|
Read values
|
Unit
|
Min
|
Max
|
Value applicable
|
Description
|
Use
|
Engine RPM
|
rpm
|
0
|
6500
|
During crankshaft rotation
|
Crankshaft position sensor frequency converted to rpm.
|
Check of crankshaft position sensor. Engine speed during starter motor cranking is about 220 rpm (20 °C and good battery).
|
Airmass / Combustion
|
mg/comb
|
0
|
2000
|
During crankshaft rotation
|
The value indicates the current air mass that passes the
mass air flow sensor
per intake (combustion) and has consequently been supplied by the throttle.
|
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 mass passes through the engine per intake (combustion). It is calculated on the basis of: intake pressure, intake air temperature and engine speed.
|
The value should normally (sometimes after a slight delay) be the same as that passing through the mass air flow sensor per intake (combustion). In the case of major variation, the mass air flow sensor is not measuring the correct air quantity.
See also: Airmass Deviation from Calculated.
|
Airmass Deviation from Calculated
|
%
|
-25
|
25
|
During crankshaft rotation
|
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 air quantity supplied to the engine. A negative value indicates that the air quantity measured by the mass air flow sensor is too small.
|
The value should be in the area of 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 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
|
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
|
80
|
When crankshaft is stationary or rotating
|
Voltage across NTC resistor converted to temperature.
|
The value should coincide with the temperature at the sensor.
|
Atmosphere Absoslute 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 taking a reading of the preheating current is meaningful.
|
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 580 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 taking a reading of the preheating current is meaningful.
|
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 580 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, active closed loop and catalyst ignited, the voltage is approx. 0.6V, on fuel shut-off 0V and with the sensor disconnected approx. 0.47V.
|
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: 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.
|
Additive Adaptation
|
mg/comb
|
-10
|
10
|
When crankshaft is stationary or rotating
|
Additive adaptation correction of fuel quantity. The adaptation occurs when idling and corrects the vacuum leaks. During adaptation the value is adjusted so that the closed loop fluctuates around 0%.
|
If the multiplicative adaptation indicates a neutral value and the additive has wide deviation certain conclusions can be drawn: positive value means vacuum leak and negative internal leak in the purging valve. Also 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'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%.
|
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.
|
Injection Duration
|
ms
|
0
|
124
|
When crankshaft is stationary or rotating
|
Final result of fuel calculation.
|
Training: To see the connection between actual air mass per combustion and injection duration, converted into mg fuel/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 inlet valve's opening duration 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. The pulse ratio for a stationary car is 2%. Frequency is always 32 Hz.
|
Charge Air By Pass Solenoid
|
ON/OFF
|
0
|
1
|
When 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
|
When 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 deviation indicates low compressor capacity and can be caused by 1: Defective control valve, 2: Leak between compressor and throttle body, 3. blocked air cleaner, 4: Defective turbo. 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 obtaining a reading of the differential rpm for idle speed control is meaningful.
|
Idle Speed Deviation from Requested
|
rpm
|
-7000
|
7000
|
When crankshaft is stationary or rotating
|
Shows the difference between actual engine rpm and requested idling speed
|
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.
|
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 motor sets the throttle to the requested position.
|
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 motor sets the throttle to the requested position. 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 transistor grounding the circuit. Shows ON when the transistor is grounding.
|
Indicates when the integrity diagnosis starts.
|
Fuel Tank Pressure
|
kPa
|
-2
|
2
|
When crankshaft is stationary or rotating
|
Voltage from the sensor is converted into pressure.
|
The value should be approx. 0 kPa when the fuel level is below the sensor and the filler cap is removed. Shows the pressure reducing and pressure retaining process during the integrity diagnosis.
|
Limp Home Solenoid 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 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 is grounded for the relevant cylinder.
|
Training: Shows how idle speed control, engine rpm and engine load affect the ignition timing.
|
Combustion Detection Cyl 1+2 / Bank1
|
%
|
0
|
100
|
During crankshaft rotation
|
The value shows how large a proportion of the crankshaft angle, during which combustion is detected, that 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, that 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 Syncronized
|
ON/OFF
|
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. On brief connection 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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 2
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 3
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 4
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 5
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Knock Counter Cyl 6
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A fairly even distribution of knocking between the cylinders is normal.
|
Misfire Cyl 1
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
Misfire Cyl 2
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
Misfire Cyl 3
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
Misfire Cyl 5
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
Misfire Cyl 6
|
|
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.
|
Do not draw any conclusions as regards to what the counters indicate the first time as they are reset at 65000 and they can have rotated several revolutions. Drive a while and then read the value. A misfiring cylinder is easily revealed.
|
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.
|
Brake Light
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Shows ON when B+ is put on the control module input, pin 63 (or if an open circuit occurs).
|
On lead to pin 63. The cruise control does not work without 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 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 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 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 or gear position calculation 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 the last time) 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 of the throttle.
|
Training: Shows the function. See also: Airmass Deviation from Calculated.
|
Airmass Deviation from Requested
|
%
|
-10
|
10
|
During crankshaft rotation
|
The value shows the
deviation
between
current
and
requested
air mass and consequently shows how efficiently the engine is supplied with air by the air mass control system. A negative value indicates that not enough air is supplied.
|
The value should be in the area of 5% Note: The value is calculated in the diagnostic tool and is strongly damped. In case of load changes however, large deviations will be completely normal.
Readings may only be taken when the value is stable and at constant loads.
If readings are taken under high loads, the engine speed must exceed 2000 rpm to avoid obtaining readings that are too low. Fault 1: Blocked air filter 2: Fault if value too low: Blocked air filter 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
|
Elevated Idle (Bus from DICE)
|
ON/OFF
|
0
|
1
|
When crankshaft is stationary or rotating
|
Sent by DICE when improved A/C performance is needed or better generator capacity. Shows ON when the function is active. Trionic slowly increases the required idling speed by 50 rpm.
|
Training: Shows the function.
|
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 speed.
|
With the correct octane rating, normal temperature and air pressure (manual gearbox: 2nd gear or higher), values above 85% are generally obtained as soon as engine speed exceeds 2000 rpm at wide open throttle. A lower value may be because the current air mass does not coincide with that requested, which may be due to a fault in the charge air control system or severe knocking. Note: The value is calculated by the diagnostics instrument and heavily damped.
|
Engine Power
|
Hp
|
0
|
250
|
During crankshaft rotation.
|
The value shows the current engine power. The current mass air flow per unit of time has been converted to engine power.
|
Training: To see the connection between current mass air flow per unit of time and engine power.
|
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 (Bus from TC/ABS)
|
%
|
0
|
100
|
When crankshaft is stationary or rotating
|
Shows PWM, positive trigger, i.e. that part of the period during which the transistor in TC/ABS allows the voltage to rise to B+.
|
88-90%: Increase torque to 10 Nm. 86-88%: Increase torque to 0 Nm. 84-86%: No wheel slip and TC/ABS programmed for V6. 82-84%: No wheel slip 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 displayed and 0% when the lead is grounded.
|
AIRMASS DEMAND
|
ON/OFF
|
|
|
|
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
|
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 requests of the throttle control.
|
Training: With a light load (and no cruise control) it is normally always the pedal position which determines the nominal 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 requests from the throttle control.
|
Training: When driving with the cruise control engaged it is normally the cruise control system that determines the nominal 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 requests from the throttle control.
|
Training: The smallest amount of air that is allowed to pass through the engine. During engine braking, after the dashpot has ceased, the basic load function determines the nominal value.
|
Idle
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when the idle speed control determines the air mass that the air mass control requests from the throttle control.
|
Training: When the pedal is released and dashpot has ceased, the idle speed control determines the desired value unless the basic load function requests 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 requests from the throttle control.
|
Training: When the accelerator pedal is released, the dashpot function will briefly determine the desired value.
|
Max Engine Torque
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when the max torque at current rpm for the present engine type determines the air mass that the air flow control system requests from the throttle control.
|
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 nominal value. Note that no fault is signified if the maximum torque does not determine the nominal value.
|
Manual Transmission
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when max. permissible engine torque for current gear determines the air mass that the air mass control requests from the throttle control.
|
Training: Under heavy 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 is limited to 230 Nm in gears 1 and R, and to 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 max. engine torque. Max. engine torque is therefore seldom active in 5th gear. Tip: Select to read the engine torque at the same time.
|
Automatic Transmission Stalling
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when the max. permissible torque for automatic transmission when stalling determines the air mass that the air mass control system requests from the throttle control. 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 nominal value. Stalling torque is limited to 200 Nm. Tip: Obtain an engine torque reading at the same time.
|
Automatic transmission Reverse
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when max. permissible engine torque for automatic transmission in selector lever position R determines the air mass that the air mass control requests from the throttle and charge air control. 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 determine the nominal value. In selector lever position R the torque is limited to 140 Nm at engine speeds below 2000 rpm. Higher torque is permitted at higher engine speeds up to a maximum of 280 Nm at speeds above 2500 rpm. The purpose of this is to avoid vibration. Tip: Obtain an engine torque reading at the same time.
|
Automatic Transmission (Bus from TCM)
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when max. permissible engine torque for automatic transmission determines the air mass that the air mass control requests from the throttle control. 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 nominal value. Tip: Obtain readings of the engine torque and bus value at the same time.
|
Traction Control (Bus from TC/ABS)
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when the TC/ABS determines the air mass that the air mass control requests from the throttle control. The value is determined by TC/ABS.
|
Training: If front wheel spin occurs, the maximum torque is limited continuously by the TC/ABS. If front wheel slip occurs in connection with engine braking, the increase in the air mass can be requested in two fixed stages.
|
Brake Light
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when max. permitted torque determines the air mass when the brake pedal is depressed. To activate the function, B+ must be put on pin 63, the circuit to pin 29 must be broken and Brake Light (Buss from TWICE) must be ON.
|
Training: With the brake pedal depressed, the torque is limited to 200 Nm. 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 the knock control system determines the air mass that the air mass control system requests from the throttle control.
|
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 nominal value. Note that no fault is signified when the knock control system determines the nominal 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 system requires from the throttle control.
|
Training: The nominal 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 requests from the throttle control.
|
Training: First the nominal 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 max. permissible turbo speed determines the air mass that the air mass control system requests from the throttle control.
|
Training: At low barometric pressure (high altitude) the nominal value is limited to protect the turbo from overrevving.
|
CONDITIONS FOR CRUISE CONTROL
|
|
|
|
|
The following values indicate what is required to activate cruise control.
|
The following values show what is required to enable activation of the cruise control.
|
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 engaged.
|
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 been briefly connected to B+ and no trouble codes have been generated that can block the cruise control function (CRUISE lamp goes on as well).
|
If the condition cannot be fulfilled, obtain readouts of diagnostic trouble codes (if any) 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 while the brake pedal is released.
|
If the conditions cannot be fulfilled: Diagnose the circuit to the brake light switch.
On lead to pin 63. The cruise control does 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, carry out 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 light switch has
closed
and the clutch or brake pedal switch has
broken
the circuit once during the driving cycle.
|
If the condition cannot be fulfilled, 1: carry out fault diagnosis on the wiring to the brake lights switch, and 2: carry our fault diagnosis on the clutch and brake pedal switch circuit.
On lead to pin 63. The cruise control does not work without correct brake light information.
|
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 regulating the 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 never 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 disabled cruise control.
|
Diagnose the circuit to the brake light switch. Brake light information on the bus is used in the software for the 205E and 235E, not OBD II. Other variants use the 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.
|
TCS engagement caused cruise control to be disabled.
|
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 closed loop. 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 restarting promptly 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
|
Lambda sensor voltage must have left the band between 0.4 V and 0.6 V before closed loop control may be activated. This is a sign that the sensor is warm. Shows ON before the voltage has left the voltage band.
|
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 is deactivated due to fuel shut-off.
|
Training: Shows the function. On fuel shut-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 high until correction had been restored.
|
Load Too High
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when closed loop is turned off on account of high load.
|
Training: Shows the function. When the load is so high that full-load enrichment is engaged, closed loop must be turned off. Otherwise enrichment would be counteracted.
|
Load Too Low
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when closed loop is turned off on account of the load being too low.
|
Training: Shows the function. If the load is too low, closed loop will be turned off because combustion cannot be assured.
|
Engine Speed Too Low
|
ON/OFF
|
0
|
1
|
During crankshaft rotation
|
Shows ON when closed loop is turned off on account of the engine speed being too low.
|
Training: Shows the function. If the engine speed is too low, closed loop 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 closed loop 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.
|
FUEL CUT STATUS
|
|
|
|
|
The following values show what is currently causing fuel shut-off. Only one value at a time is ON.
|
The following values show what is currently causing fuel shut-off. 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
|
Fuel shut-off will be activated when any of the following diagnostic trouble codes is set: P1460, P1263, P1310, P1261, P1611 or P0605. At engine speeds above 2200 rpm, fuel shut-off will be activated if any of the following diagnostic trouble codes has been set: 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 air 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, then (about 200 rpm later) fuel shut-off occurs.
|
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 + 15 is absent.
|
Training: Shows the function. This function switches off the engine when the ignition is OFF.
|
