load, such as a cooling fan or an A/C compressor clutch turning ON, may cause the test to abort.

If a diagnostic test is difficult to run, observe the I/M System Status display while maintaining the necessary enable conditions until the system status updates to YES.

DESCRIPTION
The purpose of this test is to satisfy the enable criteria that are necessary in order to execute the I/M readiness diagnostics for the Secondary Air Injection (AIR) System. Use this test in order to set the I/M System Status to YES. Before you perform this test, ensure that the vehicle meets the requirements listed in the Conditions for Running. Failure to meet the necessary requirements may produce inaccurate test results.

CONDITIONS FOR RUNNING

Passive Test


The Engine Coolant Temperature (ECT) is between 70-110°C (158-230°F) .
The Intake Air Temperature (IAT) is between 2-100°C (36-21 2°F) .
The battery voltage is more than 11.7 volts .
The Active Test, if required, begins after the engine goes into Closed Loop Fuel Control.
Active Test


The Engine Coolant Temperature (ECT) is between, 70-110°C (158-230°F) .
The Intake Air Temperature (IAT) is more than 2°C (36°F) .
The engine is operating in Closed Loop Fuel Control.
The battery voltage is more than 11.7 volts .
DIAGNOSTIC AIDS
The AIR pump generally operates once per ignition cycle, usually during the initial start-up, before the engine goes into Closed Loop Fuel Control. Some systems will perform a Passive Diagnostic Test at this time. The Active Diagnostic Test is performed after the engine goes into Closed Loop Fuel Control. On vehicles that perform a Passive Test, the Active Test will only run if the Passive Test fails, or if the test is indeterminate. The Active Test may not run if the Passive Test passes.

If the diagnostic test does not run, observe the fuel trim correction. If the fuel trim correction is more than plus or minus 4 percent , the AIR System Test may not run. If the status does not update, the test outlined in this procedure can be repeated until the I/M System Status updates to YES.

The I/M System Status does not indicate whether the test has passed or failed, only that a decision was made. When all of the diagnostics for a specific system have run and passed, the I/M System Status will update to YES. If a test for a specific system has failed, the I/M System Status will update to YES, indicating a determination was made, even if all of the required tests have not run. When a failure occurs, the Emission Related DTC portion of the I/M System Status display will indicate the Malfunction Indicator Lamp (MIL) is requested. The I/M System Status also registers the number of DTCs.

The first failure of a type B DTC does not constitute a final determination of pass or fail, and will not update the I/M System Status to YES. A second trip is required, and all the conditions to run must be met in order for the test to run again. These conditions may include a partial to complete engine cool down.

The I/M System Status will update only when the DTC fails the second time, or all of the tests pass.

If there is an impending failure, the system may require more time to run the diagnostic than was allotted in the set procedure. If the test does not run after numerous attempts and no DTC is set, review the appropriate scan tool data list and the service information for an indication of why the test does not complete. Some tests may abort due to changes in the conditions while the test is running. For example, changes in engine load, such as a cooling fan or an A/C compressor clutch turning ON, may cause the test to abort.

If a diagnostic test is difficult to run, observe the I/M System Status display while maintaining the necessary enable conditions until the system status updates to YES.

944-LT1 wrote:Nice work Mark, Guru points for you!