Signal specification
General
All the values given below are between the respective terminal in column 1 and terminal #B3 in column 2 (power ground) unless otherwise stated in brackets after the table entry. Control module terminals #A1-#A60 correspond to terminals #A1-#60 on the breakout box, terminals #A61-#A70 correspond to terminals #B1-#B10 on the breakout box and terminals #B1-#B50 correspond to terminals #B10-#B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (terminal #B1).
HINT: Example: #A61 (#B1)
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) |
| Terminal | Breakout box | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | ||||
| #A2 | #A2 | ||||
| #A3 | #A3 | ||||
| #A4 | #A4 | Signal (+) engine coolant temperature (ECT) sensor | (+30° C) U = 1.22V (+80° C) U = 0.29V (+100° C) U = 0.17V | ||
| #A5 | #A5 | Signal (-) intake air temperature (IAT) sensor | (+20° C) U = 3.50V (+30° C) U = 3.00V (+40° C) U = 2.50V | ||
| #A6 | #A6 | ||||
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high = 0.7*U bat U low = 1.2V F = 100 Hz Pulse ratio = 10%-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | EVAP control signal | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | Camshaft reset valve control signal | Pulse width modulation (PWM) signal U top = U bat t = 4 ms pulse ratio = 12.5 % | Pulse width modulation (PWM) signal U top = U bat t = 4 ms pulse ratio = 50 % | The pulse ratio increases with engine speed (RPM) |
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | ||||
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating of U = U bat Preheating U = U low | |
| #A19 | #A19 | ||||
| #A20 | #A20 | ||||
| #A21 | #A21 | ||||
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1 volt | U = 1.7 volt | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal | U = 1.96 volts | U increases with increasing boost pressure | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed power supply - cannot be measured | Pulsed power supply - cannot be measured | |
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U = U low | U = U bat | |
| #A27 | #A27 | ||||
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Cannot be measured | Cannot be measured | |
| #A29 | #A29 | Power supply, camshaft position (CMP) sensor | U = 5V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = U bat | Preheating of U = U bat Preheating U = U low | |
| #A36 | #A36 | ||||
| #A37 | #A37 | Control modules communication cable (CAN H) | Between the engine control module (ECM) and the throttle unit | ||
| #A38 | #A38 | Turbocharger (TC) control valve control signal | U = U bat | U = U bat | Active U = PWM signal |
| #A39 | #A39 | Manifold absolute pressure (MAP) sensor, air conditioning (A/C) pressure sensor, mass air flow (MAF) sensor, 5 volt power supply | U = 5 volt | ||
| #A40 | #A40 | ||||
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, cannot be measured | Pulsed current signal, cannot be measured | |
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, cannot be measured | Pulsed current signal, cannot be measured | |
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U = U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U = U low | ||
| #A47 | #A47 | Signal (+), camshaft position (CMP) sensor | U = 5 volts | U = quadratic wave voltage U top = 5volts | The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U = 2.5 volts | U = sine wave voltage U top = 5volts U offset = 2.5volts | |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 2 control signal, 6 cyl ignition coil no. 3, 5 cyl | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 6 control signal, 6 cyl ignition coil no. 5, 5 cyl | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 3 control signal, 6 cyl ignition coil no. 4, 5 cyl | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | ||
| #A54 | #A54 | Power ground 4 | U low | ||
| #A55 | #A55 | Control modules communication cable (CAN L) | Between the engine control module (ECM) and the throttle unit | ||
| #A56 | #A56 | Control signal, accelerator pedal (AP) position sensor PWM signal | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Between the engine control module (ECM) and the throttle unit | |
| #A57 | #A57 | Stop lamp switch control signal | U = U low (not activated) U = U high (activated) | Between the engine control module (ECM) and the throttle unit | |
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U = U low | ||
| #A59 | #A59 | ||||
| #A60 | #A60 | Signal ground for the Air conditioning (A/C) pressure sensor, boost pressure sensor, oil level sensor, oil pressure sensor, engine coolant temperature (ECT) sensor, EGR valve temperature sensor | U = U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50V | Above 0.6V or below 0.3V | |
| #A62 | #B2 | Signal (-), rear heated oxygen sensor (HO2S) | U = U low | U = U low | |
| #A63 | #B3 | Body signal ground | U = U low | ||
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U = U low | ||
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U = U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U = 2.5 volt | U = sine wave voltage U top = 3.5 volts U offset = 2.5 volts | The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U = U low | U = U low | |
| #A68 | #B8 | Air conditioning (A/C) pressure sensor signal | U = 0.9V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | Front heated oxygen sensor (HO2S), calibration current, bank 1 | Cannot be measured | Cannot be measured | |
| #A70 | #B10 | Power supply | U = U bat | Measured via the system relay |
| Terminal | Breakout box | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | Data communication, high speed network | ||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground for the intake air temperature (IAT) sensor, fuel tank pressure sensor, fuel level sensor, clutch pedal sensor, brake pedal sensor | U = U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U = U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | ||||
| #B8 | #B18 | Signal (+), coolant level sensor | U = U low | ||
| #B9 | #B19 | Accelerator pedal (AP) position sensor power supply, analog sensor | U = 5V | ||
| #B10 | #B20 | Fuel tank pressure sensor power supply | U = 5V | ||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | ||
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | Data communication, high speed network | ||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | U = 3.3V (unaffected) U = 2.2V (fully depressed, 100 mm) | Varies according to the position of the clutch pedal | |
| #B16 | #B26 | Brake pedal sensor signal | U = 3.1V (unaffected) U = 2.6V (25 mm depressed) | Varies depending on the position of the brake pedal | |
| #B17 | #B27 | Accelerator pedal (AP) position sensor signal, analog signal | U = 0.4 0.1V with unaffected accelerator pedal (AP) U = 2.5-4.4V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4V. | Varies according to the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | Output signal (+), engine speed (RPM) | U = U low | U = quadratic wave voltage U top = U bat | Frequency increases with engine speed (RPM) |
| #B22 | #B32 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal (+) crank, terminal 50 | U = U low | U = U low | U = U bat at the crank |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal (+) accelerator pedal (AP) position sensor, PWM signal | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Between the accelerator pedal (AP) position sensor and the engine control module (ECM) | |
| #B26 | #B36 | Signal (+), stop lamp switch | U = U bat when the brake pedal is affected U = U low when the brake pedal is unaffected | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Outside temperature sensor signal | (0° C) U = 2.92V (+10° C) U = 2.40V (+20° C) U = 1.90V (+30°C) U = 1.46V | Temperature range: - 40°C to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | Fuel tank pressure sensor signal | U = 2.5V at 1kPa U = 3.3V at atmospheric pressure (0 kPa overpressure) U = 4.1V at 1 kPa overpressure | ||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Ignition on signal, terminal 15 | U = U bat | ||
| #B38 | #B48 | System relay, control signal | U = U low | U = U low | Relay activated: U = U low Relay not activated: U = U bat the system relay runs on (2-5 minutes) |
| #B39 | #B49 | ||||
| #B40 | #B50 | EVAP canister shut-off valve control signal | U = 3.82 volts | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Air conditioning (A/C) activation control signal | U = U bat (not activated) U = U low (activated) | ||
| #B45 | #B55 | Fuel pump (FP) activation control signal | The control signal to the central electronic module (CEM) for control of the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U = U low | U = U bat (not activated) U = U low (activated) | |
| #B47 | #B57 | ||||
| #B48 | #B58 | ||||
| #B49 | #B59 | ||||
| #B50 | #B60 |
General
All values given below are between the terminals stated in column 1 and breakout box terminal in the control module) and terminal B3 in column 2 (terminal in the breakout box) unless otherwise indicated in column 6 (Miscellaneous).
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U approx. 0.4 -4V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | ||||
| #A3 | #A3 | ||||
| #A4 | #A4 | Signal (+) engine coolant temperature (ECT) sensor | (+30°C) U = 1.22V (+80°C) U = 0.29V (+100°C) U = 0.17V | ||
| #A5 | #A5 | Signal (+) Intake air temperature (IAT) sensor | (+20°C) U = 3.50V (+30°C) U = 3.00V (+40°C) U = 2.50V | ||
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = Ubat | Preheating off: U = U bat Preheating on U = U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low = 1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | ||||
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on: U = U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U = U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal (turbocharged engines only) | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (+-12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1V | U = 1.7V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal (turbocharged engines only) | U = 1.96V | U increases with increasing boost pressure | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U = U low | U = U bat | |
| #A27 | #A27 | Signal (+), camshaft position (CMP) sensor exhaust camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5V camshaft position (CMP) sensor | U = 5V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | PWM signal U top = U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (breakout box terminal #A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | PWM signal U top = U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (breakout box terminal #A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Control signal for the turbocharger (TC) control valve (turbocharged engines only) | U = U bat | During turbocharger (TC) control: PWM signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor | U = 5V | ||
| #A40 | #A40 | ||||
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U = U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U = U low | ||
| #A47 | #A47 | ||||
| #A48 | #A48 | Signal (+), flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 3 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 5 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 4 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | ||
| #A54 | #A54 | Power ground 2 | U low | ||
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U = U low | ||
| #A59 | #A59 | Power supply 5V throttle unit, potentiometers 1 and 2 | U = 5V | ||
| #A60 | #A60 | Signal ground, intake air temperature (IAT) sensor, air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor | U = U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50V | Above 0.6V or below 0.3V | |
| #A62 | #B2 | Signal (-), rear heated oxygen sensor (HO2S) | U = U low | U = U low | |
| #A63 | #B3 | Signal ground body | U = U low | ||
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U = U low | U = U low | |
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U = U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A48 (terminal #A48 on the breakout box) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U = U low | U = U low | |
| #A68 | #B8 | Air conditioning (A/C) pressure sensor signal | U = 0.9V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | ||||
| #A70 | #B10 |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground, intake air temperature (IAT) sensor, clutch pedal sensor | U = U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U = U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U = U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal (+), coolant level sensor | U = U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B9 | #B19 | Power supply, 5V accelerator pedal (AP) position sensor | U = 5V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U = 3.3V Fully depressed: 100mm U = 2.2V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1V with unaffected accelerator pedal (AP) U = 2.5-4.4V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal (+) crank, 50-supply | U = U low | U = U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal (+), accelerator pedal (AP) position sensor | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Signal (+), stop lamp switch | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U = U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U = 2.92V (+10° C) U = 2.40V (+20° C) U = 1.90V (+30°C) U = 1.46V | Temperature range: -40 to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | ||||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U = U low |
| #B38 | #B48 | System relay, control signal | U = U low | Relay activated: U = U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B39 | #B49 | ||||
| #B40 | #B50 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U = U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B45 | #B55 | Fuel pump (FP) activation control signal | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U = U low | Not activated U = U bat Activated: U = U low | |
| #B47 | #B57 | ||||
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated U = U bat Activated: U = U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
General
All values given below are between the terminals stated in column 2 (Control module terminal) and breakout box terminal #B3 unless otherwise indicated in column 6 (Miscellaneous). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11 - #B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | Uapprox. 0.4 - 4V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | Fuel pressure sensor signal | 350 - 400 kPa (absolute pressure) U = 1.8-2V | The voltage increases with increased fuel pressure. | |
| #A3 | #A3 | Fuel temperature sensor signal | Uapprox. 0.5V- 4.5V | The voltage falls with increased fuel temperature. The fuel temperature sensor is integrated in the fuel pressure sensor. | |
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | (+30°C) U = 1.22V (+80°C) U = 0.29V (+100°C) U = 0.17V | ||
| #A5 | #A5 | Intake air temperature (IAT) sensor signal | (+20°C) U = 3.50V (+30°C) U = 3.00V (+40°C) U = 2.50V | The intake air temperature (IAT) sensor is integrated in the boost pressure sensor. | |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on U = U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low = 1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | Control signal, intake camshaft reset valve | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on U = U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U = U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | Uapprox. 4-0.4V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1V | U = 1.7V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal | U = 1.96V | U increases with increasing boost pressure. | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U = U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2, exhaust camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5V camshaft position (CMP) sensor | U = 5V | ||
| #A30 | #A30 | Control signal ignition coil C, cylinder 4 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Control signal ignition coil B, cylinder 2 | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top = U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (#A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top = U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (#A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Turbocharger (TC) control valve control signal | U = U bat | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz | |
| #A39 | #A39 | Sensor, power supply 5V | U = 5V | See the relevant wiring diagram for information about connected sensors | |
| #A40 | #A40 | Oil level sensor | Pulse width modulation (PWM) signal U top = 5V Pulse ratio 17-83% T = 120 ms Pulse train with three pulses, then pause for 1.2 seconds. Pulse no. 1 = oil temperature. Pulse no. 2 = oil level. Pulse no. 3 = oil grade. The pulse ratio for each pulse changes depending on the present: - oil temperature - oil level - oil grade. | The PWM signal is generated by the oil level sensor. | |
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U = U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U = U low | ||
| #A47 | #A47 | Signal camshaft position (CMP) sensor 1, intake camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A66 #B6) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Control signal ignition coil A, cylinder 1 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Control signal ignition coil E, cylinder 3 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Control signal ignition coil D, cylinder 5 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal, connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal, connected to the chassis | |
| #A55 | #A55 | Control modules communication cable (CAN L) | |||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U = U low | ||
| #A59 | #A59 | Power supply 5V throttle unit, potentiometers 1 and 2 | U = 5V | ||
| #A60 | #A60 | Sensor, signal ground | U = U low | See the relevant wiring diagram for information about connected sensors | |
| #B1 | #A61 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50V | Above 0.6V or below 0.3V | |
| #B2 | #A62 | Signal (-), rear heated oxygen sensor (HO2S) | U = U low | U = U low | |
| #B3 | #A63 | Signal ground | U = U low | Ground terminal, connected to the chassis | |
| #B4 | #A64 | Signal (-) front knock sensor (KS) | U = U low | ||
| #B5 | #A65 | Camshaft position (CMP) sensor signal ground | U = U low | ||
| #B6 | #A66 | Signal (-) flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A48 (#A48) The frequency increases with engine speed (RPM) |
| #B7 | #A67 | Signal (-) rear knock sensor (KS) | U = U low | ||
| #B8 | #A68 | Signal air conditioning (A/C) pressure sensor | U = 0.9V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #B9 | #A69 | ||||
| #B10 | #A70 |
Connector A
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B11 | #B1 | Control modules communication cable (CAN L) | |||
| #B12 | #B2 | ||||
| #B13 | #B3 | ||||
| #B14 | #B4 | Sensor, signal ground | U = U low | See the relevant wiring diagram for information about connected sensors | |
| #B15 | #B5 | Signal ground, accelerator pedal (AP) position sensor | U = U low | ||
| #B16 | #B6 | ||||
| #B17 | #B7 | Control signal, leak diagnostic unit, pump | Pump motor running: U = U low Pump motor not running: U = U bat | ||
| #B18 | #B8 | Signal, coolant level sensor | U = U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B19 | #B9 | Power supply, 5V accelerator pedal (AP) position sensor | U = 5V | ||
| #B20 | #B10 | ||||
| #B21 | #B11 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B22 | #B12 | ||||
| #B23 | #B13 | Control module communication cable (CAN H) | |||
| #B24 | #B14 | ||||
| #B25 | #B15 | Clutch pedal sensor signal | Unaffected: U = 3.3V Fully depressed: 100mm U = 2.2V | U varies depending on the position of the clutch pedal | |
| #B26 | #B16 | ||||
| #B27 | #B17 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1V with unaffected accelerator pedal (AP) U = 2.5-4.4V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B28 | #B18 | ||||
| #B29 | #B19 | ||||
| #B30 | #B20 | ||||
| #B31 | #B21 | ||||
| #B32 | #B22 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B33 | #B23 | Signal crank, 50-supply | U = U low | U = U low | At crank: U = U bat |
| #B34 | #B24 | ||||
| #B35 | #B25 | Signal, accelerator pedal (AP) position sensor | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B36 | #B26 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U = U low | ||
| #B37 | #B27 | ||||
| #B38 | #B28 | ||||
| #B39 | #B29 | Signal, outside temperature sensor | (0° C) U = 2.92V (+10° C) U = 2.40V (+20° C) U = 1.90V (+30°C) U = 1.46V | Temperature range: -40 to +30°C | |
| #B40 | #B30 | ||||
| #B41 | #B31 | ||||
| #B42 | #B32 | ||||
| #B43 | #B33 | ||||
| #B44 | #B34 | Control signal, leak diagnostic unit, heater pad | Heating element activated: U = Ulow Heater pad not activated: U = Ubat | ||
| #B45 | #B35 | ||||
| #B46 | #B36 | ||||
| #B47 | #B37 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U = U low |
| #B48 | #B38 | System relay control signal | U = U low | Relay activated: U = U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B49 | #B39 | ||||
| #B50 | #B40 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B51 | #B41 | ||||
| #B52 | #B42 | ||||
| #B53 | #B43 | ||||
| #B54 | #B44 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U = U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B55 | #B45 | ||||
| #B56 | #B46 | Malfunction indicator lamp (MIL) control signal | U = U low | Not activated U = U bat Activated: U = U low | |
| #B57 | #B47 | Control signal, fuel pump (FP) control module | PWM signal pulse ratio 35% (+/-5%) engine at operating temperature | Pulse width modulation (PWM) signal transmitted by the engine control module (ECM) to the fuel pump (FP) control module. The pulse ratio varies with the requested fuel pressure. | |
| #B58 | #B48 | Control signal, engine cooling fan (FC), control modules | Not activated U = U bat Activated: U = U low | The engine cooling fan (FC) is controlled by the engine control module (ECM). | |
| #B59 | #B49 | ||||
| #B60 | #B50 |
Connector B
General
All values given below are between the terminals stated in column 1 and breakout box terminal #B2. Control module terminals #A1-#A60 correspond to terminals #A1-#A60 on the breakout box, terminals #A61-#A70 correspond to terminals #B1-#B10 on the breakout box and terminals #B1-#B50 correspond to terminals #B10-#B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (terminal #B1). Example: #A61 (#B1).
| U = | DC voltage in volts (V) | U A/C = | AC voltage in volts (V) |
|---|---|---|---|
| Ubat = | Battery voltage in volts (V) | F = | Frequency in Hertz (Hz) |
| Ulow = | Voltage approximately 0V | %pulse = | Pulse ratio (%) |
| T = | Time in milliseconds (ms) |
| Terminal | Breakout box | Signal type | Ignition ON | Idle | Other |
|---|---|---|---|---|---|
| #A1 | (#A1) | ||||
| #A2 | (#A2) | Control signal Evaporative emission system (EVAP) valve | U = Ubat | PWM signal, during activation of the EVAP canister shut off valve | |
| #A3 | (#A3) | ||||
| #A4 | (#A4) | Signal (+) Intake temperature sensor (integrated in the mass air flow (MAF) sensor) | (+10°C) U = 2.95V (+20°C) U = 2.38V (+30°C) U = 1.93V (+40°C) U = 1.58V | ||
| #A5 | (#A5) | ||||
| #A6 | (#A6) | ||||
| #A7 | (#A7) | Signal to the control module for the engine cooling fan (FC) | Pulse width modulation (PWM) signal Ulow = 1.5V pulse ratio = 10 %-90 % | Uhigh = Ubat -1.5V f = 100 Hz | |
| #A8 | (#A8) | ||||
| #A9 | (#A9) | ||||
| #A10 | (#A10) | ||||
| #A11 | (#A11) | Control signal preheating rear heated oxygen sensor (HO2S) | U = Ubat | Preheating off U = Ubat Preheating U = Ulow | |
| #A12 | (#A12) | Reset valve camshaft | Pulse width modulation (PWM) signal Utop = Ubat t = 0.6 ms pulse ratio = 14 % | Pulse width modulation (PWM) signal Utop = Ubat -1V t = 2ms pulse ratio = 50 % | The pulse ratio changes with engine speed (RPM) |
| #A13 | (#A13) | ||||
| #A14 | (#A14) | Control signal injector 5 | U = Ubat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | (#A15) | Control signal injector 3 | U = Ubat | Tlow = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | (#A16) | Control signal injector 1 | U = Ubat | Tlow = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | (#A17) | ||||
| #A18 | (#A18) | Control signal preheating front heated oxygen sensor (HO2S) | U = Ubat | Preheating off U = Ubat Preheating U = Ubat | |
| #A19 | (#A19) | ||||
| #A20 | (#A20) | ||||
| #A21 | (#A21) | Signal A/C pressure sensor | U = 0.9V (at approximately 20°C) | U increases with increased pressure in the system | |
| #A22 | (#A22) | Mass air flow (MAF) sensor signal | U = 0.58V | U = 1.33V Unloaded, engine at operating temperature | U increases with increasing air mass |
| #A23 | (#A23) | Signal manifold absolute pressure (MAP) sensor | U = 3.6V atmospheric pressure at sea level | U increases with pressure in the intake pipe | |
| #A24 | (#A24) | Signal (+) Front heated oxygen sensor (HO2S) signal (+) | Lambda = 0.95V<700 mV lambda = 1.10V<200 mV | ||
| #A25 | (#A25) | ||||
| #A26 | (#A26) | ||||
| #A27 | (#A27) | ||||
| #A28 | (#A28) | Signal ignition discharge module (IDM) check, ignition coils | |||
| #A29 | (#A29) | Control signal ignition coil no. 3 | U = Ulow | U = 2.5V thigh = 2 ms | The frequency varies according to engine speed (RPM) |
| #A30 | (#A30) | Control signal ignition coil no. 2 | U = Ulow | U = 2.5V thigh = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | (#A31) | Control signal ignition coil no. 1 | U = Ulow | U = 2.5V thigh = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | (#A32) | ||||
| #A33 | (#A33) | Control signal injector 4 | U = Ubat | Tlow = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | (#A34) | Control signal injector 2 | U = Ubat | Tlow = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | (#A35) | ||||
| #A36 | (#A36) | Power ground preheating, front heated oxygen sensor (HO2S) | U = Ulow | ||
| #A37 | (#A37) | Communication cable control modules (CAN H) | Between the engine control module (ECM) and the throttle unit | ||
| #A38 | (#A38) | Control signal stop lamp - switch | U = Ulow (not activated) U = Uhigh (activated) | Between the engine control module (ECM) and the throttle unit | |
| #A39 | (#A39) | Oil pressure switch | U = Ulow (no oil pressure) | U = Ubat | |
| #A40 | (#A40) | Signal (+) Engine coolant temperature (ECT) sensor | (+20°C) U = 3.1V (+30°C) U = 2.6V (+80°C) U = 0.9V (+100°C) U = 0.5V | ||
| #A41 | (#A41) | Signal (-) Front lambdaheated oxygen sensor (HO2S) | Lambda = 1 when the current is approximately +0.2 mA | Negative current when the fuel air mixture is rich. Range: [-12 mA, +12 mA] | |
| #A42 | (#A42) | Signal (+) Front lambdaheated oxygen sensor (HO2S) | Lambda = 1 when the current is approximately +0.2 mA | Positive current when the fuel air mixture is lean Range: [-12 mA, +12 mA] | |
| #A43 | (#A43) | Signal, gas pressure sensor, regulator | Applies only to CNG and only certain versions | ||
| #A44 | (#A44) | ||||
| #A45 | (#A45) | Signal (+) Knock sensor (KS) 2 rear | Built in resistance 200 kohms in the sensor | ||
| #A46 | (#A46) | Signal (+) Knock sensor (KS) 1, front | Built in resistance 200 kohms in the sensor | ||
| #A47 | (#A47) | Signal (+) Camshaft sensor | U approx. 5V or U = Ulow | F approx. 35 Hz U approx. 2.5V | The frequency increases with engine speed (RPM) |
| #A48 | (#A48) | Signal (+) Flywheel sensor | U = 2.5V | U = sine wave voltage Utop = 3.5V Uoffset = 2.5V | |
| #A49 | (#A49) | ||||
| #A50 | (#A50) | Control signal ignition coil no. 5 | U = Ulow | U = 2.5V thigh = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | (#A51) | Control signal ignition coil no. 4 | U = Ulow | U = 2.5V thigh = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | (#A52) | ||||
| #A53 | (#A53) | Power ground 3 | Ulow | ||
| #A54 | (#A54) | Power ground 2 | Ulow | ||
| #A55 | (#A55) | Communication cable control modules (CAN L) | Between the engine control module (ECM) and the throttle unit | ||
| #A56 | (#A56) | Control signal accelerator pedal (AP) position sensor, pulse width modulation (PWM) signal | Utop = 12V t = 4ms pulse ratio = 8 %-88 % | Between the engine control module (ECM) and the throttle unit | |
| #A57 | (#A57) | Power supply, camshaft position (CMP) sensor | U = 5V | ||
| #A58 | (#A58) | Voltage supply manifold absolute pressure (MAP) sensor, air conditioning (A/C) pressure sensor, gas pressure sensor | U = 5V | Gas pressure sensor, governor applies only to CNG and only certain versions | |
| #A59 | (#A59) | ||||
| #A60 | (#A60) | Signal ground mass air flow (MAF) sensor | U = Ulow | ||
| #A61 | (#B1) | Signal ground intake temperature sensor, engine coolant temperature (ECT) sensor, rear heated oxygen sensor (HO2S), gas pressure sensor | U = Ulow | Gas pressure sensor, governor applies only to CNG and only certain versions | |
| #A62 | (#B2) | Power ground 1 | U = Ulow | ||
| #A63 | (#B3) | ||||
| #A64 | (#B4) | Signal (-) Knock sensor (KS) 1 and 2 | Built in resistance 200 kohms in the sensor | ||
| #A65 | (#B5) | Signal ground the camshaft position (CMP) sensor | U = Ulow | ||
| #A66 | (#B6) | Signal ground flywheel sensor | U = Ulow | ||
| #A67 | (#B7) | ||||
| #A68 | (#B8) | ||||
| #A69 | (#B9) | Control signal preheating front heated oxygen sensor (HO2S) | U = Ubat | Preheating off U = Ubat Preheating U = Ubat | B+ from the system relay |
| #A70 | (#B10) | Power supply | U = Ubat | B+ from the system relay |
Connector terminals #A1 - #A70
| Terminal Data | Breakout box | Signal type | Ignition ON | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | (#B11) | Communication cable control modules (CAN L) | Data communication, the high speed network | ||
| #B2 | (#B12) | ||||
| #B3 | (#B13) | ||||
| #B4 | (#B14) | Signal ground intake manifold air temperature sensor fuel tank pressure sensor clutch pedal sensor brake pedal sensor | U = Ulow | ||
| #B5 | (#B15) | Signal ground accelerator pedal (AP) position sensor | U = Ulow | ||
| #B6 | (#B16) | ||||
| #B7 | (#B17) | ||||
| #B8 | (#B18) | Coolant level sensor | U = Ulow | ||
| #B9 | (#B19) | Power supply accelerator pedal (AP) position sensor, analog sensor | U = 5V | ||
| #B10 | (#B20) | Power supply fuel tank pressure sensor | U = 5V | ||
| #B11 | (#B21) | 30-supply (power supply from battery) | U = Ubat | ||
| #B12 | (#B22) | ||||
| #B13 | (#B23) | Control modules communication cable (CAN H) | Data communication, the high speed network | ||
| #B14 | (#B24) | ||||
| #B15 | (#B25) | Signal clutch pedal sensor | U = 3.3V (unaffected) U = 2.2V (fully depressed, 100 mm) | Varies depending on the position of the clutch pedal | |
| #B16 | (#B26) | Signal brake sensor | U = 4.4V (unaffected) U = 3.9V (25 mm depressed) | Varies depending on the position of the brake pedal | |
| #B17 | (#B27) | Signal accelerator pedal (AP) position sensor, analog signal | U = 0.4V (idle) U = 4.4V (wide open throttle (WOT)) | Varies depending on the position of the accelerator pedal (AP) | |
| #B18 | (#B28) | ||||
| #B19 | (#B29) | ||||
| #B20 | (#B30) | ||||
| #B21 | (#B31) | ||||
| #B22 | (#B32) | Diagnostic lead C-link | U = 90% of Ubat | If a generic fault-tracing instrument is connected to the data link connector (DLC), other values apply | |
| #B23 | (#B33) | Signal (+) crank, +50 supply | U = Ulow | U = Ulow | U = Ubat at crank |
| #B24 | (#B34) | ||||
| #B25 | (#B35) | Signal (+) accelerator pedal (AP) position sensor, PWM signal | Utop = Ubat t = 4 ms pulse ratio = 8-88% | Between the accelerator pedal (AP) position sensor and the engine control module (ECM) | |
| #B26 | (#B36) | Signal (+) stop lamp switch | U = Ubat when the brake pedal is depressed U = Ulow when the brake pedal is not depressed | ||
| #B27 | (#B37) | ||||
| #B28 | (#B38) | ||||
| #B29 | (#B39) | Signal outside temperature sensor | (0°C) U = 3.99V (+10°C) U = 3.53V (+20°C) U = 3.01V (+30°C) U = 2.47V | Temperature range: [-50°C, +120°C] | |
| #B30 | (#B40) | ||||
| #B31 | (#B41) | Signal from the fuel tank pressure sensor | U = 2.5V at 1 kPa negative pressure U = 3.3V at atmospheric pressure (0 kPa overpressure) U = 4.1V at 1kPa overpressure | ||
| #B32 | (#B42) | Reconnected signal from the stepper motor during gas power | Measures the control value backwards from terminal #B50 | ||
| #B33 | (#B43) | ||||
| #B34 | (#B44) | ||||
| #B35 | (#B45) | ||||
| #B36 | (#B46) | ||||
| #B37 | (#B47) | Signal ignition ON, +15-supply | U = Ubat | ||
| #B38 | (#B48) | System relay control signal | U = Ulow | U = Ulow | Relay activated: U = Ulow Relay not activated: U = Ubat The system relay runs on (2-5 minutes) |
| #B39 | (#B49) | Control signal for the fuel shut off valve during retardation | Valve active U = Ulow Valve disabled U = Ubat | PWM signal during control of the fuel shut-off valve Only gas operation | |
| #B40 | (#B50) | Control signal EVAP canister shut-off valve | U = 3.82V | ||
| #B41 | (#B51) | Control signal to the fuel shut off valve for LPG | U = Ubat | Valve active = Ulow valve disabled = Ulow | The engine control module (ECM) grounds the relay controlling the LPG valve during gas operation |
| #B42 | (#B52) | ||||
| #B43 | (#B53) | ||||
| #B44 | (#B54) | Control signal A/C activation | U = Ubat (not activated) U = Ulow (activated) | ||
| #B45 | (#B55) | Control signal fuel pump activation | Pulse width modulation (PWM) signal | Control signal to the central electronic module (CEM) to control the fuel pump (FP) | |
| #B46 | (#B56) | Control signal malfunction indicator lamp (MIL) | U = Ulow | U = Ubat (not activated) U = Ulow (activated) | |
| #B47 | (#B57) | ||||
| #B48 | (#B58) | Control signal engine start inhibiting | U = Ulow (activated) U = Uhigh (not activated) | Certain markets only. The engine can only be started with the clutch pedal depressed (U = Ulow) | |
| #B49 | (#B59) | ||||
| #B50 | (#B60) | Control signal for the stepper motor during gas operation | Normal range of control approximately 16%-83% Only gas operation |
Connector terminals #B1 - #B50
General
All values listed below should be measured between the respective terminal in column 2 (control module terminal) and terminal #B2 unless stated otherwise in column 6 (Other).
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (terminal #B1). Example: #A61 (#B1).
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage in volts (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | %pulse = | Pulse ratio (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| (#A1) | #A1 | ||||
| (#A2) | #A2 | Control signal Canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| (#A3) | #A3 | ||||
| (#A4) | #A4 | Intake air temperature (IAT) sensor signal | (+10°C) U = 2.95V (+20°C) U = 2.38V (+30°C) U = 1.93V (+40°C) U = 1.58V | The intake air temperature (IAT) sensor is integrated in the mass air flow (MAF) sensor | |
| (#A5) | #A5 | Power supply, throttle unit | |||
| (#A6) | #A6 | Signal, throttle sensor 1 | |||
| (#A7) | #A7 | Engine cooling fan (FC) control signal | U = U bat | U low = 1.5V, U high = U bat - 1.5V, f = 100 Hz, pulse ratio = 10-90% | Pulse width modulation (PWM) signal |
| (#A8) | #A8 | ||||
| (#A9) | #A9 | ||||
| (#A10) | #A10 | ||||
| (#A11) | #A11 | Control signal preheating rear heated oxygen sensor (HO2S) | U = U bat | Preheating of U = U bat Preheating U = U low | |
| (#A12) | #A12 | Control signal, intake camshaft reset valve | U top = U bat , f = 250 Hz 5%, pulse ratio 20-95% | Pulse width modulation (PWM), pulse ratio governs control of the camshaft | |
| (#A13) | #A13 | Exhaust camshaft reset valve control signal | U top = U bat , f = 250 Hz 5%, pulse ratio 20-95% | Pulse width modulation (PWM), pulse ratio governs control of the camshaft | |
| (#A14) | #A14 | Control signal injector 5 | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| (#A15) | #A15 | Control signal injector 3 | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| (#A16) | #A16 | Control signal injector 1 | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| (#A17) | #A17 | Signal ground preheating front heated oxygen sensor (HO2S) | U = U low | ||
| (#A18) | #A18 | Control signal preheating front heated oxygen sensor (HO2S) | U = U bat | Preheating of: U = U bat Preheating on: U = U low | Pulse width modulation (PWM) signal |
| (#A19) | #A19 | Fuel pressure sensor signal | U = 3.7V | ||
| (#A20) | #A20 | ||||
| (#A21) | #A21 | Signal A/C pressure sensor | U = 0.9V (at approximately 20°C) | ||
| (#A22) | #A22 | Mass air flow (MAF) sensor signal | U = 0.7V | U = 1.3V | U increases with increasing air mass |
| (#A23) | #A23 | Boost pressure sensor signal | U = 3.63V | U increases with pressure in the intake pipe | |
| (#A24) | #A24 | Signal (+) rear heated oxygen sensor (HO2S) signal | (lambda = 0.95) U>700 mV (lambda = 1.10) U<200 mV | ||
| (#A25) | #A25 | Signal, throttle sensor 2 | |||
| (#A26) | #A26 | ||||
| (#A27) | #A27 | Signal (+) camshaft position (CMP) sensor 2, exhaust camshaft | U = 5V | U = Pulsed signal, U top = 5V, U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| (#A28) | #A28 | Signal ignition discharge module (IDM) check, ignition coils | |||
| (#A29) | #A29 | Control signal ignition coil no. 3 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| (#A30) | #A30 | Control signal ignition coil no. 2 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| (#A31) | #A31 | Control signal ignition coil no. 1 | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| (#A32) | #A32 | Control signal injector 2 | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| (#A33) | #A33 | Control signal injector 4 | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| (#A34) | #A34 | Electronic throttle unit (ETM) damper motor power supply | U = U bat | U = U bat | |
| (#A35) | #A35 | Control signal (-) damper motor for the electronic throttle module (ETM) | PWM signal U top = U bat , pulse ratio = 10-90%. The polarity of the control signal changes when the damper motor is operated against the direction of rotation. | The damper motor is controlled from the integrated power stage in the engine control module (ECM). Take readings to terminal #A36 (#A36) | |
| (#A36) | #A36 | Control signal (+) damper motor for the electronic throttle module (ETM) | PWM signal U top = U bat , pulse ratio = 10-90%. The polarity of the control signal changes when the damper motor is operated against the direction of rotation. | The damper motor is controlled from the integrated power stage in the engine control module (ECM). Take readings to terminal #A35 (#A35) | |
| (#A37) | #A37 | ||||
| (#A38) | #A38 | ||||
| (#A39) | #A39 | Oil pressure switch signal | U = U low | U = U bat | |
| (#A40) | #A40 | Signal (+) engine coolant temperature (ECT) sensor | (+30°C) U = 2.63V (+80°C) U = 0.87V (+100°C) U = 0.55V | ||
| (#A41) | #A41 | Signal (-) front heated oxygen sensor (HO2S) | Lambda = 1 when the current is approximately +0.2 mA | Negative current when the fuel air mixture is rich. Range: [-12 mA, +12 mA] | |
| (#A42) | #A42 | Signal (+) front heated oxygen sensor (HO2S) | Lambda = 1 when the current is approximately +0.2 mA | Positive current when the fuel air mixture is lean Range: [-12 mA, +12 mA] | |
| (#A43) | #A43 | Signal ground, damper motor for the electronic throttle module (ETM) | U = U low | U = U low | |
| (#A44) | #A44 | ||||
| (#A45) | #A45 | ||||
| (#A46) | #A46 | Signal (+) knock sensor (KS) 1 | Built-in resistance: 200 kohms | ||
| (#A47) | #A47 | Signal (+) camshaft position (CMP) sensor 1, intake camshaft | U = 5V | U = Pulsed signal, U top = 5V, U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| (#A48) | #A48 | Signal (+), flywheel sensor | U = U low | U = sine wave voltage, U top = 5V, U offset = 2.5V | Take readings to terminal #A66 (#B6). The frequency increases with engine speed (RPM) |
| (#A49) | #A49 | ||||
| (#A50) | #A50 | Control signal ignition coil no. 5 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| (#A51) | #A51 | Control signal ignition coil no. 4 | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| (#A52) | #A52 | Power supply, damper motor for the electronic throttle module (ETM) | U = U bat | U = U bat | |
| (#A53) | #A53 | Power ground 3 | U = U low | ||
| (#A54) | #A54 | Power ground 2 | U = U low | ||
| (#A55) | #A55 | ||||
| (#A56) | #A56 | ||||
| (#A57) | #A57 | Power supply, camshaft position (CMP) sensor | U = 5V | ||
| (#A58) | #A58 | Power supply, manifold absolute pressure (MAP) sensor A/C pressure sensor, oil quality sensor | U = 5V | Oil quality sensor only MY2005- and only certain markets | |
| (#A59) | #A59 | Fuel temperature sensor signal | (+10°C) U = 3.96V, (+20°C) U = 3.57V, (+30°C) U = 3.15V, (+40°C) U = 2.70V | Temperature range: -40°C - +125°C | |
| (#A60) | #A60 | Signal ground mass air flow (MAF) sensor | U = U low | ||
| (#B1) | #A61 | Signal ground Intake air temperature (IAT) sensor inlet the engine coolant temperature (ECT) sensor rear lambda-sensor, oil quality sensor | U = U low | Oil quality sensor only MY2005- and only certain markets | |
| (#B2) | #A62 | Power ground 1 | U = U low | ||
| (#B3) | #A63 | ||||
| (#B4) | #A64 | Signal ground, knock sensor (KS) 1 | Built-in resistance: 200 kohms | ||
| (#B5) | #A65 | Signal ground the camshaft position (CMP) sensor | U = U low | ||
| (#B6) | #A66 | Signal (-) flywheel sensor | U = U low | U = sine wave voltage, U top = 5V, U offset = 2.5V | Take readings to terminal #A48 (#A48). The frequency increases with engine speed (RPM) |
| (#B7) | #A67 | ||||
| (#B8) | #A68 | Signal oil quality sensor | PWM-signal U top = 5V Pulse ratio 17-83% T = 120ms Pulse train with three pulses then pause of 1.2 seconds. Pulse no. 1 = not used. Pulse no. 2 = oil level. Pulse no. 3 = not used. Pulse ratio for pulse no. 2 changes according to current oil level. | The PWM-signal is generated by the oil quality sensor. Only MY2005- and only certain markets. | |
| (#B9) | #A69 | ||||
| (#B10) | #A70 | Power supply 12V | U = U bat | U = U bat |
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| (#B11) | #B1 | Control modules communication cable (CAN L) low speed | |||
| (#B12) | #B2 | ||||
| (#B13) | #B3 | ||||
| (#B14) | #B4 | Signal ground intake manifold air temperature sensor fuel tank pressure sensor clutch pedal sensor brake pedal sensor | U = U low | ||
| (#B15) | #B5 | Signal ground accelerator pedal (AP) position sensor | U = U low | ||
| (#B16) | #B6 | ||||
| (#B17) | #B7 | Control signal, leak diagnostic unit, pump | U = U bat | ||
| (#B18) | #B8 | Signal, coolant level sensor | U = U low | U = U low | |
| (#B19) | #B9 | Power supply, 5V accelerator pedal (AP) position sensor | U = 5V | ||
| (#B20) | #B10 | ||||
| (#B21) | #B11 | 30-supply (power supply from battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| (#B22) | #B12 | ||||
| (#B23) | #B13 | Control module communication cable (CAN H) high speed | |||
| (#B24) | #B14 | ||||
| (#B25) | #B15 | Clutch pedal sensor signal | Analogue signal, varies depending on the position of the clutch pedal | ||
| (#B26) | #B16 | ||||
| (#B27) | #B17 | Signal, accelerator pedal (AP) position sensor | Analogue signal, varies depending on the position of the accelerator pedal (AP) | ||
| (#B28) | #B18 | ||||
| (#B29) | #B19 | ||||
| (#B30) | #B20 | ||||
| (#B31) | #B21 | ||||
| (#B32) | #B22 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| (#B33) | #B23 | Signal crank, 50-supply | U = U low | U = U low | At crank: U = U bat |
| (#B34) | #B24 | ||||
| (#B35) | #B25 | Signal, accelerator pedal (AP) position sensor | U top = U bat t = 4 ms pulse ratio = 8-88% | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| (#B36) | #B26 | Brake lamp switch signal | When the brake pedal is depressed: U = U bat . When the brake pedal is not pressed: U = U low | ||
| (#B37) | #B27 | ||||
| (#B38) | #B28 | ||||
| (#B39) | #B29 | Signal, outside temperature sensor | (0°C) U = 3.99V (+10°C) U = 3.53V (+20°C) U = 3.01V (+30°C) U = 2.47V | Temperature range: [-50°C, +120°C] | |
| (#B40) | #B30 | ||||
| (#B41) | #B31 | ||||
| (#B42) | #B32 | ||||
| (#B43) | #B33 | ||||
| (#B44) | #B34 | ||||
| (#B45) | #B35 | ||||
| (#B46) | #B36 | ||||
| (#B47) | #B37 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U = U low |
| (#B48) | #B38 | System relay control signal | U = U low | U = U low | Relay activated: U = U low , Relay not activated: U = U bat , The system relay runs on (2-5 minutes) |
| (#B49) | #B39 | ||||
| (#B50) | #B40 | Control signal, leak diagnostic unit, valve | Valve activated: U = U low Valve not activated: U = U bat | ||
| (#B51) | #B41 | ||||
| (#B52) | #B42 | ||||
| (#B53) | #B43 | ||||
| (#B54) | #B44 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U = U low Air conditioning (A/C) relay not activated: U = U bat | ||
| (#B55) | #B45 | Fuel pump (FP) activation control signal | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| (#B56) | #B46 | Malfunction indicator lamp (MIL) control signal | U = U low | Not activated: U = U bat Activated: U = U low | |
| (#B57) | #B47 | Fuel pump control signal | |||
| (#B58) | #B48 | Control signal, engine cooling fan (FC), control modules | Not activated: U = U bat Activated: U = U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| (#B59) | #B49 | ||||
| (#B60) | #B50 |
See Signal specification
General
All values given below are between the terminals stated in column 1 and breakout box terminal in the Control unit) and breakout box terminal #B3 unless otherwise indicated in column 6 (Miscellaneous). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11 - #B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U approx. 0.4 -4V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | Fuel pressure sensor signal | 350 - 400 kPa (absolute pressure) U = 1.8-2V | The voltage increases with increased fuel pressure. | |
| #A3 | #A3 | Fuel temperature sensor signal | Uapprox. 0.5V- 4.5V | The voltage falls with increased fuel temperature. The fuel temperature sensor is integrated in the fuel pressure sensor. | |
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | (+30°C) U = 1.22V (+80°C) U = 0.29V (+100°C) U = 0.17V | ||
| #A5 | #A5 | Intake air temperature (IAT) sensor signal | (+20°C) U = 3.50V (+30°C) U = 3.00V (+40°C) U = 2.50V | The intake air temperature (IAT) sensor is integrated in the boost pressure sensor. | |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on U = U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low = 1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | Control signal, intake camshaft reset valve | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on: U = U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U = U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1V | U = 1.7V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal | U = 1.96V | U increases with increasing boost pressure. | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U = U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2, exhaust camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5V camshaft position (CMP) sensor | U = 5V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top = U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (#A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top = U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (#A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Turbocharger (TC) control valve control signal | U = U bat | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5V boost pressure sensor, air conditioning (A/C) pressure sensor, mass air flow (MAF) sensor, oil level sensor, fuel pressure sensor | U = 5V | ||
| #A40 | #A40 | Oil level sensor | Pulse width modulation (PWM) signal U top = 5V Pulse ratio 17-83% T = 120 ms Pulse train with three pulses, then pause for 1.2 seconds. Pulse no. 1 = oil temperature. Pulse no. 2 = oil level. Pulse no. 3 = oil grade. The pulse ratio for each pulse changes depending on the present: - oil temperature - oil level - oil grade. | The PWM signal is generated by the oil level sensor. | |
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U = U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U = U low | ||
| #A47 | #A47 | Signal camshaft position (CMP) sensor 1, intake camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A66 #B6) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 3 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 5 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 4 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal, connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal, connected to the chassis | |
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U = U low | ||
| #A59 | #A59 | Power supply 5V throttle unit, potentiometers 1 and 2 | U = 5V | ||
| #A60 | #A60 | Signal ground Air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor, fuel pressure sensor, oil level sensor | U = U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50V | Above 0.6V or below 0.3V | |
| #A62 | #B2 | Signal (-), rear heated oxygen sensor (HO2S) | U = U low | U = U low | |
| #A63 | #B3 | Signal ground | U = U low | Ground terminal, connected to the chassis | |
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U = U low | ||
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U = U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A48 (#A48) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U = U low | ||
| #A68 | #B8 | Signal air conditioning (A/C) pressure sensor | U = 0.9V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | ||||
| #A70 | #B10 |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground clutch pedal sensor, outside temperature sensor | U = U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U = U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U = U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal, coolant level sensor | U = U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B9 | #B19 | Power supply, 5V accelerator pedal (AP) position sensor | U = 5V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U = 3.3V Fully depressed: 100mm U = 2.2V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1V with unaffected accelerator pedal (AP) U = 2.5-4.4V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal crank, 50-supply | U = U low | U = U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal, accelerator pedal (AP) position sensor | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U = U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U = 2.92V (+10° C) U = 2.40V (+20° C) U = 1.90V (+30°C) U = 1.46V | Temperature range: -40 to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | ||||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U = U low |
| #B38 | #B48 | System relay control signal | U = U low | Relay activated: U = U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B39 | #B49 | ||||
| #B40 | #B50 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U = U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B45 | #B55 | Fuel pump (FP) control signal, activation | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U = U low | Not activated U = U bat Activated: U = U low | |
| #B47 | #B57 | Control signal, fuel pump (FP) control module | PWM signal pulse ratio 35% (+/-5%) engine at operating temperature | PWM signal transmitted by the engine control module (ECM) to the fuel pump (FP) control module. The pulse ratio varies with the requested fuel pressure. | |
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated U = U bat Activated: U = U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
General
All values listed below should be measured between the respective terminal in column 1 (control module terminal) and terminal #B3 unless stated otherwise in column 6 (Other). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11 - #B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U = | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U approx. 0.4 -4V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | ||||
| #A3 | #A3 | ||||
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | (+30°C) U = 1.22V (+80°C) U = 0.29V (+100°C) U = 0.17V | ||
| #A5 | #A5 | Signal intake air temperature (IAT) sensor | (+20°C) U = 3.50V (+30°C) U = 3.00V (+40°C) U = 2.50V | The intake air temperature (IAT) sensor is integrated in the boost pressure sensor | |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = Ubat | Preheating off: U = U bat Preheating on U = U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low = 1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | ||||
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T = 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on: U = U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U = U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal | Pulse width modulation (PWM) signal U top = U bat f = 250 Hz (+-12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1V | U = 1.7V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal (turbocharged engines only) | U = 1.96V | U increases with increasing boost pressure | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U = U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2 exhaust camshaft | U = 5V | U = Pulsed signal U top = 5V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5V camshaft position (CMP) sensor | U = 5V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U = U low | U = 2.5V t high = 2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low = 2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | PWM signal U top = U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (breakout box #A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | PWM signal U top = U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (breakout box #A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Control signal for the turbocharger (TC) control valve (turbocharged engines only) | U = U bat | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor | U = 5V | ||
| #A40 | #A40 | ||||
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U = U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U = U low | ||
| #A47 | #A47 | ||||
| #A48 | #A48 | Signal (+), flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 3 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 5 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 4 control signal | U = U low | U = 2.5V t high = 2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal connected to the chassis | |
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U = U low | ||
| #A59 | #A59 | Power supply 5V throttle unit, potentiometers 1 and 2 | U = 5V | ||
| #A60 | #A60 | Signal ground, Air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor | U = U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50V | Above 0.6V or below 0.3V | |
| #A62 | #B2 | Signal (-) rear heated oxygen sensor (HO2S) | U = U low | U = U low | |
| #A63 | #B3 | Signal ground | U = U low | Ground terminal connected to the chassis | |
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U = U low | U = U low | |
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U = U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U = 2.5V | U = sine wave voltage U top = 5V U offset = 2.5V | Measured to terminal #A48 (terminal #A48 on the breakout box) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U = U low | U = U low | |
| #A68 | #B8 | Signal air conditioning (A/C) pressure sensor | U = 0.9V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | ||||
| #A70 | #B10 |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground, clutch pedal position sensor, outside temperature sensor | U = U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U = U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U = U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal, coolant level sensor | U = U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B9 | #B19 | Power supply, 5V accelerator pedal (AP) position sensor | U = 5V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U = 3.3V Fully depressed: 100 mm U = 2.2V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1V with unaffected accelerator pedal (AP) U = 2.5-4.4V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U = 90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal crank, 50-supply | U = U low | U = U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal, accelerator pedal (AP) position sensor | U top = 12V t = 4 ms pulse ratio = 8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U = U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U = 2.92V (+10° C) U = 2.40V (+20° C) U = 1.90V (+30°C) U = 1.46V | Temperature range: -40 to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | ||||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U = U low |
| #B38 | #B48 | System relay, control signal | U = U low | Relay activated: U = U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B39 | #B49 | ||||
| #B40 | #B50 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U = U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B45 | #B55 | Fuel pump (FP) activation control signal | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U = U low | Not activated U = U bat Activated: U = U low | |
| #B47 | #B57 | ||||
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated U = U bat Activated: U = U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
See Signal specification
See Signal specification
Component specifications
Note. As the illustrations in this service information are used for different model years and / or models, some variation may occur. However, the essential information in the illustrations is always correct.
Scheme 49
Integrated atmospheric pressure sensor
Scheme 50
Damper motor integrated with the electronic unit
Scheme 51
Two signals. Pulse ratio and lineal signal (digital / analog)
Scheme 52
Line pressure 380 kPa
Scheme 53
B52x4 Tx, B6xx4 Sx
Mass air flow (MAF) sensor resistive film. Measurement range 0 -640 kg/h.
| Q (kg/h) | 12.0 | 15.0 | 30.0 | 60.0 |
|---|---|---|---|---|
| V (Volts) | 1.31 | 1.39 | 1.69 | 2.11 |
B6284 Tx
Mass air flow (MAF) sensor resistive film. Measurement range 0 - 850 kg/h.
| Q (kg/h) | 15.0 | 30.0 | 60.0 | 120.0 |
|---|---|---|---|---|
| V (Volts) | 1.34 | 1.63 | 2.01 | 2.56 |
Scheme 54
Pump capacity at line pressure of 380 kPa and 13V 125 l/min.
Electrical / power consumption at a line pressure of 380 kPa and 13V is maximum 7.5 A
Scheme 55
Coil resistance approximately 12 ohms (at 20 °C).
Scheme 56
Piezo resistive lineal pressure sensor. Measurement range 20.0-250 kPa.
| P (kPa) | 90.0 | 101.3 | 150.0 | 200.0 |
|---|---|---|---|---|
| V /(Volts) | 1.69 | 1.90 | 2.80 | 3.71 |
Scheme 57
Pulse ratio valve. Resistance 29.7ohms
Scheme 58
Pulse ratio valve. Resistance 3.7 ohms
Scheme 59
B52x4 Tx, B6284 Tx
NTC resistance.
| Temperature (°C) | 0 | 10 | 20 | 30 | 40 |
|---|---|---|---|---|---|
| R (ohms) | 15931 | 9672 | 6068 | 3923 | 2603 |
| V (Volts) | 4.30 | 3.94 | 3.50 | 3.00 | 2.50 |
B6xx4 Sx
NTC resistance.
| Temperature (°C) | 0 | 10 | 20 | 30 | 40 |
|---|---|---|---|---|---|
| R (ohms) | 5500 | 3600 | 2420 | 1660 | 1200 |
| V (Volts) | 3.40 | 2.90 | 2.40 | 1.94 | 1.57 |
Scheme 60
NTC resistance.
| Temperature (°C) | 0 | 10 | 20 | 40 | 80 | 100 |
|---|---|---|---|---|---|---|
| R (ohms) | 5740 | 3700 | 2450 | 1150 | 318 | 184 |
| V (Volts) | 2.65 | 2.10 | 1.62 | 0.92 | 0.29 | 0.17 |
Scheme 61
Piezoelectric crystal.
Scheme 62
Magnetic resistive sensor with a permanent magnet
Scheme 63
Inductive sensor with a permanent magnet Resistance 125.5 17 ohms
Scheme 64
Linear probe
The component specification gives the value of the component when the connector is disconnected. Where no value is given, it is not possible to measure a relevant value at the component.
The figure within the brackets indicates the terminal pin on the component to which the value refers.
| Designation | Type | Supply voltage | Value | Other |
|---|---|---|---|---|
| Air conditioning (A/C) relay | Mechanical relay | 12V (#1 coil) | Approximately 96 ohms (terminals #1-#2) | |
| A/C pressure sensor | Absolute manifold absolute pressure (MAP) sensor | 5V (#3) | ||
| Stop lamp switch | Position switch | 12V (#1) | The switch is closed when the pedal is depressed (terminals #1-#5) | |
| Fuel pump (FP) relay | Mechanical relay | Approximately 96 ohms (terminals #1-#2) | The relay is controlled by the central electronic module (CEM) | |
| Engine cooling fan (FC) control module | Electronic speed control module with integrated power stage | 12V (terminal #A1) | ||
| Canister purge (CP) valve | Electromagnetic valve | 12V (#1) | 20-22 ohms at 20°C (#1-#2) | |
| Accelerator pedal (AP) position sensor | Electronic pedal sensor with 2 output signals, PWM and a linear analog signal | 12V (#1) 5V (terminal #6) Power supply for the analog position sensor | ||
| Throttle unit | Electronic throttle control module with two integrated potentiometers and a damper motor | 5V (#3) | 1.2-3.5 ohms (terminals #1-#4 motor winding). 1000-1500 ohms (terminals #2-#3 Parallel connection of potentiometers 1 and 2). Approximately 820 ohms when the throttle is closed. Approximately 1580 ohms at wide open throttle (WOT) (terminal #2-#6 potentiometer 1). Approximately 1480 ohms when the throttle is closed. Approximately 500 ohms at wide open throttle (terminals #2-#5 potentiometer 2). | |
| Injector | Electromagnetic injector | 12V (#1) | Approximately 12 ohms at 20°C (#1-#2) | |
| Camshaft sensor | Magnetic resistive sensor | 5V (#1) | ||
| Knock sensor (KS) | Piezo electric component | Greater than 4 Mohms (applies to both knock sensors (KS)). (terminals #1-#2 front knock sensor (KS)) Greater than 4 Mohms (terminals #3-#4 rear knock sensor (KS)) | Separate signal ground for the knock sensors (KS) | |
| Clutch pedal sensor | Slide potentiometer | 5V (#2) | Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4) | |
| Cooling fan for control modules | Fan motor | 12V (#1) | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| Coolant level sensor | Position switch | Connected to ground (terminal #2) | Closed when the engine coolant level is normal | |
| Boost pressure sensor | Absolute manifold absolute pressure (MAP) sensor | 5V (#1) | ||
| Preheating, front heated oxygen sensor (HO2S) | PTC resistor | 12V (#3) | 2.6-3.4 ohms at 20°C (#3-#4) | |
| Preheating, Heated oxygen sensor (HO2S) | PTC resistor | 12V (#1) | Approximately 9 ohms at 20°C (terminal #1-#2) | |
| Mass air flow (MAF) sensor | 12V (#2) 5V (#4) | |||
| Air temperature sensor, intake | NTC resistor | 5V (#4) | 1900-2100 ohms at 25°C (#1-#3) | Built-in in the mass air flow (MAF) sensor |
| Intake air temperature (IAT) sensor, (turbocharged engines) | NTC resistor | 5V (#1) | 15931 ohms at 0°C 9672 ohms at 10°C 6068 ohms at 20°C 3923 ohms 30°C (#1-#2) | Applies to a separately installed sensor |
| Leak diagnostic unit | Consists of an air pump, electromagnetic valve and an internal heating element | 12V (#4) | Approximately 118 ohms (terminals #1-#4 pump motor winding) 27.9 -34.1 ohms (terminals #3-#4Valve coil) | |
| Engine coolant temperature (ECT) sensor | NTC resistor | 5V (#1) | 15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2) | |
| PTC resistor air preheating | PTC resistor | 12V (#1) | Approximately 10 ohms at 20°C | |
| Oil pressure sensor | Pressure switch (Pressostat) | Grounded in the cylinder block | Closed switch when the oil pressure is low | |
| Reset valve, camshaft | Electromagnetic valve | 12V (#1) | 9.9 -11.1 ohms (#1-#2) | |
| Flywheel sensor | Engine speed sensor | 108.5-142.5 ohms at 20°C (#1-#2) | ||
| System relay | Mechanical relay | 12V (#1 coil) | Approximately 80 ohms (terminals #1-#2) | |
| Turbocharger (TC) control valve | Electromagnetic valve (3 way) | 12V (#1) | 21.8-24.2 ohms at 20°C (terminals #1-#2) | |
| Outside temperature the sensor | NTC resistor | 5V (#1) | 18702 ohms at -20 °C 6318 ohms at 0°C 2424 ohms at 20°C 1034 ohms at 40°C (#1- #3) |
Note. For S60/V70 2004- B5254T2 AW55-50SN US market, see Component specifications .
The component specification gives the value of the component when the connector is disconnected. Where no value is given, it is not possible to measure a relevant value at the component.
The figure within the brackets indicates the terminal pin on the component to which the value refers.
| Designation | Type | Supply voltage | Value | Other |
|---|---|---|---|---|
| Air conditioning (A/C) relay | Mechanical relay | 12V (#1) | Approximately 96 ohms (coil) | |
| A/C pressure sensor | Manifold absolute pressure (MAP) sensor | 5V (#3) | ||
| Stop lamp switch | Position switch | 12V (#1) | The switch is closed when the pedal is depressed (terminals #1-#5) | |
| Fuel pump (FP) relay | Mechanical relay | Approximately 96 ohms (coil) | The relay is controlled by the central electronic module (CEM) | |
| Engine cooling fan (FC) control module | There are different engine cooling fan control modules depending on the engine variant. | |||
| Canister purge (CP) valve | Electromagnetic valve | 12V (#1) | 17-24 ohms at 20°C (terminals #1-#2) | |
| Accelerator pedal (AP) position sensor | Electronic pedal sensor with 2 output signals, PWM and a linear analog signal | 12V (terminal #1) 5V (terminal #6) Power supply analog position sensors | ||
| Throttle unit | Electronic throttle control module with two integrated potentiometers and a damper motor | 5V (#3) | 1.2-3.5 ohms (terminals #1-#4 motor winding). 1000-1500 ohms (terminals #2-#3 Parallel connection of potentiometers 1 and 2). Approximately 820 ohms when the throttle is closed. Approximately 1580 ohms at wide open throttle (terminals #2-#6 potentiometer 1). Approximately 1480 ohms when the throttle is closed. Approximately 500 ohms at wide open throttle (terminals #2-#5 potentiometer 2) | |
| Injector | Electromagnetic injector valve | 12V (#1) | Approximately 12 ohms at 20°C (terminal #1-#2) | |
| Camshaft sensor | Magneto-resistive sensor | 5V (#1) | ||
| Knock sensor (KS) | Piezo electric component | Greater than 1 Mohms (terminal #1-#2 front knock sensor (KS)). Greater than 1Mohms (terminals #3-#4 rear knock sensor (KS)) | Separate signal ground for the knock sensors (KS) | |
| Clutch pedal sensor | Slide potentiometer | 5V (#2) | Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4) | |
| Engine cooling fan (FC) control modules | Fan motor | 12V (#1) | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| Coolant level sensor | Position switch | Connected to ground (terminal #2) | Closed when the engine coolant level is normal | |
| Boost pressure sensor | Manifold absolute pressure (MAP) sensor | 5V (#3) | Turbocharged (TC) engines only | |
| Preheating front heated oxygen sensor (HO2S) | PTC resistor | 12V (#3) | 2.6-3.4 ohms at 20°C (terminals #3-#4) | |
| Preheating, rear heated oxygen sensor (HO2S) | PTC resistor | 12V (#1) | Approximately 9 ohms at 20°C (terminal #1-#2) | |
| Mass air flow (MAF) sensor | 12V (#2) 5V (#4) | |||
| Intake air temperature (IAT) sensor inlet | NTC resistor | Turbocharged engines: 5V (#2) Naturally aspirated engines: 5V (#1) | 5886 ohms at 0°C 3791 ohms at 10°C 2510 ohms at 20°C 1715 ohms 30°C Turbocharged engines: (#1-#2). Naturally aspirated engines: (#1-#3) | Turbocharged engines: intake air temperature (IAT) sensor, integrated in the boost pressure sensor. Naturally aspirated engines: intake air temperature (IAT) sensor, integrated in the mass air flow (MAF) sensor |
| Leak diagnostic unit | Consists of an air pump, electromagnetic valve and an internal heating element (PTC resistor) | 12V (#4) | Approximately 118 ohms (terminals #1-#4 pump motor winding) 27.9 -34.1 ohms (terminals #3-#4Valve coil) | The heating element for heating up the pulsed secondary air injection system (PAIR) pump is controlled by the central electronic module (CEM) |
| Engine coolant temperature (ECT) sensor | NTC resistor | 5V (#1) | 15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2) | |
| PTC resistor air preheating | PTC resistor | 12V (#1) | Approximately 10 ohms at 20°C (#1-#2) | |
| Oil pressure sensor | Pressure switch (Pressostat) | Grounded in the cylinder block | Closed switch when the oil pressure is low | |
| Camshaft reset valve | Electromagnetic valve | 12V (#1) | 3.7-11.1 ohms (#1-#2) | |
| Flywheel sensor | Engine speed sensor | 108.5-142.5 ohms at 20°C (terminals #1-#2) | ||
| System relay | Mechanical relay | 12V (#1) | Approximately 80 ohms (coil) | |
| Turbocharger (TC) control valve | Electromagnetic valve (3 way) | 12V (#1) | 21.8-24.2 ohms at 20°C (terminals #1-#2) | Turbocharged (TC) engines only |
| Outer temperature sensor | NTC resistor | 5V (#2) | 18702 ohms at -20 °C 6318 ohms at 0°C 2424 ohms at 20°C 1034 ohms at 40°C (#2- #3) |
The component specification gives the value of the component when the connector is disconnected. Where no value is given, it is not possible to measure a relevant value at the component.
The figure within the brackets indicates the terminal pin on the component to which the value refers.
| Designation | Type | Supply voltage | Value | Other |
|---|---|---|---|---|
| Air conditioning (A/C) relay | Mechanical relay | 12V (#1) | Approximately 96 ohms (coil) | |
| A/C pressure sensor | Absolute manifold absolute pressure (MAP) sensor | 5V (#3) | ||
| Stop lamp switch | Position switch | 12V (#1) | The switch is closed when the pedal is depressed (terminals #1-#5) | |
| Fuel pump (FP) relay | Mechanical relay | Approximately 96 ohms (coil) | The relay is controlled by the central electronic module (CEM) | |
| Fuel temperature sensor | NTC resistor | 5V (#3) | 5896 ohms at 0°C 3792 ohms at 10°C 2500ohms at 20°C 1707ohms at 30°C 1175 ohms at 40°C (#1-#2) | Integrated in the fuel pressure sensor |
| Fuel pressure sensor | Piezo resistive pressure sensor | 5V (#3) | ||
| Engine cooling fan (FC) control module | 12V (#2) | |||
| Canister purge (CP) valve | Electromagnetic valve | 12V (#1) | 17-24 ohms at 20°C (terminals #1-#2) | |
| Accelerator pedal (AP) position sensor | Electronic pedal sensor with two output signals, PWM and a linear analog signal | 12V (terminal #1) 5V (terminal #6) Power supply analog position sensors | ||
| Throttle unit | Electronic throttle control module with two integrated potentiometers and a damper motor | 5V (#3) | 1.2-3.5 ohms (terminals #1-#4 motor winding). 1000-1500 ohms (terminals #2-#3 Parallel connection of potentiometers 1 and 2). Approximately 820 ohms when the throttle is closed. Approximately 1580 ohms at wide open throttle (terminals #2-#6 potentiometer 1). Approximately 1480 ohms when the throttle is closed. Approximately 500 ohms at wide open throttle (terminals #2-#5 potentiometer 2) | |
| Injector | Electromagnetic injector valve | 12V (#1) | Approximately 12 ohms at 20°C (terminal #1-#2) | |
| Camshaft sensor | Magneto-resistive sensor | 5V (#1) | ||
| Knock sensor (KS) | Piezo electric component | Greater than 1 Mohms (terminal #1-#2 front knock sensor (KS)). Greater than 1 Mohms (terminals #3-#4 rear knock sensor (KS)) | Separate signal ground for the knock sensors (KS) | |
| Clutch pedal sensor | Slide potentiometer | 5V (#2) | Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4) | |
| Cooling fan for control modules | Fan motor | 12V (#1) | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| Coolant level sensor | Position switch | Connected to ground (terminal #2) | Closed when the engine coolant level is normal | |
| Boost pressure sensor | Absolute manifold absolute pressure (MAP) sensor | 5V (#3) | ||
| Preheating, front heated oxygen sensor (HO2S) | PTC resistor | 12V (#3) | 2.6-3.4 ohms at 20°C (terminals #3-#4) | |
| Preheating, rear heated oxygen sensor (HO2S) | PTC resistor | 12V (#1) | Approximately 9 ohms at 20°C (terminal #1-#2) | |
| Mass air flow (MAF) sensor | 12V (#2) 5V (#4) | |||
| Air temperature sensor, intake | NTC resistor | 5V (#3) | 5886 ohms at 0°C 3791 ohms at 10°C 2510 ohms at 20°C 1715 ohms 30°C (#1-#2) | Integrated in the boost pressure sensor |
| Leak diagnostic unit | Consists of an air pump, an electromagnetic valve and an internal heating element (PTC resistor) | 12V (#4) | Approximately 118 ohms (terminals #1-#4 pump motor winding) 27.9 -34.1 ohms (terminals #3-#4 Valve coil) | The heating element for heating up the pulsed secondary air injection system (PAIR) pump is controlled by the central electronic module (CEM) |
| Engine coolant temperature (ECT) sensor | NTC resistor | 5V (#1) | 15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2) | |
| PTC resistor air preheating | PTC resistor | 12V (#1) | Approximately 10 ohms at 20°C | |
| Oil level sensor | Electronic sensor with PTC resistor and capacitive measurement element | 5V (#3) | ||
| Oil pressure sensor | Pressure switch (Pressostat) | Grounded in the cylinder block | Closed switch when the oil pressure is low | |
| Camshaft reset valve | Electromagnetic valve | 12V (#1) | 3.7-11.1 ohms (#1-#2) | |
| Flywheel sensor | Engine speed sensor | 108.5-142.5 ohms at 20°C (terminals #1-#2) | ||
| System relay | Mechanical relay | 12V (#1) | Approximately 80 ohms (coil) | |
| Turbocharger (TC) control valve | Electromagnetic valve (3 way) | 12V (#1) | 21.8-24.2 ohms at 20°C (terminals #1-#2) | |
| Outer temperature sensor | NTC resistor | 5V (#1) | 18702 ohms at -20 °C 6318 ohms at 0°C 2424 ohms at 20°C 1034 ohms at 40°C (#1- #3) |
See Component specifications
See Component specifications
See Component specifications
See Component specifications