|
Read Values
|
Unit
|
Min.
|
Max.
|
Value applies
|
Description
|
Use
|
Engine RPM
|
rpm
|
0
|
6500
|
While crankshaft rotating
|
Crankshaft position sensor frequency converted to rpm.
|
Checking the crankshaft position sensor. Engine speed is approx. 220 rpm when starter motor is cranking (20°C and good battery).
|
Airmass / Combustion
|
mg/comb
|
0
|
2000
|
While crankshaft rotating
|
The value indicates the current air mass passing the
mass air flow sensor
for each induction (combustion) and accordingly been supplied by 1: the throttle, 2: charge air control.
|
The value should always (sometimes after a short delay) be the same as the requested value. The engine will not deliver the requested torque if the value is lower.
|
Coolant Temperature
|
°C
|
-40
|
150
|
While crankshaft is stationary or rotating
|
The voltage across the NTC resistor converted to temperature.
|
The value should correspond with the temperature at the sensor.
|
Airmass / Comb. Calculated
|
mg/comb
|
0
|
2000
|
While crankshaft rotating
|
The
estimated
air mass passing the engine per induction (combustion). The value is based on: intake pressure, intake air temperature and engine speed.
|
The value should normally (sometimes after a short delay) be the same as that passing the mass air flow sensor per induction (combustion). The mass air flow sensor is not measuring the correct amount of air if the deviation is too great.
See also: Airmass Deviation from Calculated.
|
Airmass Deviation from Calculated
|
%
|
-25
|
25
|
While crankshaft rotating
|
The value shows the
deviation
between
current
air mass and
calculated
, and therefore indicates how well the mass air flow sensor value corresponds with the quantity or air being supplied to the engine. A negative value means that the mass air flow sensor indication of the air quantity is too low.
|
The value should be in the range ±15 %
Note: The value is calculated by the diagnostic tool and is strongly damped. However, large deviations are completely normal in conjunction with changes in load. Readings should only be taken under constant loads and when the value is stable. The EVAP canister purge valve should also be removed and replaced with a test lamp when taking readings at idling speed.
Fault 1: Vacuum leak at idling speed. 2: Leak between compressor and throttle body under partial load. 3: Defective mass air flow sensor.
|
Mass Air Flow
|
g/s
|
1.5
|
340
|
While crankshaft is stationary or rotating
|
Mass air flow sensor frequency converted to mass flow.
|
The value should be 1.50 g/s when the engine is stationary and rise immediately when blowing into the sensor. A warm engine without load requires 3.50-4.50 g/s at idling speed.
See also: Airmass Deviation from Calculated
|
Intake Air Temperature
|
°C
|
-40
|
80
|
While crankshaft is stationary or rotating
|
The voltage across the NTC resistor converted to temperature.
|
The value should correspond with the temperature at the sensor.
|
Atmosphere Absolute Pressure
|
kPa
|
25
|
112
|
While crankshaft is stationary or rotating
|
Voltage from the sensor is converted to pressure.
|
The value for a stationary engine should correspond with the two other pressure sensors in the system, approx. 101 kPa at sea level and normal air pressure (1013 mbar). The sensor is mounted in the control module and cannot be replaced separately.
|
Charge Air Absolute Pressure
|
kPa
|
0
|
250
|
While crankshaft is stationary or rotating
|
Voltage from the sensor is converted to pressure.
|
The value for a stationary engine should correspond with the two other pressure sensors in the system, approx. 101 kPa at seal level and normal air pressure (1013 mbar).
|
Manifold Absolute Pressure
|
kPa
|
0
|
250
|
While crankshaft is stationary or rotating
|
Voltage from the sensor is converted to pressure.
|
The value for a stationary engine should correspond with the two other pressure sensors in the system, approx. 101 kPa at seal level and normal air pressure (1013 mbar).
|
Preheating O2S 1
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the preheating circuit. Shows ON when the transistor is grounding.
|
Indicates when it is meaningful to take a reading of the preheating current.
|
Preheating O2S 1
|
mA
|
0
|
6000
|
While crankshaft is stationary or rotating
|
A voltage reading is taken across a series resistor in the preheating circuit. The current is proportional to the voltage reading.
|
A cold sensor can draw approx. 6000 mA. As the sensor warms up, the current will drop to approx. 1300 mA (engine idling).
|
O2S 1
|
V
|
0
|
2
|
While crankshaft is stationary or rotating
|
Voltage between reference ground and sensor input.
|
When closed loop is active, the value will fluctuate between 0 and 1V, on fuel shut-off 0V and with sensor disconnected approx 0.47V.
|
Short Term Fuel Trim
|
%
|
-25
|
25
|
While crankshaft rotating
|
Closed loop correction of fuel quantity.
|
With active purging, closed loop should fluctuate around or close to 0%.
Fuel fault check, see purge adaptation.
|
Purge Adaptation
|
%
|
-25
|
25
|
While crankshaft rotating
|
Purge correction of fuel quantity. During purging, the adaptation is adjusted so that closed loop fluctuates around 0%. A negative value indicates that the purge gases contain a richer mixture than 14.7:1, a positive value indicates leaner than 14.7:1.
|
Adaptation is very useful when checking a fuel fault: Zero the additive and multiplicative adaptation, unplug the EVAP purge valve connector and connect a test lamp. The adaptation will indicate the entire fuel fault when the lamp flashes. Max 15% deviation from 0 is OK.
If the fuel fault cannot be localized, adaptation can be observed while plugging various hoses, spraying starting gas or similar on suspected leaks, after replacing the mass air flow sensor or fuel pressure regulator. Adaptation will tend towards 0 when the fault has been located.
|
Additive Adaptation
|
mg/comb
|
-10
|
10
|
While crankshaft is stationary or rotating
|
Additive adaptation correction of the fuel quantity. Adaptation takes place at idling speed and corrects for vacuum leaks. During adaptation, the value is adjusted so that closed loop fluctuates around 0%.
|
If the multiplicative adaptation indicates a neutral value and the additive deviates greatly, certain conclusions can be drawn: positive value indicates a vacuum leak and negative an internal leak in the EVAP purge valve. Also check the response of the fuel pressure regulator.
See purge adaptation for final check of work carried out.
|
Multiplicative Adaptation
|
%
|
-25
|
25
|
While crankshaft is stationary or rotating
|
Multiplicative adaptation correction of fuel quantity. Adaptation takes place under partial load and corrects for percentage differences between measured air quantity and injected fuel quantity. During adaptation, the value is adjusted so that closed loop fluctuates around 0%.
|
Check fuel pressure, response and flow capacity if there is a major deviation from a neutral value. A negative value can indicate a leak between the compressor and the throttle body. Compare with another mass air flow sensor.
See purge adaptation for final check of work carried out.
|
Injection Duration
|
ms
|
0
|
124
|
While crankshaft is stationary or rotating
|
Final result of fuel calculation.
|
Training: To see the connection between current air mass per combustion and injection duration converted to mg petrol/combustion (14.7:1 with closed loop active).
|
Injection End Angle
|
°
|
0
|
720
|
While crankshaft rotating
|
Crankshaft angle when injection ends.
|
Training: To see how injection takes place in relationship with the inlet valve timing for the current cylinder.
|
Charge Air Control Valve
|
%
|
0
|
100
|
While crankshaft is stationary or rotating
|
Shows PWM, negative trigger, i.e. that part of the duration period when the transistor is grounding.
|
Check the transistor with a test lamp. The lamp should flash. The pulse ratio for a stationary car is 2%. Frequency is always 32 Hz.
|
Charge Air By Pass Solenoid
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor control of transistor grounding the circuit. Shows ON when the transistor is grounding
|
Training: To show when the bypass valve control line is connected to the intake manifold after the throttle.
|
Charge Air Adaptation
|
%
|
-100
|
100
|
While crankshaft is stationary or rotating
|
Shows how much charge air control must correct the PWM ratio to the charge air control valve so that the current air mass per combustion will reach the requested. Adaptation is very slow.
|
A large positive difference indicates low compressor capacity, which can be due to 1: Defective control valve, 2: Internal leak in bypass valve, 3: Blocked air cleaner, 4: Turbo fault. A large negative difference can be due to point 1 or 4.
|
Idle Control
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when idle speed control is active.
|
Indicates when it is meaningful to read the differential engine speed for idle speed control.
|
Idle Speed Deviation from Requested
|
rpm
|
-7000
|
7000
|
While crankshaft is stationary or rotating
|
Shows the difference between the current engine speed and the requested idling speed
|
The value should fluctuate around 0 when idle speed control is active. It is improbable that the engine speed would be too low as throttle control would go into limp-home mode if anything was preventing the throttle from opening. A leak will cause the engine speed to be too high.
|
Pedal Position Sensor 1
|
V
|
0
|
5
|
While crankshaft is stationary or rotating
|
The sensor is supplied with 5V. The voltage drops when the accelerator pedal is depressed.
|
Training: Shows how the diagnosis works, that the sum of the two sensor voltages is 5V.
|
Pedal Position Sensor 2
|
V
|
0
|
5
|
While crankshaft is stationary or rotating
|
The sensor is supplied with 5V. The voltage rises when the accelerator pedal is depressed.
|
Training: Shows how the diagnosis works, that the sum of the two sensor voltages is 5V.
|
Throttle Position Sensor 1 Requested
|
V
|
0
|
5
|
While crankshaft is stationary or rotating
|
Requested air mass per combustion converted to requested throttle position.
|
Training: Shows how the system requests a throttle position and how throttle control sets the requested position with the throttle motor.
|
Throttle Position Sensor 1
|
V
|
0
|
5
|
While crankshaft is stationary or rotating
|
The sensor is supplied with 5V. The voltage rises when the throttle opens.
|
Training: Shows how throttle control sets the requested position with the throttle motor. Shows how the diagnosis works, that the sum of the two sensor voltages is 5V.
|
Throttle Position Sensor 2
|
V
|
0
|
5
|
While crankshaft is stationary or rotating
|
The sensor is supplied with 5V. The voltage drops when the throttle opens.
|
Training: Shows how the diagnosis works, that the sum of the two sensor voltages is 5V.
|
Kick Down
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when pedal position sensor 1 indicates below approx. 1.5V
|
Training: Shows the relationship between pedal position sensor 1 and the kickdown status that is sent on the bus and is used by TCM.
|
Canister Purge Valve
|
%
|
0
|
100
|
While crankshaft rotating
|
Shows PWM, negative trigger, i.e. that part of the duration period when the transistor is grounding.
|
Indicates when fuel adaptation has started, pulse ratio goes towards 0.
|
Limp Home Solenoid Relay
|
%
|
0
|
100
|
While crankshaft rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor is grounding
|
Training: Shows how the system activates the limp-home function when a throttle control fault occurs.
|
Fuel Pump Relay
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor is grounding
|
Training: Shows how the system activates the fuel pump when the crankshaft starts to rotate.
|
Main Relay
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor is grounding
|
Training: Shows how the system activates the main relay when the ignition is turned on.
|
Ignition Timing
|
°
|
-10
|
45
|
While crankshaft is stationary or rotating
|
Crankshaft angle when the trigger lead for the current cylinder is grounded.
|
Training: Shows the affect idle speed control, engine speed and load have on the ignition timing.
|
Combustion Detection Cyl 1+2 / Bank1
|
%
|
0
|
100
|
While crankshaft rotating
|
The value indicates how large a proportion of the crankshaft angle during which combustion is detected where the voltage is above 5V.
|
This should be 100% when the engine is running and the lead to the ignition discharge module is disconnected and 0% when jumpered to ground.
|
Combustion Detection Cyl 3+4 / Bank2
|
%
|
0
|
100
|
While crankshaft rotating
|
The value indicates how large a proportion of the crankshaft angle during which combustion is detected where the voltage is above 5V.
|
This should be 100% when the engine is running and the lead to the ignition discharge module is disconnected and 0% when jumpered to ground.
|
Camshaft Position Synchronized
|
ON
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the system has located the camshaft position using the combustion signals.
|
The value should be ON just after start.
|
Knock Sensor
|
V
|
0
|
5
|
While crankshaft rotating
|
Shows the knock voltage for the current cylinder. Note: the knock sensor function is an internal ignition discharge module function, there are no external sensors.
|
This should show 0V when the engine is running and the lead to the ignition discharge module is disconnected. Voltage spikes close to 5V will be shown if briefly connected to B+ (try several times, as the knock window must be located).
|
Knock Counter Cyl 1
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Shows the number knocks for each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 2
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Shows the number knocks for each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 3
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Shows the number knocks for each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 4
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Shows the number knocks for each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Misfire Cyl 1
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Show the number of misfires on each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A misfiring cylinder is easy to detect.
|
Misfire Cyl 2
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Show the number of misfires on each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A misfiring cylinder is easy to detect.
|
Misfire Cyl 3
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Show the number of misfires on each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A misfiring cylinder is easy to detect.
|
Misfire Cyl 4
|
|
0
|
65000
|
While crankshaft is stationary or rotating
|
Show the number of misfires on each cylinder since the control module was originally fitted.
|
Do not draw any conclusions from what the counters show the first time they are read as they are zeroed at 65000 and may have gone round several times. Always zero the counters, drive and then read the value. A misfiring cylinder is easy to detect.
|
Main Relay Voltage
|
V
|
0
|
25.5
|
While crankshaft is stationary or rotating
|
Shows the voltage on control module pin 1, supplied from the main relay.
|
The supply to pin 1 is used internally to supply the throttle motor transistors. If a main relay fault should occur, the voltage will be approx. 0V and the throttle will go into limp-home mode.
|
Cruise A
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when B+ is on the control module input
|
Used for fault diagnostic in the switch circuit. In position ON/OFF, A, B and C are ON, all are OFF in neutral position.
|
Cruise B
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when B+ is on the control module input
|
Used for fault diagnostic in the switch circuit. In position ON/OFF, A, B and C are ON, all are OFF in neutral position.
|
Cruise C
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when B+ is on the control module input
|
Used for fault diagnostic in the switch circuit. In position ON/OFF, A, B and C are ON, all are OFF in neutral position.
|
Cruise Control
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when cruise control is regulating the speed.
|
Training: Shows when cruise control is regulating the speed.
|
Clutch or Brake Switch
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when B+ disappears from the control module input, i.e. when the brake or clutch pedal is depressed or when any selector lever position other than D, 3, 2 or 1 is selected on cars with automatic transmission.
|
Cruise control will not function without B+ on the control module input. An internal pull-down makes the voltage go towards 0V when any of the series-coupled switches open. TCM: The pedal switch is supplied from the gear selector position sensor. To show OFF, the selector lever must be in D, 3, 2 or 1 at the same time as the brake pedal is released.
|
Brake Light (Bus from TWICE)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
The brake light switch is connected to TWICE, which sends brake light information on the bus.
|
Cruise control will not work without correct brake light information.
|
A/C In (Bus from DICE)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
MCC or ACC sends an A/C request to DICE. If the refrigerant pressure, evaporator pressure and engine coolant temperature are OK, DICE will send an A/C request to Trionic (ON).
|
When A/C is ON, the A/C relay will be activated provided the engine is running.
|
AC Relay
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor is grounding
|
When A/C is ON, the A/C relay will be activated provided the engine is running.
|
Gear Position Calculated
|
U R 1 2 3 4 5 (2=R, 5=1, 6=2, 7=3, 8=4, 9=5, 255=Undefined)
|
0
|
10
|
While crankshaft is stationary or rotating
|
Manual gearbox: The gear position is calculated by comparing the engine speed with the vehicle speed. 1st gear and reverse are distinguished by using information from DICE on the reversing lights. U is shown if no gear is engaged or if the clutch is depressed.
|
Training: Shows how the system calculates the gear position.
|
Gear Selector Position (Bus From TCM)
|
P R N D 3 2 1 (1=P, 2=R, 3=N, 4=D, 7=3, 6=2, 5=1, 0=Undefined)
|
0
|
7
|
While crankshaft is stationary or rotating
|
The gear selector position sensor is connected to TCM, which sends selector lever information on the bus.
|
Cruise control and air mass compensation when any other position than P or N is selected will not work without correct selector lever information.
|
Reverse Gear (Bus from DICE)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Manual gearbox: The gear position is calculated by comparing the engine speed with the vehicle speed. 1st gear and reverse are distinguished by using information from DICE on the reversing lights. Shows ON when the reversing lights are on.
|
Training: Shows how the system calculates the gear position.
|
Fuel Consumed
|
ml
|
0
|
65535
|
While crankshaft is stationary or rotating
|
Fuel consumed since start, used by SID and MIU.
|
Training: Illustrates the function.
|
CRUISE Lamp
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor decision to turn the lamp on, bus information is used by MIU. Shows ON when the lamp is to be turned on.
|
Training: Illustrates the function.
|
CHECK ENGINE Lamp
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor decision to turn the lamp on, bus information is used by MIU. Shows ON when the lamp is to be turned on.
|
Training: Illustrates the function.
|
SHIFT UP Lamp
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Processor decision to turn the lamp on, bus information is used by MIU. Shows ON when the lamp is to be turned on.
|
Training: Illustrates the function.
|
Vehicle Speed (Wire from ABS)
|
km/h
|
0
|
300
|
While crankshaft is stationary or rotating
|
Frequency modulated signal from ABS, 29 pulses per wheel revolution. The value from the front right wheel is used.
|
Cruise control, idle speed control and gear position calculation do not work without correct speed information.
|
Vehicle Speed (Bus from MIU)
|
km/h
|
0
|
300
|
While crankshaft is stationary or rotating
|
Frequency modulated signal from ABS to MIU, 29 pulses per wheel revolution. The value from the rear left wheel is used. MIU sends the value on the bus.
|
Cruise control will not work without correct speed information from MIU.
|
Electrical Load (Bus from DICE)
|
A
|
0
|
255
|
While crankshaft is stationary or rotating
|
Shows current consumption of electrically heated rear window and radiator fan.
|
Training: Shows how the system uses current consumption to correct the requested air mass/combustion.
|
Throttle Control, Limphome
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Indicates that throttle control is in limp-home mode. The control module retains this information until it is de-energized or diagnostic trouble codes are cleared. Shows ON when limp-home is active.
|
If the value is ON: The limp-home solenoid is reactivated each time the ignition is turned on (if this is done more than 5 seconds after the ignition was last turned off). Repair of a limp-home fault must therefore be carried out as follows 1: Repair the fault 2: Clear diagnostic trouble codes 3: Reset the mechanism.
|
Airmass / Comb. Requested
|
mg/comb
|
0
|
2000
|
While crankshaft is stationary or rotating
|
The system
requests
this air mass from 1: the throttle, 2: charge air control.
|
Training: Illustrates the function. See also: Airmass Deviation from Requested.
|
Airmass Deviation from Requested
|
%
|
-10
|
10
|
While crankshaft rotating
|
The value shows the
deviation
between the
current
air mass and the
requested
, and consequently indicates how well the engine is being supplied with air by the air mass control. A negative value means there is not enough air being supplied.
|
The value should be in the range ±5 %. Note: The value is calculated in the diagnostic tool and is strongly damped. However, large deviations are completely normal in conjunction with changes in load.
Readings should only be taken under constant loads and when the value is stable.
The engine speed must exceed 2000 rpm in order to avoid low readings under high loads. Fault 1: Blocked air filter 2: Leak between compressor and throttle body. 3: Charge air control
|
Max Engine Torque at Actual RPM
|
Nm
|
0
|
400
|
While crankshaft rotating
|
The value shows this
engine variant's
max.
permissible
torque at the current engine speed.
|
Training: Illustrates the function, see also: Engine Torque Used at Actual RPM.
|
Engine Torque
|
Nm
|
-100
|
400
|
While crankshaft rotating
|
The value shows the
current
engine torque. The current air mass per combustion has been converted to engine torque.
|
Training: To see the relationship between current air mass per combustion and engine torque, see also: Engine Torque Used at Actual RPM.
|
Torque Limit (Bus from TCM)
|
Nm
|
-100
|
400
|
While crankshaft is stationary or rotating
|
The maximum engine torque permitted by the automatic transmission.
|
Training: To see engine torque limitation during gear changes.
|
Engine Torque Used at Actual RPM
|
%
|
0
|
100
|
While crankshaft rotating
|
The value shows how large a portion of the max.
permissible
engine torque for the
engine variant
is being
used
at the current engine speed.
|
Generally speaking, a value above 85 % is obtained with correct octane fuel, normal temperature and normal air pressure (2nd gear or higher engaged on manual gearboxes) as soon as the engine speed exceeds 2000 rpm during wide open throttle acceleration. A lower value may be due to a discrepancy between the current air mass and the requested, which in turn can be due to a malfunction in the charge air control or severe knocking. Note: The value is calculated in the diagnostic tool and is strongly damped.
|
AIRMASS DEMAND
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
The following values show which part of the air mass control that requests air mass per combustion from the throttle and charge air control. Only
one
value at a time is ON.
|
If low engine torque is suspected,
always
make sure first that the
current
air mass corresponds with the
requested
(that the
air supply
and
charge air control
are
OK
). Only
then
can the following be used to see what is limiting the system
air mass request
.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when a fault is limiting the permissible air mass per combustion.
|
Read trouble codes and rectify.
|
Accelerator Pedal
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the driver determines the air mass that the air mass control is to request from the throttle and charge air control.
|
Training: Under light loads (and no cruise control), it is normally always the pedal position that determines the desired value. Under high loads it is normally the knock control, gearbox or engine variant instead.
|
Cruise Control
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when cruise control determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: Normally, it is the cruise control that determines the desired value when driving with it engaged, unless the pedal position gives a higher air mass request. Under high loads, it is normally the knock control, gearbox or engine variant instead.
|
Basic Load
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the basic load function determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: The lowest air quantity allowed to pass the engine. During engine braking, once the dashpot has ceased, the basic load will normally determine the desired value.
|
Idle
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the idle speed control determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: The idle speed control will determine the desired value when the accelerator pedal is released and the car is stationary.
|
Dashpot
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the dashpot determines the air mass that the air mass control requests from the throttle and charge air control.
|
Shows ON when the dashpot determines the air mass that the air mass control requests from the throttle and charge air control.
|
Max Engine Torque
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. engine torque at current engine speed for current engine variant determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. Note that there is nothing wrong if it is not the max. engine torque that determines the desired value.
|
Manual Transmission
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. permissible engine torque for the current gear determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. Torque limited to 230 Nm in gears 1 and R, other gears: 350 Nm. Tip: Select to read engine torque at the same time.
|
Automatic Transmission Stalling
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. permissible engine torque for automatic transmission stalling determines the air mass that the air mass control requests from the throttle and charge air control. The value is determined by Trionic.
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. Stall torque is limited to 200 Nm. Tip: Select to read engine torque at the same time.
|
Automatic transmission Reverse
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. permissible engine torque for automatic transmission in selector lever position R determines the air mass which the air mass control requests from the throttle and charge air control. The value is determined by Trionic.
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. In gear selector position R, the torque is limited to 140 Nm at engine speeds below 2000 rpm. A higher torque is allowed at higher speeds, max. 280 Nm at engine speeds above 2500 rpm. This is to avoid vibration. Tips: Select to read engine torque at the same time.
|
Automatic Transmission (Bus from TCM)
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. permissible engine torque for automatic transmission determines the air mass that the air mass control requests from the throttle and charge air control. The value is determined by TCM.
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. Tips: Select to read engine torque and bus value at the same time.
|
Knock Control
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when max. permissible air mass per combustion for knock control determines the air mass that the air mass control requests from the throttle and charge air control
|
Training: Under high loads, it is normally the knock control, gearbox or max. engine torque at current engine speed for current engine variant that determines the desired value. Note that there is nothing wrong if the knock control determines the desired value
|
Max Vehicle Speed
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the max. permissible vehicle speed determines the air mass that the air mass control requests from the throttle and charge air control
|
Training: The desired value is limited at 250 km/h.
|
Max Engine Speed
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the maximum permissible engine speed determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: The desired value is limited first and then (approx. 200 rpm later) fuel shut-off takes place.
|
Max Turbo Speed
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the maximum permissible turbo speed determines the air mass that the air mass control requests from the throttle and charge air control.
|
Training: At low atmospheric pressures (high altitude), the desired value is limited to protect the turbo from overevving.
|
CONDITIONS FOR CRUISE CONTROL
|
|
|
|
|
The following values indicate what is required to engage cruise control.
|
The following values indicate what is required to engage cruise control.
|
All Inputs Allow Cruise Control
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when all the conditions for engaging cruise control have been fulfilled.
|
Locate the fault with the SET button if the conditions are fulfilled but cruise control cannot be activated
|
Switch in ON Position and no Trouble Code Detected
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
When ON, the A, B and C inputs have been briefly connected to B+ and a diagnostic trouble code that can block the cruise control function has not been generated (CRUISE lamp on also)
|
If the condition cannot be fulfilled, read any trouble codes and rectify. Check also inputs A, B and C.
|
No Brake Light (Bus from TWICE)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the brake pedal is released (Bus from TWICE)
|
If the condition cannot be fulfilled: Perform fault diagnosis on the brake light switch in TWICE.
|
No Clutch or Brake Switch
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the brake pedal and clutch pedal are released.
|
If the condition cannot be fulfilled: Search for faults in the circuit. TCM: The pedal switch is powered from the gear selector position sensor. The selector lever must be in position D, 3, 2 or 1 at the same time as the brake pedal is released for ON to be shown.
|
Vehicle Speed Above 40 km/h (Bus from MIU)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when vehicle speed from MIU is high enough.
|
If the condition cannot be fulfilled, there is probably interference in the MIU speed display as well. If ABS is OK, check the lead between ABS and MIU.
|
Vehicle Speed Above 40 km/h (Wire from ABS)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when vehicle speed from ABS is high enough.
|
If the condition cannot be fulfilled and ABS is OK, check the lead between ABS and Trionic.
|
No Deceleration
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when speed is constant.
|
Training: Illustrates the function.
|
Gear Detected
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Manual gearbox: Shows ON when 1st, 2nd, 3rd, 4th or 5th gear is engaged. Automatic: Shows ON when D, 3, 2, or 1 is selected (bus from TCM)
|
TCM: If the condition cannot be fulfilled, the fault can be caused by a defective gear selector position sensor.
|
Brake Light and Brake or Clutch Switch Confirmed
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the brake light switch has
closed
and the clutch or brake pedal switch has
opened
the circuit once during the driving cycle.
|
If the condition cannot be fulfilled: 1: Perform fault diagnosis on the brake light switch. 2: Perform fault diagnosis on the circuit for clutch and brake pedal switches.
|
Switch in Neutral Position before ON
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the voltage on control module inputs A, B and C are simultaneously 0V and then B+ is put on the inputs at the same time to engage cruise control.
|
If the condition cannot be fulfilled: Make sure inputs A, B and C are OFF when the switch is in neutral position.
|
REASON CC WAS SWITCHED OFF
|
|
|
|
|
The following values indicate the reason why cruise control was last disengaged.
|
The following values indicate the reason why cruise control was last disengaged. The values are stored as long as the control module is energized and are useful for fault diagnosis of intermittent cruise control faults.
|
CC Was Not Switched OFF
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON while cruise control is engaged.
|
There was nothing that turned off cruise control.
|
CC Was Not Used
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when cruise control was never engaged.
|
Cruise control has not been engaged since the control module was last energized.
|
Brake Light Was ON (Bus from TWICE)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when TWICE brake light switch turned off cruise control.
|
Perform fault diagnosis on brake light switch in TWICE.
|
Clutch or Brake Switch Was ON
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the clutch or brake pedal switch disengaged cruise control.
|
Search for faults in the circuit. TCM: The pedal switch is powered from the gear selector position sensor.
|
Vehicle Speed Was Below 40 km/h (Bus from MIU)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the vehicle speed from MIU disengaged cruise control.
|
There is probably interference to the MIU speed display as well. If ABS is OK, check the lead between ABS and MIU.
|
Vehicle Speed Was Below 40 km/h (Wire from ABS)
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when vehicle speed from ABS disengaged cruise control.
|
If ABS is OK, check the lead between ABS and Trionic.
|
Deceleration Was Too High
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when the speed was OK but dropped too sharply.
|
Training: Illustrates the function.
|
Gear Was Disengaged
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Manual gearbox: 1st, 2nd, 3rd, 4th or 5th gear must be engaged. Automatic: D, 3, 2 or 1 must be selected (bus from TCM)
Shows ON when gear disengaged.
|
Manual gearbox: Probable cause is an intermittent break in the speed signal (wire from ABS). TCM: A defective gear selector position sensor can disengage cruise control.
|
CANCEL Was Used
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when inputs B and C were connected to B+.
|
Improbable fault.
|
Switch in OFF Position or Trouble Code Detected
|
ON/OFF
|
0
|
1
|
While crankshaft is stationary or rotating
|
Shows ON when inputs A, B and C were connected to B+ or a fault has occurred that generated a trouble code.
|
Read trouble codes and rectify.
|
LAMBDA STATUS
|
|
|
|
|
The following values show what is required to activate closed loop. Only
one
value at a time is ON.
|
The following values show what is required to activate closed loop. Only one value at a time is ON.
|
Closed Loop
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop is active.
|
Closed loop active.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when a trouble code has been generated that is blocking closed loop.
|
Read trouble codes and rectify.
|
Engine Revolutions Since Start Too Few
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
A certain number of engine revolutions must have taken place since start before closed loop can be activated. Shows ON when this number of engine revolutions has been exceeded.
|
Training: Illustrates the function. After a quick restart, it is preferable to wait a while so that the after-start enrichment is not counter-compensated by closed loop being activated too soon.
|
O2S1 Not Yet Left 0.4V - 0.6V
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Sensor voltage must have left the band between 0.4 V and 0.6 V before closed loop can be activated, as this is an indication that the sensor is warm. Shows ON until the voltage has left the band.
|
The sensor is high-ohmic "suspended" at 0.47 V from the control module. When it has become warm, it will supply a voltage that is dependent on the mixture. The sensor is then low-ohmic and "takes over". If there is an open circuit or sensor fault, this will not take place and a diagnostic trouble code will be generated.
|
Coolant Temp Too Low, Released Pedal
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
The engine coolant temperature must exceed a certain value before closed loop can be activated, a higher value at idling speed. Shows ON until this temperature has been reached.
|
Training: Illustrates the function. At extremely low temperatures, a continuous enrichment takes place. This must not be counter-compensated by an active closed loop. At idling speed, a higher temperature is required to activate closed loop.
|
Coolant Temp Too Low, Pressed Pedal
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
The engine coolant temperature must exceed a certain value before closed loop can be activated, a lower value at partial load. Shows ON until this temperature has been reached.
|
Training: Illustrates the function. At extremely low temperatures, a continuous enrichment takes place. This must not be counter-compensated by an active closed loop. At partial load, a lower temperature is allowed to activate closed loop.
|
Fuel Cut
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop is turned off due to fuel shut-off.
|
Training: Illustrates the function. When the fuel is shut off, the motor pumps pure air and the sensor voltage is 0V.
If closed loop had been active, the low sensor voltage would drive the closed loop correction factor towards 1.25 and when the fuel was connected, the quantity would initially be 25% too great until the correction was reset.
|
Load Too High
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop deactivated due to high load.
|
Training: Illustrates the function. When the load is so high that full-load enrichment is activated, closed loop must be deactivated. Otherwise, the enrichment would be counter-compensated.
|
Load Too Low
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop deactivated due to the load being too low.
|
Training: Shows function. If the load is too low, closed loop will be deactivated as combustion cannot be ensured.
|
Engine Speed Too Low
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop deactivated due to engine speed being too low.
|
Training: Illustrates the function. If the engine speed is too low, closed loop will be deactivated as combustion cannot be ensured.
|
Load Transient and Low Coolant Temperature
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when closed loop deactivated due to low engine coolant temperature and rapid load change.
|
Training: Illustrates the function. When the engine coolant temperature is low, a greater acceleration enrichment takes place. This must not be counter-compensated by an active closed loop.
|
FUEL CUT STATUS
|
|
|
|
|
The following values indicate the cause of the fuel shut-off at the moment. Only one value at a time is ON.
|
The following values indicate the cause of the fuel shut-off at the moment. Only one value at a time is ON.
|
Fuel Cut
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when fuel shut-off is active.
|
Fuel shut-off is active.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Fuel shut-off is activated when any of the following diagnostic trouble codes are generated: P1460, P1263, P1310, P1261, P1611 or P0605. At speeds above 2200 rpm, fuel shut-off will take place if any of the following diagnostic trouble codes are generated: P1530, P1531, P1532 or P1610
|
Read trouble codes and rectify.
|
Accelerator Fully Pressed During Start
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when the accelerator pedal is fully depressed during starting.
|
Training: Illustrates the functions. It can be used to air a flooded engine.
|
Deceleration Fuel Cut
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON during normal fuel shut-off when engine braking.
|
Training: Illustrates the function. It can be used to reduce fuel consumption and emissions.
|
Engine Speed Too High
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when engine speed is too high.
|
Training: Shows the function. Air mass per combustion is limited first and then (approx. 200 rpm later) fuel shut-off will take place.
|
Airmass / Combustion Too High
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when current air mass per combustion is too high.
|
Training: Illustrates the function. This function corresponds to the pressure switch cut-out in APC systems.
|
+15 Missing
|
ON/OFF
|
0
|
1
|
While crankshaft rotating
|
Shows ON when +15 is missing
|
Training: Illustrates the function. This function cuts off the engine when the ignition is turned OFF.
|
