Signal Specification
HINT: All the values given below are measured between the relevant terminal in column 1 and terminal #3, unless otherwise indicated in brackets.
HINT: The values specified in the table apply with the engine unloaded and at normal operating temperature.
Note. It is important that the breakout box is connected according to Connecting the breakout box. EMS 2000, before the readings are taken.
Scheme 30
| U= | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage | F = | Frequency in Hertz (Hz) |
| U low = | Voltage near 0 V or 0 V | % Pulse ratio | Duty cycle (pulse ratio) as a percentage (%) |
| T= | Cyclic time in milliseconds (ms) |
| Terminal (Engine control module (ECM) Breakout box) | Signal type | Ignition on | Engine idling | Notes |
|---|---|---|---|---|
| 1/A1 | Ignition coil cyl. 2/3 Control signal | U bat (for 1 second after the ignition is switched on) | Low pulse for 3 milliseconds from U bat to U low , then a voltage peak greater than or equal to 100 V | Frequency 13 Hz when the engine is idling |
| 2/A2 | ||||
| 3/A3 | Power ground terminal #4 | U low | ||
| 4/A4 | Canister purge (CP) valve, control signal | U bat for 1 second after the ignition is switched on | During control: the voltage oscillates between U low and U bat | |
| 5/A5 | Turbocharger (TC) control valve, control signal | U bat (for 1 second after the ignition is switched on) | U bat | During control, a pulsed signal between U bat and U low with a fixed frequency of 32 Hz and variable pulse ratio (%duty) |
| 6/A6 | ||||
| 7/A7 | ||||
| 8/A8 | Engine cooling fan (FC) high-speed, control signal | Engine cooling fan (FC) off = U bat Engine cooling fan (FC) on = U low | ||
| 9/A9 | ||||
| 10/A10 | System relay, control signal | U low (after 1 second U bat ) | U low | |
| 11/A11 | Engine coolant temperature (ECT) sensor signal to the combined instrument panel | F=45 Hz at +25°C f=20 Hz at +100°C | A pulsed signal between 0 V and 5 V with variable frequency and fixed pulse ratio (% duty) f increases with decreasing temperature | |
| 12/A12 | ||||
| 13/A13 | Boost pressure sensor 2, signal | U = 1.8 V | U=0.7 V | The voltage increases with increased pressure in the intake manifold. |
| 14/A14 | Air conditioning (A/C) system pressure sensor, signal | U = 0.9 V | U = 0.9 V (when the air conditioning (A/C) has not been on) | The voltage depends on the pressure in the system 1.4-1.8 V when the air conditioning (A/C) is activated |
| 15/A15 | Mass air flow (MAF) sensor, ground | U low | ||
| 16/B1 | Mass air flow (MAF) sensor, signal | U low | U = 0.6 V | U increases with engine speed (RPM) and load |
| 17/B2 | ||||
| 18/B3 | Atmospheric pressure sensor, signal (model year -00) | U=4.6 V | U=4.6 V | The voltage varies with the atmospheric pressure |
| 19/B4 | Knock sensor (KS) ground screen | U low | ||
| 20/B5 | Torque limiting signal from DSA to ECM | U =5 V | U=2 V (with DSA) U=5 V (without DSA) | Pulsed signal with fixed frequency of 200 Hz and fixed pulse ratio of 3 ms pulse with factor Tr=0 |
| 21/B6 | ||||
| 22/B7 | ||||
| 23/B8 | ||||
| 24/B9 | Engine speed (RPM) sensor, signal (-) | U = 1.8 V | U DC = 1.8 V U AC = 2.5 Vt-t | Sine signal retained over DC Frequency and amplitude depend on engine speed (RPM) |
| 25/B10 | ||||
| 26/B11 | ||||
| 27/B12 | CAN-H to / from TCM | U=2-3 V average voltage | U=2-3 V average voltage | |
| 28/B13 | Power ground terminal #1 Measured to the battery negative terminal (-) | U low | ||
| 29/B14 | 15 supply (+12 V, when the ignition is on) | U bat | ||
| 30/B15 | 30 supply (+12 V, battery voltage) | U bat | ||
| 31/A16 | ||||
| 32/A17 | Ignition coil cylinder 1/4 control signal | U bat (for 1 second after the ignition is switched on) | Low pulse for 3 milliseconds from U bat to U low , then a voltage peak greater than or equal to 100 V | Frequency 13 Hz when the engine is idling |
| 33/A18 | Power ground terminal #3 Measured to the battery negative terminal (-) | |||
| 34/A19 | Malfunction indicator lamp (MIL), control signal (to the combined instrument panel) | U low =lamp lit U bat =Lamp not lit | ||
| 35/A20 | The leak diagnostic pump valve, control signal (Certain markets only) | U low | U low | During the leak diagnostic the voltage oscillates between U low and U bat |
| 36/A21 | Throttle position (TP) sensor output signal from ECM to DSA | Pulse ratio = 5% (closed throttle position (CTP)) pulse ratio = 80% (open) | Pulse ratio = 5% (closed) pulse ratio = 80% (open) f = 50 Hz | A pulsed signal between 0 V and 9 V with fixed frequency and variable pulse ratio (% duty) |
| 37/A22 | ||||
| 38/A23 | Engine cooling fan (FC) low-speed, control signal | Engine cooling fan (FC) off: U bat Engine cooling fan (FC) on = | ||
| 39/A24 | ||||
| 40/A25 | Fuel consumption signal to the combined instrument panel. | With infocenter: U stable Without infocenter: U low | Pulse train at 500 ms intervals; 1-10 x 1 ms pulses depending on engine coolant temperature (ECT), engine speed (RPM) and load. Pulses between 0 V and 5 V. | |
| 41/A26 | The leak diagnostic pump, signal (Certain markets only) | U low | During the leak diagnostic the voltage oscillates between U low and U bat | |
| 42/A27 | ||||
| 43/A28 | Throttle position (TP) sensor, signal | U = 0.6-0.7 V with unaffected throttle position (TP) sensor | U = 0.6-4.5 V depending on the position of the accelerator pedal (AP) | |
| 44/A29 | Rear heated oxygen sensor (HO2S) signal measured to terminal #75 | U = 0.5 V | U = oscillates between 0.1 V - 1 V, cold three-way catalytic converter (TWC). U = fixed value 0.4 V - 0.6 V, hot three-way catalytic converter (TWC). | |
| 45/A30 | Front heated oxygen sensor (HO2S) signal measured to terminal #75 | U = 0.5 V | The voltage fluctuates between 0 - 1 V | High voltage = Rich Low voltage = Lean |
| 46/B16 | ||||
| 47/B17 | Engine coolant temperature (ECT) sensor, signal | U average =2.6 V (+25°C) U average =0.6 V (+100°C) | U average =2.6 V (+25°C) U average =0.6 V (+100°C) | Voltage decreases with increasing temperature |
| 48/B18 | Intake air temperature (IAT) sensor, signal intake air | U=2 V at +25 °C U = 0.25 V at +100 °C | ||
| 49/B19 | ||||
| 50/B20 | ||||
| 51/B21 | Knock sensor (KS), signal | U low | ||
| 52/B22 | Speed signal from the ABS control module | U bat | U bat (-1 V) | Pulsed signal between U low and U bat when the front left wheel is rotated |
| 53/B23 | ||||
| 54/B24 | Engine speed (RPM) sensor, signal (+) Measured to terminal #24 | U low | U AC = 5Vt-t f = 775 Hz (current RPM) | DC 1.8 Volts with retained sine signal amplitude and frequency increase with engine speed |
| 55/B25 | ||||
| 56/B26 | Immobilizer communication cable (also data link connector (DLC) communication link) | No communication on the cable: U=90% of Ubat. During communication: data communication, pulsed signal between Ubat and 0 V. | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC). | The engine control module (ECM) and immobilizer control module communicate with each other for 2 seconds after the ignition is switched on to determine whether engine start should be permitted. After this interval, the immobilizer switches internally so that the cable is connected to the communication link in the data link connector (#7). |
| 57/B27 | CAN-L to / from TCM | U=2-3 V average voltage | U=2-3 V average voltage | |
| 58/B28 | Camshaft position (CMP) sensor, signal | U=0 V or 5 V depending on position of the camshaft | Variable pulse ratio at constant engine speed due to the design of the camshaft position (CMP) sensor. | |
| 59/B29 | Injector 1, control signal | U bat | T = approximately 2 ms | Pulsed signal from U bat to U low , then a voltage peak of 60 V. The pulse length varies with engine speed (RPM) and load |
| 60/B30 | Injector 3, control signal | U bat | T = approximately 2 ms | Pulsed signal from U bat to U low , then a voltage peak of 60 V. The pulse length varies with engine speed (RPM) and load |
| 61/A31 | ||||
| 62/A32 | Camshaft reset valve, control signal | U bat for 1 second after the ignition is switched on | F = 250 Hz | A pulsed signal with fixed duty cycle and variable frequency. |
| 63/A33 | Front heated oxygen sensor (HO2S), preheating, control signal | U = 0 V U bat when the system relay is connected | Preheating off: U bat Preheating on: U=0.5-4.5 V | Pulsed signal from U bat to U low . The pulse ratio reduces as the temperature in the heated oxygen sensor (HO2S) increases |
| 64/A34 | Idle air control (IAC) valve, control signal | U bat for 1 second after the ignition is switched on | U low | A pulsed signal with fixed duty cycle and variable frequency. |
| 65/A35 | Rear heated oxygen sensor (HO2S), preheating, control signal | U = 0 V U bat when the system relay is connected | Preheating off: U bat Preheating on: U=0.5-4.5 V | Pulsed signal from U bat to U low . The pulse ratio reduces as the temperature in the heated oxygen sensor (HO2S) increases |
| 66/A36 | Power supply from the system relay | U bat (for 1 second after the ignition is switched on) | U bat | |
| 67/A37 | Power ground terminal #2 Measured to the battery negative terminal (-) | U low | ||
| 68/A38 | A/C relay, control signal | U bat | U bat when the relay is not connected U low when the relay is connected | |
| 69/A39 | A/C fan, control signal | U low | Bat when the engine cooling fan (FC) is running U low when the engine cooling fan (FC) is not running | |
| 70/A40 | Engine speed (RPM) signal to the combined instrument panel | U low | F = 25 Hz (current rpm/30) | Pulsed signal between 0 V and 10 V with variable frequency and fixed pulse ratio (% duty) |
| 71/A41 | Torque signal from ECM to DSA | U low | No pulses when the engine is idling | Pulsed signal between 0 V and U bat with a length of up to 100 μseconds during throttle opening and engine without load |
| 72/A42 | Boost pressure sensor 1, signal (applies to model year 2001-) | U = 1.8 V | U = 1.8 V | |
| 73/A43 | Sensor, ground | U low | U low | |
| 74/A44 | Power supply, sensor | U =5 V | U =5 V | Boost pressure sensor, boost pressure sensor 2, air conditioning (A/C) pressure sensor |
| 75/A45 | Front + rear heated oxygen sensor (HO2S), ground | |||
| 76/B31 | Knock sensor (KS) ground | U low | ||
| 77/B32 | Sensor, ground | U low | U low | |
| 78/B33 | Power supply, throttle position (TP) sensor | U =5 V | U =5 V | |
| 79/B34 | Sensor, ground | U low | U low | Intake air temperature (IAT) sensor, boost pressure sensor 2, air conditioning (A/C) pressure sensor |
| 80/B35 | ||||
| 81/B36 | ||||
| 82/B37 | ||||
| 83/B38 | Power supply, camshaft position (CMP) sensor | U =5 V | ||
| 84/B39 | ||||
| 85/B40 | ||||
| 86/B41 | ||||
| 87/B42 | ||||
| 88/B43 | Air conditioning (A/C) request from MCC or ECC | U low | Air conditioning (A/C) relay not activated: U low Air conditioning (A/C) relay activated: U bat | Applies when the air conditioning (A/C) and blower fan switch buttons are in the on position |
| 89/B44 | Injector 4, control signal | U bat | T = approximately 2 ms | Pulsed signal from U bat to U low , then a voltage peak of 60 V. The pulse length varies with engine speed (RPM) and load |
| 90/B45 | Injector 2, control signal | U bat | T = approximately 2 ms | Pulsed signal from U bat to U low , then a voltage peak of 60 V. The pulse length varies with engine speed (RPM) and load |
See Signal specification
See Signal specification
See Signal specification
See also:
• DSA signal description