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Read values
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Unit
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Min.
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Max.
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Value applicable
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Description
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Use
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Engine RPM
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rpm
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0
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6500
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During crankshaft rotation
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Crankshaft frequency converted to rpm.
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Crankshaft sensor check. When the starter motor is cranking, the engine speed is approx. 220 rpm (20 °C and good battery).
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Airmass / Combustion
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mg/comb
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0
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2000
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During crankshaft rotation
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The value shows the air mass passing the
mass air flow sensor
per induction (combustion) and has accordingly been supplied by the throttle.
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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.
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Coolant Temperature
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°C
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-40
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150
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When crankshaft is stationary or rotating
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Voltage across NTC resistor converted to temperature.
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The value should coincide with the temperature at the sensor.
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Airmass / Comb. Calculated
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mg/comb
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0
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2000
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During crankshaft rotation
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It is
estimated
that this air mass passes through the engine per intake (combustion). It is calculated on the basis of: intake pressure, intake air temperature and engine speed.
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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 mass air flow correctly.
See also: Airmass Deviation from Calculated.
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Airmass Deviation from Calculated
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%
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-25
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25
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During crankshaft rotation
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The value shows the
variation
between
current
and
calculated
air mass and is consequently an indication of how accurately the mass air flow sensor value coincides with the amount of air supplied to the engine. A negative value indicates that the amount of air shown by the mass air flow sensor is too small.
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The value should be within +/- 15%.
Note: The value is computed 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 leakage at idling speed. 2: Leakage between compressor and throttle body under partial load. 3: Faulty mass air flow sensor.
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Mass Air Flow
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g/s
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1.5
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340
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When crankshaft is stationary or rotating
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Mass air flow sensor frequency converted into mass flow.
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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.
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Intake Air Temperature
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°C
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-40
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139
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When crankshaft is stationary or rotating
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Voltage across NTC resistor converted to temperature.
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The value should coincide with the temperature at the sensor.
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Atmosphere Absoslute Pressure
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kPa
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25
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112
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When crankshaft is stationary or rotating
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Voltage from the sensor is converted into pressure.
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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.
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Charge Air Absolute Pressure
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kPa
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0
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250
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When crankshaft is stationary or rotating
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Voltage from the sensor is converted into pressure.
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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).
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Manifold Absolute Pressure
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kPa
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0
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250
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When crankshaft is stationary or rotating
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Voltage from the sensor is converted into pressure.
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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).
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Preheating O2S 1
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ON/OFF
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0
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1
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When crankshaft is stationary or rotating
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Processor control of the transistor which grounds the preheating circuit. Shows ON when the transistor grounds
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Shows when taking a reading of the preheating current is meaningful.
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Preheating O2S 1
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mA
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0
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6000
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When crankshaft is stationary or rotating
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The voltage across a series resistor in the preheating circuit is measured. The current is proportional to the measured voltage.
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A cold sensor can draw about 6000 mA. As the sensor grows warmer, the current drops to about 1300 mA (engine idling).
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O2S 1
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V
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0
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2
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When crankshaft is stationary or rotating
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The voltage between reference ground and sensor input.
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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.
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Short Term Fuel Trim
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%
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-25
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25
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During crankshaft rotation
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Closed loop correction of fuel quantity.
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When purging is active, the closed loop system should oscillate round or close to 0%.
Checking a fuel fault, see purge adaptation.
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Purge Adaptation
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%
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-25
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25
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During crankshaft rotation
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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.
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Adaptation is extremely useful for checking fuel faults: reset 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 you can observe adaptation while you plug various hoses, squirt starting spray or the like on suspected leakage points, change the mass air flow sensor or fuel pressure regulator. Adaptation goes towards 0 when you have found the fault.
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Additive Adaptation
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mg/comb
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-10
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10
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When crankshaft is stationary or rotating
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Additive adaptation's correction of the fuel quantity. Adaptation takes place at idling speed and corrects for vacuum leaks. During adaptation the value is adjusted so that the closed loop control system oscillates round 0%.
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If multiplicative adaptation shows a neutral value and additive adaptation shows a wide deviation, certain conclusions can be drawn: a positive value indicates a vacuum leak and a negative value internal leakage in the purge valve. Also check the fuel pressure regulator's response to changes in pressure.
See purging adaptation for final checking of work performed.
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Multiplicative Adaptation
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%
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-25
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25
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When crankshaft is stationary or rotating
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Multiplicative adaptation's 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 oscillates round 0%.
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If there is wide deviation from the neutral value, check the fuel pressure, pressure response and flow capacity. A negative value may indicate leakage between compressor and throttle body. Compare with another mass air flow sensor.
See purging adaptation for final checking of work performed.
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Injection Duration
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ms
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0
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124
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When crankshaft is stationary or rotating
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Final result of fuel calculation.
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Training: To see the connection between actual mass air flow per combustion and injection duration, converted into mg fuel/injection (this will be 14.7:1 when the closed loop control system is active).
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Injection End Angle
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°
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0
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720
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During crankshaft rotation
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Crankshaft angle when injection ends.
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Training: To see how fuel injection takes place in relation to the inlet valve's opening duration for the cylinder concerned.
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Idle Control
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ON/OFF
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0
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1
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When crankshaft is stationary or rotating
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Shows ON when idle speed control is active.
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Shows when obtaining a reading of the differential rpm for idle speed control is meaningful.
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Idle Speed Deviation from Requested
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rpm
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-7000
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7000
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When crankshaft is stationary or rotating
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Shows the difference between actual engine rpm and requested idling speed
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When idle speed control is active the value should oscillate 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.
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Pedal Position Sensor 1
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V
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0
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5
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When crankshaft is stationary or rotating
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The sensor is supplied with 5 V. The voltage drops when the accelerator is depressed.
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Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
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Pedal Position Sensor 2
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V
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0
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5
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When crankshaft is stationary or rotating
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The sensor is supplied with 5 V. The voltage rises when the accelerator is depressed.
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Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
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Throttle Position Sensor 1 Requested
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V
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0
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5
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When crankshaft is stationary or rotating
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Requested mass air flow per combustion converted into requested throttle position.
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Training: Shows how the system requests a throttle position and how the throttle motor sets the throttle to the requested position.
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Throttle Position Sensor 1
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V
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0
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5
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When crankshaft is stationary or rotating
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The sensor is supplied with 5 V. The voltage rises when the throttle valve opens.
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Training: Shows how the throttle motor sets the throttle to the requested position. Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
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Throttle Position Sensor 2
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V
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0
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5
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When crankshaft is stationary or rotating
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The sensor is supplied with 5 V. The voltage drops when the throttle valve opens.
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Training: Shows how diagnostics works, that the sum of the two sensor voltages is 5 V.
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Kick Down
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ON/OFF
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0
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1
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When crankshaft is stationary or rotating
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Shows ON when pedal position sensor 1 shows less than about 1.5 V.
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Training: Shows the relationship between pedal position sensor 1 and kickdown status which is sent out on the bus and used by the TCM.
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Canister Purge Valve
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%
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0
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100
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During crankshaft rotation
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Shows PWM, negative trigger, i.e. that part of the period duration during which the transistor grounds.
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Shows when fuel adaptation starts; the pulse ratio goes towards 0.
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Limp Home Solenoid Relay
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%
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0
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100
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During crankshaft rotation
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Processor control of the transistor which grounds the relay circuit. Shows ON when the transistor grounds.
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Training: Shows how the system activates limp-home mode in the event of a throttle control fault.
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Fuel Pump Relay
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ON/OFF
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0
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1
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When crankshaft is stationary or rotating
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Processor control of the transistor which grounds the relay circuit. Shows ON when the transistor grounds.
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Training: Shows how the system activates the fuel pump when the crankshaft starts to rotate.
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Main Relay
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ON/OFF
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0
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1
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When crankshaft is stationary or rotating
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Processor control of the transistor which grounds the relay circuit. Shows ON when the transistor grounds.
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Training: Shows how the system activates the main relay when the ignition is switched on.
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Ignition Timing
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°
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-10
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45
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When crankshaft is stationary or rotating
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The crankshaft angle when the trigger lead is grounded for the relevant cylinder.
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Training: Shows how idle speed control, engine rpm and engine load affect the ignition timing.
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Combustion Detection Cyl 1+2 / Bank1
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%
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0
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100
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During crankshaft rotation
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The value shows how large a proportion of the crankshaft angle, during which combustion is detected, that the voltage is above 5 V.
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100% should be shown when the engine is running and the lead is disconnected from the ignition discharge module; 0% when jumpered to ground.
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Combustion Detection Cyl 3+4 / Bank2
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%
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0
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100
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During crankshaft rotation
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The value shows how large a proportion of the crankshaft angle, during which combustion is detected, that the voltage is above 5 V.
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100% should be shown when the engine is running and the lead is disconnected from the ignition discharge module; 0% when jumpered to ground.
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Camshaft Position Syncronized
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ON
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0
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1
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During crankshaft rotation
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Shows ON when the system has found the camshaft position through the combustion signals.
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The value should be ON just after starting.
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Knock Sensor
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V
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0
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5
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During crankshaft rotation
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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.
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0 V should be shown when the engine is running and the lead disconnected from the ignition discharge module. On brief connection to B+ (try several times - you have to find the knock window), voltage peaks closer to 5 V will be shown.
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Knock Counter Cyl 1
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Knock Counter Cyl 2
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Knock Counter Cyl 3
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Knock Counter Cyl 4
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Knock Counter Cyl 5
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Knock Counter Cyl 6
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times knocking has occurred, cylinder by cylinder, since the control module was first fitted.
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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.
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Misfire Cyl 1
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Misfire Cyl 2
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Misfire Cyl 3
|
|
0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Misfire Cyl 4
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Misfire Cyl 5
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|
0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Misfire Cyl 6
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0
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65000
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When crankshaft is stationary or rotating
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Shows the number of times misfiring has occurred, cylinder by cylinder, since the control module was first fitted.
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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 fairly even distribution of knocking between the cylinders is normal.
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Main Relay Voltage
|
V
|
0
|
25.5
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When crankshaft is stationary or rotating
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Shows the voltage on control module pin 1, supplied from the main relay.
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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.
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