I currently have an ABS fault and DSC fault showing in the console LCD, I connected my OBDII reader and it shows up a P1000 code. My OBDII is a TOPTAC OT-680CAN.

The OBDII runs the live data tests with no problems.

The system appears to READ the PCM no problem.

I can select TROUBLE CODES and scroll to JAGUAR no problem, but as soon as I press FUN to enter that menu it shows P1000.

Now I thought that was odd so I took it to Autozone and it showed exactly the same thing on his OBDII. The guy said he had never seen this code before.

Should I start worrying it's something bigger that just an ABS/DSC issue?

 

P1000 shows after you clear all codes, but before the self diagnostics have completed their checks. Several of the diagnostics take operating the car through specific parameters and over multiple drive cycles.

Once the checks have all run, the P1000 should go away. It has nothing to do with your ABS issue...and most states won't allow an emissions inspection until the P1000 clears.

 

Thanks for the response, so drive it around for another 300 miles or so, then redo the test ensuring I don't erase the data prior to dumping the fault codes.

Here's hoping !!!

 

I confirm that I had a P1000 code and it went away, then my car would pass state emission inspection. I did repair an intake manifold leak

 

Okay, having added another 300 miles to the car, repaired the ABS/DSC sensor fault, I checked the obdii and now have code P1111 which is by all accounts the code I need to pass the State inspection.
I also have no fault showing on the instrument cluster.

 

So, I have P1000 and need to get a California smog check in the next month or so. So you're saying I just need to drive it for 300 miles or so for it to go away? I've seen that code many times and I admit I keep clearing it and of course it keeps coming back. Seems pretty silly. Can anyone reconfirm that California won't pass it if it has P1000?

 

I don't know who came up with the 300 miles but that's nonsense. A 50-60 mile drive will do as long as the car gets fully warmed up and is driven through a number of speeds/revs/gears.

Guus

 

True, 300 miles was far too far.
There is a driving cycle that you can do to quicken the process and if I remember rightly it is in the JTIS manual somewhere.
A search in the forum threads may highlight it.

 

It's not the mileage, it's the drive cycles. The car needs to go from a cold start through closed loop while all the OBDII diagnostics run several times. How long it's driven after it warms up is irrelevant. If the car doesn't sit long enough to cool down to where all the diagnostics run again it doesn't count as a drive cycle.

 

Your good to go!

 

The hardest diagnostic to run is the Evap. If you nail the driving parameters for this evap cycle the first time around - the other, easier managed monitors will fall into place.

 

P1000 is a pending code so won't in itself cause a fail.

Note that by law any P1xxx code is make/model/year specific and need not indicate any fault.

However, P1000 means that the OBD codes have been cleared and OBD monitors also cleared (aka reset aka unset). Those unset monitors will cause a fail.

Every time you clear the codes your country's law mandates that the monitors also are cleared. (My country's laws are similar, borrowed from yours.)

So, stop clearing the codes. Finish the drive cycle and the monitors will set (if no faults), then you'll get P1111 in confirmation - again a pending code that does not affect inspection pass/fail.

 

Yes, quit clearing the codes! The P1111 is what the car should always read. All you are doing is resetting the self test.

I have reset a P1000 back to a P1111 in as little as 15 miles, but that is not easy. The service manual provides a list of parameters that have to be met for each individual emissions test to trigger. You have to drive exact speeds, for exact accel rates, and both cold and hot engine temps to fulfill the parameters. Some have to be repeated.

So, people and even inspectors will frequently say to drive it for 40 miles, or 3 days, or "300" miles, or something like that. If you do, you will meet the test parameters and trigger the P1111, "all tests pass" code. But, in a bind and with the manual in hand, you can pass the tests in about 15 miles and about an hour.

I am attempting to copy and paste the drive cycle list here...it may or may not work

OBD MONITOR OPERATION



Some OBD monitors are continuous, that is, they operate all the time the ignition is on.

Some OBD monitors have conditions that must be satisfied before the monitor is allowed to operate, for example:

engine speed 1000 – 4000 rpm; engine airflow 10 – 100 g/sec; intake air temperature -10



°C – +50°C. These

conditions ensure the vehicle is operating in such a manner that the failure may be correctly diagnosed. If the

conditions are not met, it may be possible for a failure to be present on the vehicle but remain undetected by the

module.

Most OBD monitors use 2-trip detection: on the first occasion the failure is detected, a pending DTC is recorded. If

on the subsequent drive cycle, the failure is again detected, then a confirmed DTC is logged and the MIL may be

illuminated.

A few OBD monitors operate on a single trip basis where the MIL is illuminated as soon as the failure is

diagnosed.

Detection of a failure may inhibit the operation of other OBD monitors to ensure that multiple DTCs are not logged

due to a single fault being present.



Note






: The system is not infallible and a single fault may result in two or more failures being detected and hence

the recording of two or more DTCs.



CYLINDER NUMBERING



V8 up to 2002.5 MY V8 2002.5 MY onwards



Front of engine Front of engine



V6

S-TYPE up to 2002.5 MY

V6

X-TYPE 2001.5 MY onwards

S-TYPE 2002.5 MY onwards

XJ 2003.5 MY onwards



3

2

1 4

6

5

3

2

4

1

5 6



Front of engine Front of engine



JTP 10371



OBD SYSTEM READINESS – ENGINE MANAGEMENT



If DTC P1000 is flagged after DTCs have been cleared, all engine management OBD diagnostic monitor drive

cycles HAVE NOT BEEN COMPLETED.

If DTC P1111 is flagged after DTCs have been cleared, all engine management OBD diagnostic monitor drive

cycles HAVE BEEN COMPLETED.



OBD SYSTEM READINESS – TRANSMISSION



Use WDS Datalogger “TOTAL NUMBER OF DTC SET” to determine if transmission OBD monitoring has been

completed. Refer to page 7.



OBD “TRIPS”



The OBD system defines 1 TRIP as an ignition cycle (ignition key OFF; wait 30 seconds; ignition key ON) plus a

minimum engine coolant temperature increase of 22 °C (40 °F) after which, the engine coolant temperature has to

reach a minimum of 71°C (160 °F).



OBD DIAGNOSTIC MONITORS



During vehicle operation, the on-board diagnostic (OBD) facilities of the Engine Control Module (ECM) and

Transmission Control Module (TCM), continuously check the Engine Management and Transmission Control

systems. The Powertrain OBD incorporates several diagnostic monitors; each monitor has an associated group of

DTCs. The diagnostic monitors will complete the diagnostic test(s) if a specified service “drive cycle” is carried

out.

The diagnostic monitors are:

– Heated Oxygen Sensors Monitor

– Adaptive Fuel Monitor

– Misfire Monitor

– Catalyst Efficiency Monitor

– Evaporative System Monitor

– Exhaust Gas Recirculation Monitor (not applicable for X400)

– Comprehensive Component Monitor (Engine Management / Transmission)



DIAGNOSTIC MONITORS DRIVE CYCLES



Technicians can ensure that an OBD Monitor drive cycle is completed and that all or specific components have

been checked by completing a specified drive cycle. Use the following service drive cycles to confirm that the

components and subsystems covered by the Diagnostic Monitors are operating correctly.



HEATED OXYGEN SENSORS MONITOR DRIVE CYCLE

Upstream (Universal) oxygen sensors:



1. Engine OFF; cooling fans inoperative > 20 seconds.

2. Start engine and bring to normal operating temperature > 82 °C (180 °F).

3. Drive the vehicle between 3000 – 4000 rpm in 3rd gear at a steady speed. Lift foot completely off accelerator

and coast to a stop within 30 seconds. Do not touch accelerator pedal for 4 seconds after coming to a stop.

4. Repeat step 3.

5. Idle engine for 11 minutes.



Downstream oxygen sensors:



1. Start engine and bring to normal operating temperature > 82 °C (180 °F).

2. Drive the vehicle steadily between 48 – 97 km/h (30 – 60 mph) for 10 minutes.

3. Drive the vehicle above 3000 rpm in 3rd gear at a steady speed. Lift foot completely off accelerator and coast

for 30 seconds.



Oxygen sensor heaters:



1. Start engine and bring to normal operating temperature > 82 °C (180 °F).

2. Idle engine for 3 minutes.



JTP 10371



ADAPTIVE FUEL MONITOR DRIVE CYCLE



1. Start engine and bring to normal operating temperature > 82 °C (180 °F).

2. Idle for a minimum of 10 minutes.



MISFIRE MONITOR DRIVE CYCLE



1. Record flagged DTC (s) and accompanying WDS DTC Monitor freeze frame(s) data.

2. Fuel level > 25%.

3. Start engine and bring to normal operating temperature > 82 °C (180 °F).

4. Drive vehicle to the recorded freeze frame conditions (from step 1).

5. Repeat several times.



Notes regarding misfire monitor DTCs:



•



If on the first trip, the misfire is severe enough to cause excess exhaust emission, the individual cylinder

DTC plus DTC P1316 will be logged. The CHECK ENGINE MIL will not be activated. If the fault reoccurs

on the second trip, the individual cylinder DTC plus DTC P1316 will be flagged, and the CHECK

ENGINE MIL will be activated.



•



If on the first trip, the misfire is severe enough to cause catalyst damage (more severe than excess

exhaust emission), the CHECK ENGINE MIL will flash while the fault is present and the individual

cylinder DTC plus DTC P1313 (bank 1), DTC P1314 (bank 2) will be logged. When the fault is no longer

present the MIL will be deactivated.



•



If the fault reoccurs on the second trip, the CHECK ENGINE MIL will flash while the fault is present and

the individual cylinder DTC plus DTC P1313 (bank 1), DTC P1314 (bank 2) will be flagged. When the

fault is no longer present the CHECK ENGINE MIL will be activated.



CATALYST EFFICIENCY MONITOR DRIVE CYCLE



1. Start engine and bring to normal operating temperature > 75 °C (167 °F).

2. With the gear selector in Park or Neutral, hold the engine speed at 2500 rpm for 5 minutes.

3. Drive vehicle ensuring that vehicle speed exceeds 15 km/h (10 mph) and the engine speed exceeds 1500

rpm.



4.



Stop the vehicle and check for any temporary DTCs using WDS.

EVAPORATIVE SYSTEM MONITOR DRIVE CYCLE



1. Ensure that fuel filler cap is fully closed (minimum three clicks).

2. Fuel level > 30% and < 85%.

3. Using WDS, perform ECM DTC Clear (even if no DTCs are flagged).

4. Drive vehicle for a minimum of 2 minutes, and until engine is at normal operating temperature.

5. Using WDS, ensure that the EVAP Canister Purge Valve is operating by observing “PURGE VAPOR

MANAGEMENT VALVE – DUTY CYCLE”. If the valve is not active, ECM adaptions have not been learned.

Conduct a “green ECM” Drive Cycle as described in Technical Service Bulletin.

6. Drive vehicle to the road where the EVAP System Drive Cycle will be conducted. Stop vehicle and switch

OFF the ignition. Leave ignition OFF for 30 seconds, and then restart the engine.

7. Accelerate briskly to 80 km/h (50 mph) ensuring that the engine speed reaches a minimum of 3500 rpm for a

minimum of 5 seconds.

8. (0.040-inch EVAP Test) View WDS “PURGE VAPOR MANAGEMENT VALVE – DUTY CYCLE”, “CANISTER

CLOSE VALVE – VAPOR RECOVERY SYSTEM”, and FUEL TANK PRESSURE – VAPOR RECOVERY

SYSTEM”. Avoiding high engine loads, drive the vehicle steadily between 65 km/h (40 mph) and 100 km/h

(60 mph). Avoid driving conditions that will produce excessive fuel movement. WDS should give an indication

that the test is active (it may take up to 30 minutes before the test will initialize). When the test has initialized

(EVAP Canister Close Valve CLOSED), it will take approximately 90 seconds for the test to complete.

9. (0.020-inch EVAP Test) Continue driving vehicle as explained in Step 8 for an additional 10 minutes.



JTP 10371



10. Gently coast the vehicle to a stop. Allow the engine to idle for 2 minutes and view WDS “PURGE VAPOR

MANAGEMENT VALVE – DUTY CYCLE”, “CANISTER CLOSE VALVE – VAPOR RECOVERY SYSTEM”,

and FUEL TANK PRESSURE – VAPOR RECOVERY SYSTEM”. WDS should give an indication that the test

is active. When the test has initialized (EVAP Canister Close Valve CLOSED), it will take approximately 90

seconds for the test to complete.

11. If the 0.020-inch EVAP Test is not activated, the purge system vapor concentration may be too great. To

reduce the vapor concentration proceed as follows:

12. Drive the vehicle for an additional 30 minutes avoiding driving conditions that will produce excessive fuel

movement. Repeat Step 10. If the 0.020-inch EVAP Test is still not activated, repeat the Drive Cycle from

Step 6.

13. Using WDS, check for and clear flagged DTCs.



EXHAUST GAS RECIRCULATION MONITOR DRIVE CYCLE (not applicable to X400)



1. Start engine and bring to normal operating temperature > 82 °C (180 °F).

2. Drive the vehicle in 3rd gear at 2500 rpm. Maintain a steady speed for 1 minute; lift foot completely off

accelerator and coast for a minimum of 10 seconds.



COMPREHENSIVE COMPONENT MONITOR ENGINE MANAGEMENT DRIVE CYCLE



To avoid unnecessary complexity, a single comprehensive engine management drive cycle has not developed for

X-TYPE. Refer to the individual DTC for specific drive cycle / monitoring conditions.



COMPREHENSIVE COMPONENT MONITOR TRANSMISSION DRIVE CYCLE



The Comprehensive Component Monitor transmission drive cycle will “check” all transmission system

components:

1. Engine and transmission at normal operating temperature. Ignition OFF; ensure that SPORT mode is NOT

selected.

2. With gear selector in P and the ignition ON. Check gearshift interlock by attempting to move selector without

pressing the brake pedal. Verify P state illumination.

3. Press and hold the brake pedal. Move the gear selector to R. Verify R state illumination.

4. Set the parking brake. Press and hold the brake pedal. Attempt to start the engine. The engine should not

start.

5. Move the gear selector to N. Verify N state illumination. Start the engine.

6. With the hand brake set and the brake pedal pressed, move the gear selector to the remaining positions in

the J-Gate (D, 4, 3, 2) for five (5) seconds each. Verify the state illumination in each position.

7. Move the gear selector back to 4. Verify 4 state illumination.

8. Move the gear selector to D. Verify D state illumination.

9. Move the gear selector to N. Verify N state illumination.

10. Select R, release the brakes and drive the vehicle in Reverse for a short distance.

11. Stop the vehicle.

12. Select 2 and drive the vehicle up to 65 km/h (40 mph). Hold 65 km/h (40 mph) for a minimum of five (5)

seconds.

13. Select 3 and hold 65 km/h (40 mph) for a minimum of five (5) seconds.

14. Select 4 and hold 65 km/h (40 mph) for a minimum of five (5) seconds.

15. Select D and accelerate to a minimum speed of 80 km/h (50 mph). Hold 80 – 129 km/h (50 – 80 mph) for a

minimum of 1.7 kilometers (1 mile).

16. Stop the vehicle; do not switch OFF the engine.

17. Use WDS Datalogger

 

Sorry for the delay folks and appreciate the info. I know something is amiss since previously when I reset codes I'd see the P1000 but later would P1111. I've driven probably 400 miles (some stretches as long as 80 miles, plus around town and short trips (4-5 miles) on the freeway,etc. I still get P1000 and nothing else, no check engine light, etc. So while I'd previously get P1111 without any special diagnostic drive cycles, it looks like I'll have to try some. I did find a "long drive cycle" test in my manual (which is pretty short) and I'm going to try that.

Each test says to clear codes, etc., but I'm afraid of doing that now since all driving I've done towards getting a P1111 are erased. Any reason why I need to before any of these tests if I have nothing but P1000? Or will the tests not initialize if I don't clear first?

 

And if that "long drive cycle" doesn't work, I guess I tackle the evaporative system test (although I don't know if my code reader/monitor will display the purge valve status).

I guess I'm wondering what drive cycle will actually move a P1000 to P1111 in an X350... This is not fun..

 

Don't clear any more! If you are not getting any other codes, then all is good. You could theoretically drive it a thousand miles but still not hit the parameters for one of the checks to complete. It's not the distance you drive...it's the parameters you hit while driving. If you just glance through the list I posted, you get an idea of how complicated some of these tests are...

 

You also won't get P1111 if a fault stops a monitor from running to completion. In that case you may or may not get any codes. Which can make diagnosing & fixing "awkward".

You're only really meant to clear codes when you've performed a proper repair. Always keep a note of the codes so if you do hit the "monitors won't set" situation you know where to go hunting (plus any recent work is always a suspect).

 

Many faults do have to trip more than once to register. The OBD reader I have will actually read the "pending" codes. But, eventually, if there is a hard fault it should trip the MIL light and read as a regular fault code. If it was spurious...the "pending" and regular codes will self clear after a lot of drive cycles...like over 40.

If you have any idea what system is having problems...you can go straight to the pertinent "drive cycle" in the list above. Run that cycle and the OBD codes will store in memory. If you know the drive cycle, it speeds testing the system after amking a change. Otherwise, you just have to drive around till the drive cycle parameters are accidentally hit to see if the repair worked or not.

 

Yup, there's my problem. I pulled the intake manifold to replace that stupid coolant hose. I initially had P0171 and P0174 lean banks and finally found the disconnected hose I missed. It started running like before (no more reduced engine performance), no more other codes, no engine light, etc. But it just stays at P1000. Don't understand if there is a problem why it wouldn't spit out something rather than staying in a perpetual state of "not complete".... The only thing I can think of is there is still some small vacuum leak somewhere that won't let it complete and go to P1111, but not enough to cause a fault. grrrrr! I'm starting to get irritated with this car and missing my '97 X300 with the straight 6....

 

Mine reads pending codes as well, and there is NOTHING. That's what's so frustrating. Either give me an error or something pending, or finish the cycle and change to P1000. I've never seen P1000 stay so long after resetting. And I don't know which of the drive cycles might be associated with this (vacuum). I may end up taking it into an independent and see what he can find. But if anyone has any suggetions on what drive cycle I should do after pulling the intake manifold, let me know...