Engine Control System: Other Mazda Tribute II

Generic OBD PID List

An X in the Freeze Frame column denotes both a mode 1 and mode 2 PID (real time and freeze frame).

GENERIC OBD PID LIST

PID/DATA MONITOR ITEM CHART

Notes

Footnotes are referenced throughout the Typical Diagnostic Reference Value Charts. A letter in parentheses next to a value indicates supplemental information is applicable.

An attempt is made to provide as much information as possible; some vehicles may not display all input and output signals.

The Typical Diagnostic Reference Value Charts do not display fault parameter identifications (PIDs). These are PIDs which indicate a hard fault with the circuit. They display a value of YES or NO and are PIDs ending with the letter F.

Reference values may vary 20% depending on operating conditions, altitude, and other factors. RPM values are axle and tire dependent.

Values are taken at an altitude of approximately 55.7 meters (600 ft) above sea level.

See the Introduction information, Acronyms and Definitions for technical terms applicable to Mazda Motor Company products.

See ELECTRONIC ENGINE CONTROL (EEC) SYSTEM for PID descriptions.

For detailed transmission diagnostics see CARRY OUT ON-BOARD DIAGNOSTICS . Transmission signals may be referred to in either alpha or numeric form. For example, 1=A, 2=B, 3=C.

1. A. A/C on.
2. B. Cooling fan on (single, low or high speed).
3. C. Heated oxygen sensors (HO2S) should switch from rich to lean at least once every 3 seconds. HO2S voltage should toggle above and below 0.450 DCV and never be a negative value. Valid HO2S switching occurs only during closed loop fuel control operation.
4. D. Downstream HO2S' stay close to a constant voltage when the catalyst monitor is off (positive value only). When the catalyst monitor is on, the HO2S switches from rich to lean above and below 0.450 DCV and should never be a negative value. For downstream HO2S' (12, 13, 22) greater activity results when the catalyst monitor is active.
5. E. Brake pedal applied.
6. F. The electric vapor management valve (VMV) commanded current varies from 0 mA - 1000 mA depending on the powertrain control module (PCM) command to purge the EVAP system.
7. G. While pressing the transmission control switch (TCS) or switching to manual drive mode.
8. H. Value is dependent on fuel tank level. Typical operating range is 15% (empty) to 90% (full).
9. I. Steering wheel turned.
10. J. Clutch pedal applied.
11. K. Value is dependent upon ambient air temperature and may fall outside of range.
12. L. Value is not useful under this condition.
13. M. If equipped.
14. N. Transmission in selected range.
15. O. May change state under this condition.
16. P. While pressing switch.
17. Q. Value may cycle 5-6 times every 5 seconds.
18. R. Canister vent duty cycles to 100% (close) when EVAP monitor test is running.
19. S. Refer to appropriate service information.
20. T. Exhaust gas recirculation (EGR) voltage and duty cycle varies from 0-VBAT or 0-100% depending on EGR demand.
21. U. RPM dependent. If signal is 0 Hz at idle, check signal at 900 RPM.
22. V. Crank position.
23. W. Value may vary 20% depending on altitude, operating conditions, weather, and other factors.
24. X. The normal operation value is from -1.5 to 3.5 degrees.

PID/DATA MONITOR REFERENCE VALUE CHART

Footnotes are referenced throughout the Typical Diagnostic Reference Value Charts. A letter in parentheses next to a value indicates supplemental information is applicable.

An attempt is made to provide as much information as possible; some vehicles may not display all input and output signals.

The Typical Diagnostic Reference Value Charts do not display fault parameter identifications (PIDs). These are PIDs which indicate a hard fault with the circuit. They display a value of YES or NO and are PIDs ending with the letter F.

Reference values may vary 20% depending on operating conditions, altitude, and other factors. RPM values are axle and tire dependent.

Values are taken at an altitude of approximately 55.7 meters (600 ft) above sea level.

See the Introduction Acronyms and Definitions for technical terms applicable to Mazda Motor Company products.

See ELECTRONIC ENGINE CONTROL (EEC) SYSTEM for PID descriptions.

For detailed transmission diagnostics see CARRY OUT ON-BOARD DIAGNOSTICS . Transmission signals may be referred to in either alpha or numeric form. For example, 1=A, 2=B, 3=C.

1. A. A/C on.
2. B. Cooling fan on (single, low or high speed).
3. C. Heated oxygen sensors (HO2S') should switch from rich to lean at least once every 3 seconds. HO2S voltage should toggle above and below 0.450 DCV and never be a negative value. Valid HO2S switching occurs only during closed loop fuel control operation.
4. D. Downstream HO2S' stay close to a constant voltage when the catalyst monitor is off (positive value only). When the catalyst monitor is on, the HO2S switches from rich to lean above and below 0.450 DCV and should never be a negative value. For downstream HO2S' (12, 13, 22) greater activity results when the catalyst monitor is active.
5. E. Brake pedal applied.
6. F. The electric vapor management valve (VMV) commanded current varies from 0 mA - 1000 mA depending on the powertrain control module (PCM) command to purge the EVAP system.
7. G. While pressing the transmission control switch (TCS) or switching to manual drive mode.
8. H. Value is dependent on fuel tank level. Typical operating range is 15% (empty) to 90% (full).
9. I. Steering wheel turned.
10. J. Clutch pedal applied.
11. K. Value is dependent upon ambient air temperature and may fall outside of range.
12. L. Value is not useful under this condition.
13. M. If equipped.
14. N. Transmission in selected range.
15. O. May change state under this condition.
16. P. While pressing switch.
17. Q. Value may cycle 5-6 times every 5 seconds.
18. R. Canister vent duty cycles to 100% (close) when EVAP monitor test is running.
19. S. Refer to appropriate service information.
20. T. Exhaust gas recirculation (EGR) voltage and duty cycle varies from 0-VBAT or 0-100% depending on EGR demand.
21. U. RPM dependent. If signal is 0 Hz at idle, check signal at 900 RPM.
22. V. Crank position.
23. W. Value may vary 20% depending on altitude, operating conditions, weather, and other factors.
24. X. The normal operation value is from -1.5 to 3.5 degrees.

PID/DATA MONITOR REFERENCE VALUE CHART

FREEZE FRAME CHARTS

Freeze Frame Data allows access to emission-related values from specific generic parameter identification (PIDs). These values are stored when an emission-related DTC is stored in continuous memory. This provides a snapshot of the conditions that were present when the DTC was stored. Once one set of freeze frame data is stored, this data remains in memory even if another emission-related DTC is stored, with the exception of misfire or fuel system DTCs. Once freeze frame data for misfire or fuel system DTC is stored, it overwrites any previous data, and freeze frame data is no longer overwritten. When a DTC associated with the freeze frame is erased or the DTCs are cleared, new freeze frame data can be stored again. In the event of multiple emission-related DTCs in memory, always note the DTC for the freeze frame data.

Freeze Frame Data Table

FREEZE FRAME DATA CHART

Some unique PIDs are stored in the Keep Alive Memory (KAM) of the PCM to help in diagnosing the root cause of misfires. These PIDs are collectively called misfire freeze-frame (MFF) data. These parameters are separate from the generic freeze-frame data that is stored for every MIL code. They are used for misfire diagnosis only. The MFF data could be more useful for misfire diagnosis than the generic freeze frame data. It is captured at the time of the highest misfire rate, and not when the DTC is stored at the end of a 1,000 or 200 revolution block. (Generic freeze-frame data for misfire can be stored minutes after the misfire actually occurred).

Note. MFF PIDs are supported on all vehicles but may not be available on all scan tools because enhanced PID access may vary by scan tool manufacturer.

Misfire Freeze-Frame PIDs

MISFIRE FREEZE-FRAME PID CHART

ELECTRONIC ENGINE CONTROLS

The electronic engine controls consist of the following

1. PCM
2. Cylinder head temperature (CHT) sensor
3. Electronic throttle control (ETC)
4. Throttle position (TP) sensor
5. Camshaft position (CMP) sensor
6. Crankshaft position (CKP) sensor
7. Mass air flow (MAF) sensor
8. Heated oxygen sensor (HO2S)
9. Catalyst monitor sensor
10. Knock sensor (KS)
11. Variable cam timing (VCT) solenoid
12. Accelerator pedal position (APP) sensor
13. Manifold absolute pressure (MAP) sensor

The PCM carries out the following functions

1. accepts input from various engine sensors to compute the fuel flow rate necessary to maintain a prescribed air/fuel ratio throughout the entire engine operational range.
2. outputs a command to the fuel injectors to meter the appropriate quantity of fuel.

The CHT sensor

1. sends the PCM a signal indicating cylinder head temperature.
2. resistance decreases as coolant temperature increases.

The APP sensor

1. sends the PCM a signal indicating the desired throttle plate angle.
2. is the main input to the PCM from the driver.

The ETC

1. controls the throttle plate at all engine speeds including idle.
2. is controlled by the PCM.

The TP sensor

1. sends the PCM a signal indicating the throttle plate angle.

The CMP sensor

1. sends the PCM a signal indicating camshaft position used for fuel synchronization.

The VCT solenoid

1. controls the phase angle of the camshaft advancing or retarding timing, the PCM calculates and determines the desired camshaft position.

The CKP sensor

1. sends the PCM a signal indicating crankshaft position.
2. is essential for calculating spark timing.

The MAF sensor

1. uses a hot wire sensing element to measure the amount of air entering the engine. Air passing over the hot wire causes it to cool.

The MAP sensor

1. the PCM uses information from the MAP sensor to measure how much exhaust gas is introduced into the intake manifold.

The HO2S

1. creates a voltage signal dependent on exhaust oxygen content.
2. provides feedback information to the PCM used to calculate fuel delivery.

The catalyst monitor sensor

1. monitors oxygen content after it flows through the catalytic converter.
2. provides a voltage to the PCM used to calculate catalytic converter integrity.

The KS

1. is used to detect engine detonation.
2. sends a voltage signal to the PCM.
3. is able to provide a signal which retards the ignition timing, as necessary.