|
Read values
|
Unit
|
Min.
|
Max.
|
Value applies
|
Description
|
Use
|
Engine RPM
|
rpm
|
0
|
6500
|
During crankshaft rotation.
|
Crankshaft position sensor frequency converted to rpm.
|
Crankshaft position sensor check. The engine speed during starter motor cranking is approx. 220 rpm (20 °C and good battery).
|
Airmass / Combustion
|
mg/comb
|
0
|
2000
|
During crankshaft rotation.
|
The value indicates the current air mass passing the
mass air flow sensor
per induction (combustion) and has therefore been supplied by 1: the throttle, 2: charge air control.
|
The value should always (sometimes after a slight delay) be the same as the requested value. In the case of a lower value, the engine will not provide the requested torque.
|
Coolant Temperature
|
°C
|
-40
|
150
|
When crankshaft is stationary or rotating
|
Voltage across NTC resistor converted to temperature.
|
The value should coincide with the temperature at the sensor.
|
Airmass / Comb. Calculated
|
mg/comb
|
0
|
2000
|
During crankshaft rotation.
|
It is
estimated
that this air flow passes through the engine per induction (combustion). It is calculated on the basis of: intake pressure, intake air temperature and engine rpm.
|
The value should normally (sometimes after a slight delay) be the same as that passing through the mass air flow sensor per induction (combustion). In the case of major variation, the mass air flow sensor is not measuring the air mass correctly.
See also: Airmass Deviation from Calculated
|
Airmass Deviation from Calculated
|
%
|
-25
|
25
|
During crankshaft rotation.
|
The value shows the
deviation
between
current
and
calculated
air mass and is consequently an indication of how accurately the mass air flow sensor's value coincides with the air mass supplied to the engine. A negative value indicates that the mass air flow sensor is inaccurate and shows too small an air mass.
|
The value should be within +/- 15%.
Note: The value is calculated in the diagnostic tool and is strongly damped. In connection with load changes, however, major variations are perfectly normal. Readings should be taken only when the value is stable and the load constant. When taking readings at idling speed the evap canister purge valve must be disconnected and replaced by a test lamp.
Fault 1: Vacuum leak at idling speed. 2: Leak between compressor and throttle body at partial load. 3: Defective mass air flow sensor.
|
Mass Air Flow
|
g/s
|
1.5
|
340
|
When crankshaft is stationary or rotating
|
Mass air flow sensor frequency converted into mass flow.
|
With the engine stationary, the value should be 1.50 g/s and rise immediately if you blow into the sensor, however slightly. A warm engine under no-load conditions needs 3.50-4.50 g/s at idling speed.
See also: Airmass Deviation from Calculated
|
Intake Air Temperature
|
°C
|
-40
|
139
|
When crankshaft is stationary or rotating
|
Voltage across NTC resistor converted to temperature.
|
The value should coincide with the temperature at the sensor.
|
Atmosphere Absolute Pressure
|
kPa
|
25
|
112
|
When crankshaft is stationary or rotating
|
Voltage from the sensor is converted into pressure.
|
With the engine stationary, the value should coincide with the system's other two pressure sensors, about 101 kPa at sea level and normal air pressure (1013 mbar). The sensor is mounted in the control module and cannot be changed separately.
|
Charge Air Absolute Pressure
|
kPa
|
0
|
250
|
When crankshaft is stationary or rotating
|
Voltage from the sensor is converted into pressure.
|
With the engine stationary, the value should coincide with the system's other two pressure sensors, about 101 kPa at sea level and normal air pressure (1013 mbar).
|
Manifold Absolute Pressure
|
kPa
|
0
|
250
|
When crankshaft is stationary or rotating
|
Voltage from the sensor is converted into pressure.
|
With the engine stationary, the value should coincide with the system's other two pressure sensors, about 101 kPa at sea level and normal air pressure (1013 mbar).
|
Preheating O2S 1
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the preheating circuit. Shows ON when the transistor grounds.
|
Shows when it is meaningful to take a reading of the preheating current.
|
Preheating O2S 1
|
mA
|
0
|
6000
|
When crankshaft is stationary or rotating
|
The voltage across a series resistor in the preheating circuit is measured. The current is proportional to the measured voltage.
|
A cold sensor can draw about 6000 mA. As the sensor grows warmer, the current drops to about 1300 mA (engine idling).
|
O2S 1
|
V
|
0
|
2
|
When crankshaft is stationary or rotating
|
The voltage between reference ground and sensor input.
|
With active closed loop system, the value oscillates between 0 and 1 V. At fuel shut-off 0 V and with disconnected sensor about 0.47 V.
|
Preheating O2S 2
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the preheating circuit. Shows ON when the transistor grounds.
|
Shows when it is meaningful to take a reading of the preheating current.
|
Preheating O2S 2
|
mA
|
0
|
6000
|
When crankshaft is stationary or rotating
|
The voltage across a series resistor in the preheating circuit is measured. The current is proportional to the measured voltage.
|
A cold sensor can draw about 6000 mA. As the sensor grows warmer, the current drops to about 1300 mA (engine idling).
|
O2S 2
|
V
|
0
|
2
|
When crankshaft is stationary or rotating
|
The voltage between reference ground and sensor input.
|
When driving under even loads, with closed loop active and catalytic converter ignited, the voltage will be approx. 0.6 V. At fuel shut-off it will be 0 V and with the sensor disconnected, approx. 0.47 V.
|
Short Term Fuel Trim
|
%
|
-25
|
25
|
During crankshaft rotation.
|
Closed loop correction of fuel quantity.
|
When purging is active, the closed loop system should oscillate round or close to 0%.
Checking a fuel fault, see purge adaptation.
|
Purge Adaptation
|
%
|
-25
|
25
|
During crankshaft rotation.
|
Purging system's correction of fuel quantity. During purging, adaptation is adjusted so that the closed loop system oscillates round 0%. A negative value indicates that the purge gases contain a richer mixture than 14.7:1, a positive value indicates a leaner mixture than 14.7:1.
|
Adaptation is extremely useful for checking fuel faults: Zero the additive and multiplicative adaptation, unplug the purge valve's connector and connect the test lamp. When the lamp flashes, adaptation shows the entire fuel fault. A maximum deviation of 15% from 0 is OK.
If you cannot localize the fuel fault, the adaptation can be observed while plugging various hoses, squirting starting spray or the like on suspected leakage points, after changing the mass air flow sensor or fuel pressure regulator. Adaptation will approach 0 when you have found the fault.
|
Additive Adaptation
|
mg/comb
|
-10
|
10
|
When crankshaft is stationary or rotating
|
The additive adaptation correction of the fuel quantity. The adaptation takes place at idling speed and corrects for vacuum leaks. During adaptation, the value is adjusted so that the closed loop system fluctuates round 0%.
|
If the multiplicative adaptation shows 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 purge valve. In addition, check the fuel pressure regulator pressure response.
See purging adaptation for final checking of work performed.
|
Multiplicative Adaptation
|
%
|
-25
|
25
|
When crankshaft is stationary or rotating
|
Multiplicative adaptation correction of the fuel quantity. Adaptation takes place under partial load and corrects for differences (in per cent) between the measured air quantity and the quantity of injected fuel. During adaptation, the value is adjusted so that closed loop control fluctuates round 0%.
|
In the event of a large deviation from the neutral value, check the fuel pressure, pressure response and flow capacity. A negative value can indicate a leak between the compressor and the throttle body. Compare using another mass air flow sensor.
|
Injection Duration
|
ms
|
0
|
124
|
When crankshaft is stationary or rotating
|
Final result of fuel calculation.
|
Training: To see the correlation between actual air mass per combustion and injection duration, converted into mg petrol/injection (this will be 14.7:1 when the closed loop control system is active).
|
Injection End Angle
|
°
|
0
|
720
|
During crankshaft rotation.
|
Crankshaft angle when injection ends.
|
Training: To see how fuel injection takes place in relation to the opening duration of the inlet valve for the cylinder concerned.
|
Charge Air Control Valve
|
%
|
0
|
100
|
When crankshaft is stationary or rotating
|
Shows PWM, negative trigger, i.e. that part of the period duration during which the transistor grounds.
|
Check the transistor with a test lamp. The lamp should flash. When the car is stationary, the pulse ratio is 2%. The frequency is always 32 Hz.
|
Charge Air By Pass Solenoid
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the circuit. Shows ON when the transistor is grounding.
|
Training: To show when the control line of the bypass valve is coupled to the intake manifold after the throttle.
|
Charge Air Adaptation
|
%
|
-100
|
100
|
When crankshaft is stationary or rotating
|
Shows the amount by which the charge air control system 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 deviation indicates low compressor capacity, which can be caused by 1: Defective control valve, 2: Leak between compressor and throttle body, 3: blocked air cleaner, 4: Turbo defect. A large negative deviation can be caused by point 1 or 4.
|
Idle Control
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when idle speed control is active.
|
Shows when it is meaningful to obtain a reading of the differential rpm for idle speed control.
|
Idle Speed Deviation from Requested
|
rpm
|
-7000
|
7000
|
When crankshaft is stationary or rotating
|
Shows the difference between current engine rpm and requested idling speed
|
When idle speed control is active, the value should fluctuate round 0. Too low an engine speed is improbable as the throttle goes into limp-home mode if anything prevents the throttle valve from opening. Too high an engine speed is due to leakage.
|
Pedal Position Sensor 1
|
V
|
0
|
5
|
When crankshaft is stationary or rotating
|
The sensor is supplied with 5 V. The voltage drops when the accelerator is depressed.
|
Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
|
Pedal Position Sensor 2
|
V
|
0
|
5
|
When crankshaft is stationary or rotating
|
The sensor is supplied with 5 V. The voltage rises when the accelerator is depressed.
|
Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
|
Throttle Position Sensor 1 Requested
|
V
|
0
|
5
|
When crankshaft is stationary or rotating
|
Requested air mass per combustion converted into requested throttle position.
|
Training: Shows how the system requests a throttle position and how the throttle control sets the throttle to the requested position with the throttle motor.
|
Throttle Position Sensor 1
|
V
|
0
|
5
|
When crankshaft is stationary or rotating
|
The sensor is supplied with 5 V. The voltage rises when the throttle valve opens.
|
Training: Shows how the throttle control sets the throttle to the requested position with the throttle motor. Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
|
Throttle Position Sensor 2
|
V
|
0
|
5
|
When crankshaft is stationary or rotating
|
The sensor is supplied with 5 V. The voltage drops when the throttle valve opens.
|
Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
|
Kick Down
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when pedal position sensor 1 shows less than about 1.5 V.
|
Training: Shows the relationship between pedal position sensor 1 and kickdown status which is sent out on the bus and used by the TCM.
|
Canister Purge Valve
|
%
|
0
|
100
|
During crankshaft rotation.
|
Shows PWM, negative trigger, i.e. that part of the period duration during which the transistor grounds.
|
Shows when fuel adaptation starts; the pulse ratio goes towards 0.
|
Canister Close Valve
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the circuit. Shows ON when the transistor is grounding.
|
Shows when leakage diagnostics start.
|
Fuel Tank Pressure
|
kPa
|
-2
|
2
|
When crankshaft is stationary or rotating
|
Voltage from the sensor is converted into pressure.
|
The value should be 0 kPa when the fuel level is below the sensor and the filler cap is removed. Shows the pressure drop and pressure retaining process during leakage diagnostics.
|
Limp Home Solenoid Relay
|
%
|
0
|
100
|
During crankshaft rotation.
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor grounds.
|
Training: Shows how the system activates limp-home mode in the event of a throttle control fault.
|
Fuel Pump Relay
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor grounds.
|
Training: Shows how the system activates the fuel pump when the crankshaft starts to rotate.
|
Main Relay
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor grounds.
|
Training: Shows how the system activates the main relay when the ignition is switched on.
|
Ignition Timing
|
°
|
-10
|
45
|
When crankshaft is stationary or rotating
|
The crankshaft angle when the trigger lead for the relevant cylinder is grounded.
|
Training: Shows how the idle speed control, engine
rpm and engine load affect the ignition timing.
|
Combustion Detection Cyl 1+2 / Bank 1
|
%
|
0
|
100
|
During crankshaft rotation.
|
The value shows how large a proportion of the crankshaft angle, during which combustion is detected, where the voltage is above 5 V.
|
100% should be shown when the engine is running and the lead is disconnected from the ignition discharge module; 0% when jumpered to ground.
|
Combustion Detection Cyl 3+4 / Bank2
|
%
|
0
|
100
|
During crankshaft rotation.
|
The value shows how large a proportion of the crankshaft angle, during which combustion is detected, where the voltage is above 5 V.
|
100% should be shown when the engine is running and the lead is disconnected from the ignition discharge module; 0% when jumpered to ground.
|
Camshaft Position Synchronized
|
ON
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the system has found the camshaft position through the combustion signals.
|
The value should be ON just after starting.
|
Knock Sensor
|
V
|
0
|
5
|
During crankshaft rotation.
|
Shows knock voltage for the relevant cylinder. Note: The knock sensor function is an internal function of the ignition discharge module. There is no external knock sensor.
|
0 V should be shown when the engine is running and the lead disconnected from the ignition discharge module. When briefly connecting to B+ (try several times - you have to find the knock window), voltage peaks closer to 5 V will be shown.
|
Knock Counter Cyl 1
|
|
0
|
65000
|
When crankshaft is stationary or rotating
|
Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time as they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 2
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time as they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 3
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time as they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 4
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time as they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A fairly even distribution of knocking between the cylinders is normal.
|
Misfire Cyl 1
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time, they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A misfiring cylinder is easily detected.
|
Misfire Cyl 2
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time, they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A misfiring cylinder is easily detected.
|
Misfire Cyl 3
|
|
0
|
6500
|
When crankshaft is stationary or rotating
|
Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time, they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A misfiring cylinder is easily detected.
|
Misfire Cyl 4
|
|
0
|
65000
|
When crankshaft is stationary or rotating
|
Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
|
Draw no conclusions from what the counters show the first time, they are zeroed at 65,000 and may have gone round several times. Reset the counters to zero, drive the car and then obtain a reading. A misfiring cylinder is easily detected.
|
Main Relay Voltage
|
V
|
0
|
25.5
|
When crankshaft is stationary or rotating
|
Shows the voltage on control module pin 1, supplied from the main relay.
|
The supply of current to pin 1 is used internally to supply the transistors for the throttle motor with current. In the event of a main relay fault, for example, the voltage will be about 0 V and the throttle will go into limp-home mode.
|
Cruise A
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when B+ is applied to the control module input
|
Used for fault diagnosis on the switch circuit. In the ON/OFF position, A, B and C are ON, in the neutral position all are OFF.
|
Cruise B
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when B+ is applied to the control module input
|
Used for fault diagnosis on the switch circuit. In the ON/OFF position, A, B and C are ON, in the neutral position all are OFF.
|
Cruise C
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when B+ is applied to the control module input
|
Used for fault diagnosis on the switch circuit. In the ON/OFF position, A, B and C are ON, in the neutral position all are OFF.
|
Cruise Control
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the cruise control system controls the speed.
|
Training: Shows when the cruise control system controls the speed.
|
Clutch or Brake Switch
|
ON/OFF
|
0
|
1
|
When 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, on cars with automatic transmission, if a selector lever position other than D, 3, 2 or 1 is selected.
|
The cruise control will not work unless B+ is applied to the control module input. Internal pull down causes the voltage to go to 0 V when any of the switches connected in series opens. TCM: The pedal switch is supplied with current 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 OFF to be shown.
|
Brake Light (Bus from TWICE)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
The brake light switch is connected to TWICE, which sends out brake light information on the bus.
|
Brake light information on the
bus
is used in the software for 205E and 235E, not OBD II. Other variants use brake light information on the
lead
to pin 63. Cruise control will not work without the correct brake light information.
|
Brake Light
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when B+ is applied to the control module input, pin 63 (or if an open circuit occurs).
|
Brake light information on the
bus
is used in the software for 205E and 235E, not OBD II. Other variants use brake light information on the
lead
to pin 63. Cruise control will not work without the correct brake light information.
|
A/C In (Bus from DICE)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
The MCC or ACC sends an A/C request to DICE. If the refrigerant pressure, evaporator temperature and coolant temperature are OK, DICE sends the A/C request to the TRIONIC (ON).
|
When A/C In is ON, the A/C relay will be activated if the engine is running.
|
AC Relay
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor control of the transistor that grounds the relay circuit. Shows ON when the transistor grounds.
|
When A/C In is ON, the A/C relay will be activated if 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
|
When crankshaft is stationary or rotating
|
Manual gearbox: The gear position is calculated by comparing engine rpm and vehicle speed. 1st gear is distinguished from reverse by using DICE bus information on the reversing lights. U is shown if no gear is engaged or when the clutch pedal 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
|
When crankshaft is stationary or rotating
|
The gear position sensor is connected to the TCM which sends out selector lever information on the bus.
|
When a position other than P or N is selected, cruise control or air mass compensation will not work without correct selector lever information.
|
Reverse Gear (Bus from DICE)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Manual gearbox: The gear position is calculated by comparing engine rpm and vehicle speed. 1st gear is distinguished from reverse gear by using DICE bus information 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
|
When crankshaft is stationary or rotating
|
Fuel consumed since starting, used by the SID and MIU.
|
Training: Shows the function.
|
CRUISE Lamp
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor decision to light the lamp, the bus information is used by the MIU. Shows ON when the lamp is to be lit.
|
Training: Shows the function.
|
CHECK ENGINE Lamp
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor decision to light the lamp, the bus information is used by the MIU. Shows ON when the lamp is to be lit.
|
Training: Shows the function.
|
SHIFT UP Lamp
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Processor decision to light the lamp, the bus information is used by the MIU. Shows ON when the lamp is to be lit.
|
Training: Shows the function.
|
Vehicle Speed (Wire from ABS)
|
km/h
|
0
|
300
|
When crankshaft is stationary or rotating
|
Frequency modulated signal from the ABS, 29 pulses per wheel revolution. The value from the RH front wheel is used.
|
Cruise control, idle speed control and gear position calculations will not work without correct speed information.
|
Vehicle Speed (Bus from MIU)
|
km/h
|
0
|
300
|
When crankshaft is stationary or rotating
|
Frequency modulated signal from the ABS to the MIU, 29 pulses per wheel revolution. The value from the LH rear wheel is used. The MIU sends out the value on the bus.
|
The cruise control will not work without correct speed information from the MIU.
|
Electrical Load (Bus from DICE)
|
A
|
0
|
255
|
When crankshaft is stationary or rotating
|
Shows the current consumption of the electrically heated rear window and radiator fan.
|
Training: Shows how the system uses current consumption to correct the requested air mass per combustion.
|
Throttle Control, Limphome
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows that throttle control is in limp-home mode. The control module retains this information until it no longer receives current or diagnostic trouble codes are cleared. Shows ON in the case of limp-home.
|
If the value is ON: Each time the ignition is switched on (more than 5 seconds after it was last switched off), the limp-home solenoid is activated again. For this reason, rectification of limp-home faults must be carried out in the following order: 1: Repair the fault; 2: Clear the diagnostic trouble codes; 3: Reset the mechanism.
|
Airmass / Comb. Requested
|
mg/comb
|
0
|
2000
|
When crankshaft is stationary or rotating
|
The system
requests
this air mass from 1: the throttle, 2: charge air control.
|
Training: Shows the function. See also: Airmass Deviation from Requested
|
Airmass Deviation from Requested
|
%
|
-10
|
10
|
During crankshaft rotation.
|
The value shows the
deviation
between
current
and
requested
air mass and so shows how efficiently the engine is supplied with air by the mass air flow control system. A negative value indicates that not enough air is supplied.
|
The value should be within the range +/-5%. Note: The value is calculated in the diagnostic tool and is and is strongly damped. In connection with load changes, however, large deviations are perfectly normal.
Readings should be taken only when the value is stable and the load constant.
If a reading is taken under high loads, the engine speed must exceed 2000 rpm to avoid obtaining a low reading. Fault 1: Clogged air cleaner 2: Fault if value too low: Clogged air cleaner or charge air control. Fault if value too high: Leak between compressor and throttle body.
|
Max Engine Torque at Actual RPM
|
Nm
|
0
|
400
|
During crankshaft rotation.
|
The value shows the
engine variant's
maximum
permitted
torque at the current engine speed.
|
Training: Shows the function. See also: Engine Torque Used at Actual RPM.
|
Engine Torque
|
Nm
|
-100
|
400
|
During crankshaft rotation.
|
The value shows the engine's
current
torque. The current air mass per combustion has been converted into engine torque.
|
Training: To see the connection between current air mass per combustion and engine torque. See also: Engine Torque Used at Actual RPM.
|
Engine Torque Used at Actual RPM
|
%
|
0
|
100
|
During crankshaft rotation.
|
The value shows how large a proportion of the
engine variant's
maximum
permitted
torque is
used
at the current engine rpm.
|
At the correct octane rating, normal temperature and normal air pressure (2nd gear or higher on manual gearboxes), values above 85% are generally obtained as soon as the engine speed exceeds 2000 rpm with fully depressed accelerator pedal. A lower value can be caused by the current air mass not corresponding with the requested, which can be due to a fault in the charge air control or extreme knocking. Note: The value is calculated in the diagnostic tool and is strongly damped.
|
Engine Power
|
HP
|
0
|
250
|
During crankshaft rotation.
|
Shows the current engine output. The current mass air flow has been converted to engine output.
|
Training: To see the relationship between the current mass air flow per unit of time and the engine output.
|
Torque Limit (Bus from TCM)
|
Nm
|
-100
|
400
|
When crankshaft is stationary or rotating
|
The maximum engine torque permitted by the automatic transmission.
|
Training: To see torque limitation during gear-changing.
|
Torque Limit (Wire from TC/ABS)
|
%
|
0
|
100
|
When crankshaft is stationary or rotating
|
Shows PWM, positive trigger, i.e. that part of the period duration during which the transistor in TC/ABS permits the voltage to increase to B+.
|
88-90%: Increase torque to 10 Nm. 86-88%: Increase torque to 0 Nm. 84-86%: No loss of traction and TC/ABS programmed for V6. 82-84%: No loss of traction and TC/ABS programmed for 4-cyl. 9-81%: Limit torque to between -100 and 350 Nm. With the TC/ABS control module disconnected, 100% should be shown and when the lead is grounded, 0%.
|
AIRMASS DEMAND
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
The following values indicate which part of the air mass control that is requesting the air mass per combustion from the throttle and charge air control. Only
one
value at a time is ON.
|
If low torque is suspected,
always
check first that the
current
air mass corresponds to the
requested
(that the
air supply
and
charge air control
are
OK
). Only
after
that has been done can the following be used to determine the cause of the limitation to the
air mass request
.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when a fault limits the permitted air mass per combustion.
|
Read diagnostic trouble codes and rectify the faults.
|
Accelerator Pedal
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the driver determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: With a light load (and no cruise control) it is normally always the pedal position which determines the desired value. With a heavy load, this is normally determined instead by the knock control system, gearbox or engine variant.
|
Cruise Control
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the cruise control determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: When driving with the cruise control engaged it is normally the cruise control system that determines the desired value, unless the pedal position signals a higher air mass request. In the case of a heavy load, this is instead normally determined by the knock control system, gearbox or engine variant.
|
Basic Load
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the basic load function determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: The smallest air mass that is permitted to pass the engine. During engine braking, once the dashpot has ceased, the basic load function will determine the desired value if the adapted idling air is not sufficient to ensure combustion.
|
Idle
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the idle speed control determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: When the pedal is released and the dashpot has ceased, the idle speed control will determine the desired value unless the basic load function has requested a greater air mass.
|
Dashpot
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the dashpot function determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: The dashpot function momentarily determines the desired value when the accelerator pedal is released.
|
Max Engine Torque
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum engine torque for the current engine variant at the current engine speed determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: For a heavy load it is normally the knock control system, gearbox or maximum torque at the current rpm for the engine variant concerned which determines the desired value. Note that no fault is signified if the maximum torque does not determine the desired value.
|
Manual Transmission
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted engine torque for the current gear position determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: Under heavy loads, it is normally the knock control, gearbox or maximum engine torque for the current engine variant at the current engine speed that determines the desired value. The torque is limited to 230 Nm in gears 1 and R, and 350 Nm in gears 1-4. In 5th gear, there is an engine speed-dependent torque limitation below 2000 rpm. This is to prevent vibration. At higher engine speeds, the limitation is exactly the same as the limitation for maximum engine torque. Therefore, maximum engine torque is seldom active in 5th gear. Tip: Select to read engine torque at the same time.
|
Automatic Transmission Stalling
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted engine torque for automatic transmission stalling determines the air mass that the air mass control is to request from the throttle and charge air controls. The value is determined by Trionic.
|
Training: For a heavy load it is normally the knock control system, gearbox or maximum torque at the current rpm for the engine variant concerned which determines the desired value. Stalling torque is limited to 200 Nm. Tip: Read engine torque at the same time.
|
Automatic transmission Reverse
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted engine torque for automatic transmission in reverse determines the air mass that the air mass control is to request from the throttle and charge air controls. The value is determined by Trionic.
|
Training: For a heavy load it is normally the knock control system, gearbox or maximum torque at the current rpm for the engine variant concerned which determines the desired value. The torque is limited to 140 Nm at engine speeds below 2000 rpm with the gear selector in position R. At higher engine speeds, a higher torque is permitted, max. 280 Nm at engine speeds above 2500 rpm, to prevent vibration. Tip: Read engine torque at the same time.
|
Automatic Transmission (Bus from TCM)
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted engine torque for automatic transmission determines the air mass that the air mass control is to request from the throttle and charge air controls. The value is determined by TCM.
|
Training: For a heavy load it is normally the knock control system, gearbox or maximum torque at the current rpm for the engine variant concerned which determines the desired value. Tip: Obtain readings of the engine torque and bus value at the same time.
|
Traction Control (Wire from TC/ABS)
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the traction control determines the air mass that the air mass control is to request from the throttle and charge air controls. The value is determined by TC/ABS.
|
Training: When the front wheels spin, the maximum torque is limited steplessly by TC/ABS. When the front wheels lock while engine braking, an increase in the air mass can be requested in two fixed steps.
|
Brake Light
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted torque with depressed brake pedal determines the requested air mass. For the function to be activated, B+ must be supplied to pin 63, the circuit to pin 29 must be broken and Brake Light, Bus from TWICE must be ON.
|
Training: The torque is limited to 200 Nm when the brake pedal is depressed. Tip: Read engine torque at the same time.
|
Knock Control
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted air mass per combustion for knock control determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: For a heavy load it is normally the knock control system, gearbox or maximum torque at the current rpm for the engine variant concerned which determines the desired value. Note that no fault is signified when the knock control system determines the desired value.
|
Max Vehicle Speed
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted vehicle speed determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: The desired value is limited at 240 km/h.
|
Max Engine Speed
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted engine speed determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: First, the desired value is limited, then (about 200 rpm later) fuel shut-off occurs.
|
Max Turbo Speed
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the maximum permitted turbo speed determines the air mass that the air mass control is to request from the throttle and charge air controls.
|
Training: At low atmospheric pressure (high altitude) the desired value is limited to protect the turbo from overrevving.
|
CONDITIONS FOR CRUISE CONTROL
|
|
|
|
|
The following values show what is required for the cruise control to be engaged.
|
The following values show what is required for the cruise control to be engaged.
|
All Inputs Allow Cruise Control
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
When ON, all conditions are fulfilled for enabling activation of the cruise control.
|
Cruise control can be enabled.
|
Switch in ON Position and no Trouble Code Detected
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
When ON, inputs A, B and C have briefly been connected to B+ and no diagnostic trouble code that can block the cruise control function has been generated (CRUISE lamp also goes on).
|
If the condition cannot be fulfilled, obtain readouts of any diagnostic trouble codes and rectify the fault. Also check inputs A, B and C.
|
No Brake Light
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the brake pedal is released.
|
If the condition cannot be fulfilled: Perform fault diagnosis on the brake light switch. The brake light information on the bus is used in the software for 205E and 235E, not OBD II. Other variants use the brake light information from the lead to pin 63. Cruise control will not work without correct brake light information.
|
No Clutch or Brake Switch
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the brake pedal and clutch pedal are released.
|
If the condition cannot be fulfilled: Perform fault diagnosis on the circuit. TCM: the pedal switch is supplied with current 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
|
When crankshaft is stationary or rotating
|
Shows ON when vehicle speed from the MIU is sufficiently high.
|
If the condition cannot be fulfilled, there is probably some form of disturbance in the MIU speed display also. If the ABS is OK, then check the lead between the ABS and MIU.
|
Vehicle Speed Above 40 km/h (Wire from ABS)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when vehicle speed from the ABS is sufficiently high.
|
If the condition cannot be fulfilled and the ABS is OK, then check the lead between the ABS and Trionic.
|
No Deceleration
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the speed is stable.
|
Training: Shows the function.
|
No TCS Active (Wire from TC/ABS).
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when TCS does not determine the requested air mass per combustion.
|
Training: Shows the function.
|
Gear Detected
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Manual gearbox: Shows ON when 1st, 2nd, 3rd, 4th or 5th gear is engaged. Automatic transmission: Shows ON when D, 3, 2 or 1 is selected (bus from the TCM).
|
TCM: If the condition cannot be fulfilled, then a fault in the gear selector position sensor could be the cause.
|
Brake Light and Brake or Clutch Switch Confirmed
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the brake lights switch has
closed
the circuit and the clutch or brake pedal switch has
broken
the circuit once during the driving cycle.
|
If the condition cannot be fulfilled: 1: Perform fault diagnosis on the brake light switch circuit. 2: Perform fault diagnosis on the clutch and brake pedal switch circuit. Brake light information on the bus is used in the software for 205E and 235E, not OBD II. Other variants use brake light information on the lead to pin 63.
|
Switch in Neutral Position before ON
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the current applied to control module inputs A, B and C is 0 V and then B+ is simultaneously applied to the inputs to activate the cruise control.
|
If the condition cannot be fulfilled: Check that inputs A, B and C are OFF when the switch is in the neutral position.
|
REASON CC WAS SWITCHED OFF
|
|
|
|
|
The following values show what switched off the cruise control when it was last used.
|
The following values show what switched off the cruise control when it was last used. The values are stored as long as the control module is supplied with current and can be used for fault diagnosing intermittent cruise control faults.
|
CC Was Not Switched OFF
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the cruise control is in use.
|
Cruise control is governing speed.
|
CC Was Not Used
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the cruise control has never been used.
|
The cruise control has not been used since the control module was last supplied with current.
|
Brake Light Was ON
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the brake light switch turned off cruise control.
|
Perform fault diagnosis of the brake light switch. Brake light information on the bus is used in the software for 205E and 235E, not OBD II. Other variants use brake light information on the lead to pin 63.
|
Clutch or Brake Switch Was ON
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the clutch or brake pedal switch turned off the cruise control.
|
Carry out fault diagnosis on the circuit. TCM: The pedal switch is supplied with current from the gear selector position sensor.
|
Vehicle Speed Was Below 40 km/h (Bus from MIU)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when vehicle speed from the MIU switched off the cruise control.
|
There is probably some form of disturbance in the MIU's vehicle speed display also. If the ABS is OK, then check the lead between the ABS and MIU.
|
Vehicle Speed Was Below 40 km/h (Wire from ABS)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when vehicle speed from the ABS switched off the cruise control.
|
If the ABS is OK, then check the lead between the ABS and Trionic.
|
Deceleration Was Too High
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when the speed was OK but decelerated too rapidly.
|
Training: Shows the function.
|
TCS was Active (Wire from TC/ABS)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when TCS determined the requested air mass per combustion.
|
The TCS cut in and caused cruise control to be turned off.
|
Gear Was Disengaged
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Manual gearbox: 1st, 2nd, 3rd, 4th or 5th gear must be engaged. Automatic transmission: D, 3, 2 or 1 must be selected (bus from TCM).
Shows ON when the gear was disengaged.
|
Manual gearbox: probable cause is intermittent break in the speed signal (Lead from ABS) TCM: A gear selector position sensor fault can switch off the cruise control.
|
CANCEL Was Used
|
ON/OFF
|
0
|
1
|
When 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
|
When crankshaft is stationary or rotating
|
Shows ON when inputs A, B and C were connected to B+ or a fault has occurred which generated a diagnostic trouble code.
|
Read diagnostic trouble codes and rectify the faults.
|
LAMBDA STATUS
|
|
|
|
|
The following values show what is required to enable activation of the closed loop control system. Only
one
value at a time is ON.
|
The following values show what is required to enable activation of the closed loop control system. Only one value at a time is ON.
|
Closed Loop
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when closed loop control is active.
|
Closed loop active.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when a diagnostic trouble code which blocks closed loop control has been generated.
|
Read diagnostic trouble codes and rectify the faults.
|
Engine Revolutions Since Start Too Few
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
A certain number of engine revolutions must have been completed since starting before closed loop control may be activated. Shows ON before the number of engine revolutions has been completed
|
Training: Shows the function. After a quick restart, it is advisable to wait a while so that afterstart enrichment is not counteracted by early activation of the closed loop control system.
|
O2S1 Not Yet Left 0.4V - 0.6V
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
The sensor voltage must have left the range between 0.4 V and 0.6 V before closed loop can be activated and this is an indication the sensor is warm. Shows ON before the voltage has left the range.
|
The sensor is high-ohmic and "suspended" in 0.47 V from the control module. When the sensor is warm it produces a voltage which is dependent on the mixture ratio. The sensor is then low-ohmic and takes over control. If an open circuit or sensor fault occurs this will not happen and a diagnostic trouble code will be generated.
|
Coolant Temp Too Low, Released Pedal
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
The coolant temperature must exceed a certain value before closed loop control may be activated. This value is higher at idling speed. Shows ON before the temperature has been attained.
|
Training: Shows the function. If the coolant temperature is really low, continuous enrichment takes place. This must not be counteracted by active closed loop control. At idling speed a higher temperature is required to activate the closed loop control system.
|
Coolant Temp Too Low, Pressed Pedal
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
The coolant temperature must exceed a certain value before closed loop control may be activated. This value is lower under partial load. Shows ON before the temperature has been attained.
|
Training: Shows the function. If the coolant temperature is really low, continuous enrichment takes place. This must not be counteracted by active closed loop control. Under partial load a lower temperature is allowed for activation of the closed loop control system.
|
Fuel Cut
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when closed loop control has been turned off due to fuel cut-off.
|
Training: Shows the function. On fuel cut-off, the engine pumps pure air and the sensor voltage is 0 V.
If the closed loop control system had been active, the low sensor voltage would have driven its correction factor towards 1.25 and on reconnection of the fuel supply, the quantity of fuel would at first be 25% too great until correction had been restored.
|
Load Too High
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the closed loop control system is turned off on account of too high a load.
|
Training: Shows the function. When the load is so high that full-load enrichment is engaged, the closed loop control system must be turned off. Otherwise enrichment would be counteracted.
|
Load Too Low
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the closed loop control system is turned off on account of too low a load.
|
Training: Shows the function. If the load is too low, the closed loop control system is turned off because combustion cannot be assured.
|
Engine Speed Too Low
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the closed loop control system is turned off on account of too low an engine speed.
|
Training: Shows the function. If the engine speed is too low, the closed loop control system will be turned off because combustion cannot be assured.
|
Load Transient and Low Coolant Temperature
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the closed loop control system is turned off on account of low coolant temperature and a rapid load change.
|
Training: Shows the function. When the coolant temperature is low, acceleration enrichment will be greater. This must not be counteracted by active closed loop control.
|
FUEL CUT STATUS
|
|
|
|
|
The following values show what is causing fuel shut-off right now. Only one value at a time is ON.
|
The following values show what is causing fuel shut-off right now. Only one value at a time is ON.
|
Fuel Cut
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when fuel shut-off is activated.
|
Fuel shut-off is activated.
|
Trouble Code Detected
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
When any of the following diagnostic trouble codes are generated, fuel shut-off will be activated: P1460, P1263, P1310, P1261, P1611 or P0605. At engine speeds above 2200 rpm, fuel shut-off is activated if any of the following codes are generated: P1530, P1531, P1532 or P1610.
|
Read diagnostic trouble codes and rectify the faults.
|
Accelerator Fully Pressed During Start
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the accelerator is fully depressed when starting.
|
Training: Shows the function. The function can be used to start an engine that is suspected of being flooded.
|
Deceleration Fuel Cut
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON for normal fuel shut-off during engine braking.
|
Training: Shows the function. This function reduces fuel consumption and exhaust emissions.
|
Engine Speed Too High
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when engine speed is too high.
|
Training: Shows the function. First, the air mass per combustion is limited and then (approx. 200 rpm later), fuel shut-off is performed.
|
Airmass / Combustion Too High
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when the current air mass per combustion is too high.
|
Training: Shows the function. This function corresponds to APC system pressure switch opening.
|
+15 Missing
|
ON/OFF
|
0
|
1
|
During crankshaft rotation.
|
Shows ON when current +15 circuit is missing
|
Training: Shows the function. This function switches off the engine when the ignition is OFF.
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