Description of activations
HINT: Activate components and/or functions by clicking the VCT2000 symbol.
Note. Components cannot be activated when the engine is running.
Many of these activations will cause the fuel pump (FP) to start. This is because the system relay is activated to supply the components with power.
| No. | Component | Function |
|---|---|---|
| 1 | Fuel pump/system relay. | The fuel pump (FP) is activated for 2 seconds. The system relay "clicks". The fuel pump (FP) "buzzes". |
| 2 | The canister purge (CP) valve. | The canister purge (CP) valve is activated once for 1 second. The valve clicks. |
| 3 | Turbocharger (TC) control valve. | The turbocharger (TC) control valve is activated 4 times for 1 seconds. The valve clicks. |
| 4 | Engine cooling fan (FC), low-speed. | Engine cooling fan (FC) low-speed, the fan runs for 3 seconds. The fan can be heard clearly. |
| 5 | Engine cooling fan (FC), high-speed. | Engine cooling fan (FC) high-speed, the fan runs for 3 seconds. The fan can be heard clearly. |
| 6 | A/C fan. | Air conditioning (A/C) condenser cooling fan, the fan runs for 3 seconds. The fan can be heard clearly. |
| 7 | Air conditioning (A/C) relay. | Air conditioning (A/C) relay, the relay is activated once for 4 second. A clicking noise is heard from the compressor clutch. |
| 8 | Injector 1. | The injector clicks for a total of 10 seconds. A ticking noise is heard from the injector. |
| 9 | Injector 2. | The injector clicks for a total of 10 seconds. A ticking noise is heard from the injector. |
| 10 | Injector 3. | The injector clicks for a total of 10 seconds. A ticking noise is heard from the injector. |
| 11 | Injector 4. | The injector clicks for a total of 10 seconds. A ticking noise is heard from the injector. |
| 12 | Idle air control (IAC) valve. | The idle air control (IAC) valve is activated and deactivated at a frequency of 0.2 Hz. A buzzing noise is heard from the valve. |
| 13 | Malfunction indicator lamp (MIL). | The malfunction indicator lamp (MIL) goes out for 1 second then lights up again. |
| 14 | Front heated oxygen sensor (HO2S). | Front heated oxygen sensor (HO2S) preheating, the heating is on for 1 second. Connect a voltmeter between connector terminal #1 (control module side) and ground. Check the signal. |
| 15 | Rear heated oxygen sensor (HO2S). | Rear heated oxygen sensor (HO2S) preheating, the heating is on for 1 second. Connect a voltmeter between connector terminal #1 (control module side) and ground. Check the signal. |
Description of parameters
| No. | Text | Notes |
|---|---|---|
| 1 | Engine speed = RPM | Measurement range 0 - 8,160 RPM. Idling speed approximately 750 RPM. |
| 2 | Vehicle Speed = km/h | Vehicle speed. Measurement range 0-255 km/h |
| 3 | Coolant temperature = °C | Engine temperature. Measurement range -48 to +142°C. |
| 4 | Engine Coolant Temperature (ECT), start = °C | Engine temperature when ignition was last switched on. Measurement range -48 to +142°C. |
| 5 | Throttle position =° | Throttle position. 0° with the throttle closed and 75-100° with the throttle fully open. |
| 6 | Mass air flow, real = kg/h | Measured air consumption from the mass air flow (MAF) sensor. Normal value is approximately 8-13 kg/h at idling speed and warm engine. |
| 7 | Air consumption = mg/stroke | Air consumption per crankshaft revolution. Measurement range 0-1,389 mg/stroke. A measurement of the engine load. Normal value is approximately 100 mg/stroke when idling with the engine at operating temperature. |
| 8 | MAF real, MAF calculated, idle = kg/h | The difference between the measured consumption from the mass air flow (MAF) sensor and a calculated reference value. The value is only applicable during turbocharger (TC) control. |
| 9 | Battery voltage = V | Battery voltage after the system relay. Normal value is 13.5 -14.5 V when the generator (GEN) is charging. |
| 10 | Air temperature °C | Intake air temperature measured after the charge air cooler (CAC)). Measurement range -48 to +142°C. |
| 11 | Ambient pressure =mbar | Atmospheric pressure, normal value is approximately 1000 mbar at sea level. The value varies depending on other circumstances. |
| 12 | Injection time = ms | Injector opening time. The normal value is approximately 2 ms when the engine is idling at operating temperature. |
| 13 | Lambda adaptation, part load = % | The value indicates how much the injection period at part load has been adjusted compared to a reference value. The value is first updated after the engine has been revved up. |
| 14 | Lambda adaptation, idle = ms | The value indicates how much the injection period at idling speed has been adjusted compared to a reference value. The value is first updated after the engine has been revved up. |
| 15 | Ignition angle = ° | Measurement range 72° before top dead center (TDC) to 23° after top dead center (TDC). Normal value when idling is approximately 0-15°. |
| 16 | Lambda status | O/L= Open Loop, fuel trim not active C/L= Closed Loop, fuel trim active |
| 17 | Lambda integrator | Short-term fuel trim oscillates between -5 and +5 at lambda = 1 when the engine is idling at operating temperature. |
| 18 | Oxygen sensor front signal (Lambda) = V | Voltage from the front heated oxygen sensor (HO2S). Measurement range 0 -1 V. Oscillates between 0 and 1 V when fuel trim is activated. |
| 19 | Oxygen sensor signal, rear = V | Voltage from the rear heated oxygen sensor (HO2S). Measurement range 0-1 V. Oscillates between 0 and 1 V when the three-way catalytic converter (TWC) is cold (>300°C). Stabilizes at 0.2-0.7 V when the three-way catalytic converter (TWC) is at operating temperature (<300°C) |
| 20 | Idle duty cycle = % | Idle air control (IAC) valve opening. Measurement range 0 - 100%. The normal value is approximately 20-40% when idling with the engine at operating temperature. |
| 21 | Idle air trim adaptation = % | The value shows by how much idle air control (IAC) valve opening has been adjusted in relation to a predetermined value. Measurement range -50 to +50%. |
| 22 | Idle adaptation, A/C = % | Idle air trim adaptation with the A/C compressor activated. The value shows by how much idle air control (IAC) valve opening has been adjusted in relation to a reference value. |
| 23 | Turbo control valve duty cycle = % | Turbocharger (TC) control valve opening. Measurement range 0 - 100%. A value over 0% means the engine power is regulated using the valve. The value only applies when the turbocharger control valve is activated. |
| 24 | EVAP duty cycle = % | EVAP valve opening. Measurement range 0-100%. 0% EVAP valve shut. 100% EVAP valve fully open. The intermediate values depend on the opening of the EVAP valve |
| 25 | A/C-pressure = mbar | Pressure in the air conditioning (A/C) system. Measurement range 0 - 3442 mbar. |
| 26 | A/C demand = | Displays whether the engine control module (ECM) has requested that the ECC control module starts the air conditioning (A/C) compressor. The A/C-compressor is permitted to start if the air conditioning (A/C) pressure is below a parameter. Yes = ECC requests that the A/C compressor starts. No = ECC does not request that the A/C compressor starts. |
| 27 | A/C relay | Yes = A/C relay activated. No = A/C relay not activated. |
| 28 | Immo locked = | NO= Immobilizer control module permits start. Yes = Immobilizer control module does not permit start. |
| 29 | VIN learned = | Yes = Engine control module (ECM) has learned the VIN-code. No = Engine control module (ECM) has not learned any VIN-code. |
| 30 | Faulty VIN = | Yes = Different VIN codes in the immobilizer control module and engine control module (ECM). No = Immobilizer control module and engine control module (ECM) have the same VIN-code. The parameter is relevant only when the communication between the immobilizer control module and the engine control module (ECM) is functioning. |
| 31 | Manifold pressure = hpa | The pressure in the intake system. Measurement range 0 -2400 mbar. Normal value when idling is approximately 400 mbar. |
| 32 | Camshaft position = ° | The camshaft position in relation to crankshaft. Measurement range -66° - 30°. The value varies depending on how camshaft is controlled. Camshaft control only occurs when the engine is cold. |
See Description of activations
See Description Of Activations
See Description Of Parameters
See Description Of Activations
See Description Of Parameters
DSA Signal Description
All the values given below are between the terminal in column 1 and terminal 9 (ground), unless otherwise indicated in brackets.
DSA control module terminals 1 - 16 correspond to terminals 31 - 46 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminal before taking readings.
| U= | DC voltage in volts (V) | F = | Frequency in Hertz (Hz) | ||
|---|---|---|---|---|---|
| Ubat= | Battery voltage | % duty = | Duty cycle (pulse ratio) as a percentage (%) | ||
| Ulow = | Voltage approximately 0 V |
| Terminal | Signal type | Ignition on | Engine idling | Other | Parameter read off |
|---|---|---|---|---|---|
| #1 | Power supply (from the ignition switch) | Ubat | |||
| #2 | Signal, wheel speed left front wheel (from the ABS control module) | U approx. 0 V - Ubat depending on the position of the wheel. The frequency (f) increases with the speed of the wheel. | A pulsed signal (0 V - Ubat with a fixed pulse ratio (% duty approx. 50%). | ||
| #3 | Signal, wheel speed right front wheel (from the ABS control module) | U approx. 0 V - Ubat depending on the position of the wheel. The frequency (f) increases with the speed of the wheel. | A pulsed signal (0 V - Ubat with a fixed pulse ratio (% duty approx. 50 %). | ||
| #4 | Signal, wheel speed left rear wheel (from the ABS control module) | U approx. 0 V - Ubat depending on the position of the wheel. The frequency (f) increases with the speed of the wheel. | A pulsed signal (0 V - Ubat with a fixed pulse ratio (% duty approx. 50%). | ||
| #5 | Signal, throttle position (TP) sensor (from the engine control module (ECM)) | %duty approx. 15 % at closed throttle position (CTP) (idling). f approx. 50 Hz | Pulsed signal (0 V - Ubat) with fixed frequency and variable pulse ratio (% duty). Pulse ratio (%duty) increases with increased throttle. | 3 | |
| #6 | Signal, DSA switch | Switch unaffected: U approx. 0 - 3 V below Ubat Switch affected: U approx.Ulow | The signal is grounded when the switch is pressed. | 8 | |
| #7 | Signal, stop (brake) light switch | Open: U approx.Ulow Closed: U = 0 - 1.5 V below Ubat | Stop (brake) light switch closes when braking and the control module receives a signal. | 11 | |
| #8 | |||||
| #9 | Ground (for FENIX 5.1 ground via the engine control module (ECM), measured at the battery negative terminal) | Ulow | |||
| #10 | |||||
| #11 | |||||
| #12 | Signal, wheel speed right rear wheel (from the ABS control module) | U approx. 0 V - Ubat depending on the position of the wheel. The frequency (f) increases with the speed of the wheel. | A pulsed signal (0 V - Ubat with a fixed pulse ratio (% duty approx. 50 %). | ||
| #13 | Signal, load (TQ) (from the engine control module (ECM)) | U approx.Ulow | F approx. 33 Hz | Pulsed signal (0 V - Ubat) with variable frequency and pulse ratio (% duty). The frequency increases with engine speed (RPM), the pulse ratio (%duty) increases with load. | |
| #14 | Diagnostic lead | U = 1 - 4 V below Ubat Other values apply if the fault-tracing instrument is connected to the data link connector (DLC). | |||
| #15 | Signal, request for torque limiting (to the engine control module (ECM)) | F approx. 200 Hz | Pulsed signal (0 - 5 V) with fixed frequency and variable pulse ratio (% duty). | ||
| #16 | Control signal, DSA warning lamp | Lamp lit: U =0-0.5 V Lamp not lit: Ubat | 9, 10 | ||
See DSA signal description
See DSA signal description
See DSA signal description