I have long been an advocate of “NOT” clearing codes ‘indiscriminately’. I just adopted the reverse logic as you described – if the cause of the DTC is removed, the PCM will clear the light in a few drive cycles as you say (usually two, sometimes three). The light doesn’t hurt a thing – for most codes – Oil Pressure excepted. The advantage is you avoid the P1000 DTC and the delay – can actually be weeks or months for all readiness tests to complete. Especially since certain ones (EVAP monitor for example) will not run if IAT is > 95 degrees. Here in South Texas, that could be months in the summer time.

Although I do not have the problem, I would think if there is NO CEL, and Readiness indicates complete, the inspection will NOT fail based on existence of an old code. They should also be able to see the standard PID indicating number of miles driven with CEL ‘OFF’. (You got a receipt for the O2 sensor you can show them?).

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You don’t.

But frequently (though admittedly not ALWAYS), a CEL is accompanied by other codes. I can make the case that clearing codes obscures those from view until they return – in the same reverse fashion. It’s one of those arguments for which there is no clear winner on either side. I have just developed the attitude that (with the best code reader on the market), I can easily check them anytime. P1000 is one that I create myself, and I cannot clear it effectively.

So who is the winner?

I guess we need a CEL for each code!!!! LOL Our dash would look like one on an AirBus.

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