Ignition and Control Systems - Specifications, Electrical/electronic: Specifications

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 0 V	% 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. 0.4-4 V		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=1.8-2 V	The voltage increases with increased fuel pressure.
#A3	#A3	Fuel temperature sensor signal		Uapprox. 0.5 V- 4.5 V	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 = 1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V
#A5	#A5	Intake air temperature (IAT) sensor signal		(+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V	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 = 1.2 V 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. 4-0.4 V		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 = 1 V	U = 1.7 V	U increases with increasing air mass
#A23	#A23	Boost pressure sensor signal	U = 1.96 V		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 =5 V	U = Pulsed signal U top =5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A28	#A28	Front heated oxygen sensor (HO2S), calibration current			Not measured
#A29	#A29	Power supply, 5 V camshaft position (CMP) sensor	U = 5 V
#A30	#A30	Ignition coil no. 2 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A31	#A31	Ignition coil no. 1 control signal	U=U low	U= 2.5 V 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 5 V boost pressure sensor, air conditioning (A/C) pressure sensor, mass air flow (MAF) sensor, oil level sensor, fuel pressure sensor	U = 5 V
#A40	#A40	Oil level sensor		Pulse width modulation (PWM) signal U top = 5 V 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 = 5 V	U = Pulsed signal U top = 5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U= 2.5 V	U= sine wave voltage U top = 5 V U offset = 2.5 V	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= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A51	#A51	Ignition coil no. 5 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A52	#A52	Ignition coil no. 4 control signal	U=U low	U= 2.5 V 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 5 V throttle unit, potentiometers 1 and 2	U = 5 V
#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.0.50 V	Above 0.6 V or below 0.3 V
#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= 2.5 V	U = sine wave voltage U top =5 V U offset = 2.5 V	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= 0.9 V (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, 5 V accelerator pedal (AP) position sensor	U =5 V
#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= 3.3 V Fully depressed: 100 mm U = 2.2 V		U varies depending on the position of the clutch pedal
#B16	#B26
#B17	#B27	Signal, accelerator pedal (AP) position sensor	U = 0.4 0.1 V with unaffected accelerator pedal (AP) U = 2.5-4.4 V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4 V.		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 =12 V 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 = 2.92 V (+10°C) U = 2.40 V (+20°C) U = 1.90 V (+30°C) U = 1.46 V		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 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: 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 0 V	% 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= 1.22 V (+80°C) U= 0.29 V (+100°C) U= 0.17 V
#A5	#A5	Signal (-) intake air temperature (IAT) sensor		(+20°C) U= 3.50 V (+30°C) U= 3.00 V (+40°C) U= 2.50 V
#A6	#A6
#A7	#A7	Engine cooling fan (FC) control signal	Pulse width modulation (PWM) signal U high = 0.7*U bat U low = 1.2 V 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	Rear heated oxygen sensor (HO2S) signal (+) bank 2	Uapprox. 0.50 V	Above 0.6 V or below 0.3 V
#A11	#A11	Rear heated oxygen sensor (HO2S) signal (-) bank 2	U=U low	U=U low
#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%	Pulse ratio changes with engine speed (RPM)
#A14	#A14	Injector no. 6 control signal	U = U bat	T= 2-3 ms	T increases with engine speed (RPM) and load
#A15	#A15	Injector no. 2 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	Control signal, front heated oxygen sensor (HO2S) preheating	U = U bat	Preheating of U=U bat Preheating U=U low
#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	Front heated oxygen sensor (HO2S), pump current	Pulsed power supply - cannot be measured	Pulsed power supply - cannot be measured
#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 = 5 V
#A30	#A30	Ignition coil no. 5 control signal	U=U low	U= 2.5 V t high = 2 ms	The frequency varies according to engine speed (RPM)
#A31	#A31	Ignition coil no. 1 control signal	U=U low	U=2.5 V t high =2.5 ms	The frequency varies according to engine speed (RPM)
#A32	#A32	Injector no. 4 control signal	U = U bat	T low = 2-3 ms	T increases with engine speed (RPM) and load
#A33	#A33	Injector no. 3 control signal	U = U bat	T low = 2-3 ms	T increases with engine speed (RPM) and load
#A34	#A34	Injector no. 5 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	Control signal, rear heated oxygen sensor (HO2S) preheating	U = U bat	Preheating of U=U bat Preheating U=U low
#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	Signal (+), front heated oxygen sensor (HO2S)	Pulsed current signal, cannot be measured	Pulsed current signal, cannot be measured
#A44	#A44	Signal (-), front heated oxygen sensor (HO2S)	Pulsed current signal, cannot be measured	Pulsed current signal, cannot be measured
#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 = 5 volts	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U= 2.5 volts	U= sine wave voltage U top =5 volts U offset = 2.5 volts
#A49	#A49	Ignition coil no. 4 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A50	#A50	Ignition coil no. 2 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A51	#A51	Ignition coil no. 6 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A52	#A52	Ignition coil no. 3 control signal	U=U low	U= 2.5 V 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 =12 V t = 4 ms pulse ratio=8% - 88%		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.0.50 V	Above 0.6 V or below 0.3 V
#A62	#B2	Signal ground, 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= 0.9 V (at approximately 20°C)		U increases with pressure in the air conditioning (A/C) system
#A69	#B9	Front heated oxygen sensor (HO2S), calibration current	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 =5 V
#B10	#B20	Fuel tank pressure sensor power supply	U = 5 V
#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= 3.3 V (unaffected) U= 2.2 V (fully depressed, 100 mm)		Varies depending on the position of the clutch pedal
#B16	#B26	Brake pedal sensor signal	U = 3.1 V (unaffected) U = 2.6 V (25 mm depressed)		Varies according to the position of the brake pedal
#B17	#B27	Accelerator pedal (AP) position sensor, analog signal	U= 0.4 V (idle) U= 4.4 V (wide open throttle (WOT))		Varies depending on 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 =U bat 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=U bat when the brake pedal is affected U=U low when the brake pedal is unaffected
#B27	#B37	Engine coolant temperature (ECT) output signal to the air conditioning (A/C) system	U top = U bat t = 4 ms pulse ratio = varies according to the engine temperature
#B28	#B38
#B29	#B39	Signal, outside temperature sensor	(0°C) U = 2.92 V (+10°C) U = 2.40 V (+20°C) U = 1.90 V (+30°C) U = 1.46 V		Temperature range: -40 to +30°C
#B30	#B40
#B31	#B41	Fuel tank pressure sensor signal	U= 2.5 V at 1 kPa U= 3.3 V at atmospheric pressure (0 kPa overpressure) U= 4.1 V 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			Control signal to the central electronic unit for the control of 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

See Signal specification

General

All values listed below are measured between the respective terminal in column 1 (control module terminal) and terminal B3 in column 2 (breakout box terminal) unless stated otherwise in column 6 (Other).

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 0 V	% 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. 0.4-4 V		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=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V
#A5	#A5	Signal (+) Intake air temperature (IAT) sensor		(+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V
#A6	#A6	Control signal, preheating, bank 1, rear heated oxygen sensor (HO2S)	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 =1.2 V f = 100 Hz Pulse ratio = 10-95%
#A8	#A8	Control signal, preheating, bank 2, rear heated oxygen sensor (HO2S)	U = U bat	Preheating off: U = U bat Preheating on U=U low
#A9	#A9	Control signal, canister purge (CP) valve	U = U bat		PWM signal during activation of the canister purge (CP) valve
#A10	#A10	Signal (+) rear heated oxygen sensor (HO2S), Bank 2
#A11	#A11	Signal (-) rear heated oxygen sensor (HO2S), Bank 2
#A12	#A12
#A13	#A13	Control signal, intake camshaft reset valve		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. 6 control signal	U = U bat	T= 2-3 ms	T increases with engine speed (RPM) and load
#A15	#A15	Injector no. 2 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, preheating, bank 1, front heated oxygen sensor (HO2S)	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 -0.4 V		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 = 1 V	U = 1.7 V	U increases with increasing air mass
#A23	#A23	Boost pressure sensor signal (turbocharged engines only)	U = 1.96 V		U increases with increasing boost pressure
#A24	#A24	Front heated oxygen sensor (HO2S), bank 1, pump current			Pulsed current supply, not measured
#A25	#A25	Front heated oxygen sensor (HO2S), bank 2, pump current			Pulsed current supply, not measured
#A26	#A26	Oil pressure switch signal	U=U low	U = U bat
#A27	#A27	Signal (+) camshaft position (CMP) sensor 2 exhaust camshaft (Turbocharged engines only)	U =5 V	U = Pulsed signal U top = 5 V Uoffset = 2.5 V	The frequency varies according to engine speed (RPM)
#A28	#A28	Front heated oxygen sensor (HO2S), bank 1, calibration current			Not measured
#A29	#A29	Power supply, 5 V camshaft position (CMP) sensor	U =5 V
#A30	#A30	Ignition coil no. 5 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A31	#A31	Ignition coil no. 1 control signal	U=U low	U= 2.5 V t high =2.5 ms	The frequency varies according to engine speed (RPM)
#A32	#A32	Injector no. 4 control signal	U = U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A33	#A33	Injector no. 3 control signal	U = U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A34	#A34	Injector no. 5 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 from the integrated power stage in the engine control module (ECM) measured to terminal #36 (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 from the integrated power stage in the engine control module (ECM) measured to terminal #35 (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 5 V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor	U =5 V
#A40	#A40
#A41	#A41	Signal (+), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A42	#A42	Signal (-), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A43	#A43	Signal (+), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#A44	#A44	Signal (-), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#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 =5 V	U = Pulsed signal U top =5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U=2.5 V	U= sine wave voltage U top =5 V U offset = 2.5 V	Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM)
#A49	#A49	Ignition coil no. 4 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A50	#A50	Ignition coil no. 2 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A51	#A51	Ignition coil no. 6 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A52	#A52	Ignition coil no. 3 control signal	U=U low	U=2.5 V 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 5 V throttle unit, potentiometers 1 and 2	U =5 V
#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) bank 1	Uapprox.0.50 V	Above 0.6 V or below 0.3 V
#A62	#B2	Signal (-), rear heated oxygen sensor (HO2S) bank 1	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=2.5 V	U = sine wave voltage U top =5 V U offset = 2.5 V	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= 0.9 V (at 20°C)		U increases with pressure in the air conditioning (A/C) system
#A69	#B9	Front heated oxygen sensor (HO2S), bank 2, calibration current			Not measured
#A70	#B10	Control signal, preheating, bank 2, front heated oxygen sensor (HO2S)	U = U bat	Preheating off: U = U bat Preheating on: U=U low

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 Sensor (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=U low
#B9	#B19	Power supply, 5 V accelerator pedal (AP) position sensor	U = 5 V
#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 = 3.3 V Fully depressed: 100 mm U = 2.2 V		U varies depending on the position of the clutch pedal
#B16	#B26
#B17	#B27	Signal, accelerator pedal (AP) position sensor	Unaffected: Uapprox.0.4 V Fully depressed accelerator pedal (AP): U approx. 4 V		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	PWM signal U top =U bat t= 5 ms pulse ratio = 8-88%		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 = 2.92 V (+10°C) U = 2.40 V (+20°C) U = 1.90 V (+30°C) U = 1.46 V		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.

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 0 V	% 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 - 4 V		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= 1.8-2 V	The voltage increases with increased fuel pressure.
#A3	#A3	Fuel temperature sensor signal		Uapprox. 0.5 V- 4.5 V	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= 1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V
#A5	#A5	Intake air temperature (IAT) sensor signal		(+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V	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 = 1.2 V 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. 4-0.4 V		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 = 1 V	U = 1.7 V	U increases with increasing air mass
#A23	#A23	Boost pressure sensor signal	U = 1.96 V		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 =5 V	U = Pulsed signal U top =5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A28	#A28	Front heated oxygen sensor (HO2S), calibration current			Not measured
#A29	#A29	Power supply, 5 V camshaft position (CMP) sensor	U =5 V
#A30	#A30	Control signal ignition coil C, cylinder 4	U=U low	U= 2.5 V 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= 2.5 V 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 5 V	U = 5 V
#A40	#A40	Oil level sensor		Pulse width modulation (PWM) signal U top = 5 V 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 = 5 V	U = Pulsed signal U top =5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U=2.5 V	U= sine wave voltage U top =5 V U offset =2.5 V	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= 2.5 V 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= 2.5 V 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= 2.5 V 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 5 V throttle unit, potentiometers 1 and 2	U =5 V
#A60	#A60	Sensor, signal ground	U=U low
#B1	#A61	Signal (+), rear heated oxygen sensor (HO2S)	Uapprox.0.50 V	Above 0.6 V or below 0.3 V
#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=2.5 V	U = sine wave voltage U top =5 V U offset =2.5 V	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= 0.9 V (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
#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, 5 V accelerator pedal (AP) position sensor	U =5 V
#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 = 3.3 V Fully depressed: 100 mm U = 2.2 V		U varies depending on the position of the clutch pedal
#B26	#B16
#B27	#B17	Signal, accelerator pedal (AP) position sensor	U = 0.4 - 0.1 V with unaffected accelerator pedal (AP) U = 2.5 - 4.4 V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4 V.		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 =12 V 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 = 2.92 V (+10°C) U = 2.40 V (+20°C) U = 1.90 V (+30°C) U = 1.46 V		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

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 0 V	% 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. 0.4-4 V		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=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V
#A5	#A5	Intake air temperature (IAT) sensor signal		(+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V	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 =1.2 V f = 100 Hz Pulse ratio = 10-95%
#A8	#A8	Control signal, preheating, bank 2, rear heated oxygen sensor (HO2S)	U = Ubat	Preheating off: U = Ubat Preheating on: U = Ulow	Not connected on the XC90
#A9	#A9	Control signal, canister purge (CP) valve	U=U bat		PWM signal during activation of the canister purge (CP) valve
#A10	#A10	Signal (+) rear heated oxygen sensor (HO2S), bank 2			Not connected on the XC90
#A11	#A11	Signal (-) rear heated oxygen sensor (HO2S), bank 2			Not connected on the XC90
#A12	#A12
#A13	#A13	Control signal, intake camshaft reset valve		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. 6 control signal	U=U bat	T= 2-3 ms	T increases with engine speed (RPM) and load
#A15	#A15	Injector no. 2 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		Measured via the system relay
#A18	#A18	Control signal, preheating, bank 1, front heated oxygen sensor (HO2S)	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. 4-0.4 V		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 = 1 V	U = 1.7 V	U increases with increasing air mass
#A23	#A23	Boost pressure sensor signal	U = 1.96 V		U increases with increasing boost pressure
#A24	#A24	Front heated oxygen sensor (HO2S), bank 1, pump current			Pulsed current supply, not measured
#A25	#A25	Front heated oxygen sensor (HO2S), bank 2, pump current			Pulsed current supply, not measured
#A26	#A26	Oil pressure switch signal	U=U low	U=U bat
#A27	#A27	Signal camshaft position (CMP) sensor 2, exhaust camshaft	U = 5 V	U = Pulsed signal U top = 5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A28	#A28	Front heated oxygen sensor (HO2S), bank 1, calibration current			Not measured
#A29	#A29	Power supply, 5 V camshaft position (CMP) sensor	U =5 V
#A30	#A30	Ignition coil no. 5 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A31	#A31	Ignition coil no. 1 control signal	U=U low	U=2.5 V t high =2.5 ms	The frequency varies according to engine speed (RPM)
#A32	#A32	Injector no. 4 control signal	U=U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A33	#A33	Injector no. 3 control signal	U=U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A34	#A34	Injector no. 5 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 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 from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (#A35)
#A37	#A37	Control modules communication cable (CAN H)
#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 5 V	U =5 V
#A40	#A40	Oil level sensor, signal	U = Ulow	PWM signal Utop = 5 V Pulse ratio 17-83% T = 120 ms Pulse train then a pause of 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 quality.	The PWM signal is generated by the oil level sensor
#A41	#A41	Signal (+), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A42	#A42	Signal (-), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A43	#A43	Signal (+), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#A44	#A44	Signal (-), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#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 =5 V	U = Pulsed signal U top =5 V U offset =2.5 V	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U=2.5 V	U= sine wave voltage U top =5 V U offset =2.5 V	Measured to terminal #A66 (#B6) The frequency increases with engine speed (RPM)
#A49	#A49	Ignition coil no. 4 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A50	#A50	Ignition coil no. 2 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A51	#A51	Ignition coil no. 6 control signal	U=U low	U= 2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A52	#A52	Ignition coil no. 3 control signal	U=U low	U= 2.5 V 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 5 V throttle unit, potentiometers 1 and 2	U =5 V
#A60	#A60	Sensor, signal ground	U=U low		.
#B1	#A61	Signal (+), rear heated oxygen sensor (HO2S)	Uapprox.0.50 V	Above 0.6 V or below 0.3 V
#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	U=U low
#B5	#A65	Camshaft position (CMP) sensor signal ground	U=U low
#B6	#A66	Signal (-) flywheel sensor	U= 2.5 V	U = sine wave voltage U top =5 V U offset = 2.5 V	Measured to terminal #A48 (#A48) The frequency increases with engine speed (RPM)
#B7	#A67	Signal (-) rear knock sensor (KS)	U=U low
#B8	#A68	Air conditioning (A/C) pressure sensor signal	U= 0.9 V (at 20°C)		U increases with pressure in the air conditioning (A/C) system
#B9	#A69	Front heated oxygen sensor (HO2S), bank 2, calibration current			Not measured
#B10	#A70	Control signal, preheating, bank 2, front heated oxygen sensor (HO2S)	U=U bat	Preheating off: U = U bat Preheating on U=U low

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
#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=U low
#B19	#B9	Power supply, 5 V accelerator pedal (AP) position sensor	U =5 V
#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= 3.3 V Fully depressed: 100 mm U= 2.2 V		U varies depending on the position of the clutch pedal
#B26	#B16
#B27	#B17	Signal, accelerator pedal (AP) position sensor	Unaffected: U approx. 0.4 V Fully depressed accelerator pedal (AP): U approx. 4 V		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	Pulse width modulation (PWM) signal U top =U bat t= 5 ms pulse ratio = 8-88%		The 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 = 4.3 V (+20°C) U = 3.5 V (+25°C) U = 3.3 V (+30°C) U = 3.0 V		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	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
#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 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.

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 0 V	% 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. 0.4-4 V		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=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V
#A5	#A5	Signal intake air temperature (IAT) sensor		(+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V	Turbocharged engines: Intake air temperature (IAT) sensor is integrated in the boost pressure sensor. Naturally aspirated engines: Intake air temperature (IAT) sensor is integrated in the mass air flow (MAF) sensor
#A6	#A6	Control signal, preheating, bank 1, rear heated oxygen sensor (HO2S)	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 = 1.2 V f = 100 Hz Pulse ratio = 10-95%
#A8	#A8	Control signal, preheating, bank 2, rear heated oxygen sensor (HO2S)	U = U bat	Preheating off: U = U bat Preheating on U=U low
#A9	#A9	Control signal, canister purge (CP) valve	U = U bat		PWM signal during activation of the canister purge (CP) valve
#A10	#A10	Signal (+) rear heated oxygen sensor (HO2S), bank 2
#A11	#A11	Signal (-) rear heated oxygen sensor (HO2S), bank 2
#A12	#A12
#A13	#A13	Control signal, intake camshaft reset valve		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. 6 control signal	U = U bat	T= 2-3 ms	T increases with engine speed (RPM) and load
#A15	#A15	Injector no. 2 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, preheating, bank 1, front heated oxygen sensor (HO2S)	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 -0.4 V		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 = 1 V	U = 1.7 V	U increases with increasing air mass
#A23	#A23	Boost pressure sensor signal (turbocharged engines only)	U = 1.96 V		U increases with increasing boost pressure
#A24	#A24	Front heated oxygen sensor (HO2S), bank 1, pump current			Pulsed current supply, not measured
#A25	#A25	Front heated oxygen sensor (HO2S), bank 2, pump current			Pulsed current supply, not measured
#A26	#A26	Oil pressure switch signal	U=U low	U = U bat
#A27	#A27	Signal camshaft position (CMP) sensor 2 exhaust camshaft (Turbocharged engines only)	U =5 V	U = Pulsed signal U top = 5 V Uoffset = 2.5 V	The frequency varies according to engine speed (RPM)
#A28	#A28	Front heated oxygen sensor (HO2S), bank 1, calibration current			Not measured
#A29	#A29	Power supply, 5 V camshaft position (CMP) sensor	U =5 V
#A30	#A30	Ignition coil no. 5 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A31	#A31	Ignition coil no. 1 control signal	U=U low	U=2.5 V t high =2.5 ms	The frequency varies according to engine speed (RPM)
#A32	#A32	Injector no. 4 control signal	U = U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A33	#A33	Injector no. 3 control signal	U = U bat	T low =2-3 ms	T increases with engine speed (RPM) and load
#A34	#A34	Injector no. 5 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 from the integrated power stage in the engine control module (ECM) measured to terminal #36 (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 from the integrated power stage in the engine control module (ECM) measured to terminal #35 (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 5 V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor	U =5 V
#A40	#A40
#A41	#A41	Signal (+), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A42	#A42	Signal (-), front heated oxygen sensor (HO2S) bank 1			Pulsed current signal, not measured
#A43	#A43	Signal (+), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#A44	#A44	Signal (-), front heated oxygen sensor (HO2S) bank 2			Pulsed current signal, not measured
#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 =5 V	U = Pulsed signal U top =5 V U offset = 2.5 V	The frequency varies according to engine speed (RPM)
#A48	#A48	Signal (+), flywheel sensor	U=2.5 V	U= sine wave voltage U top =5 V U offset = 2.5 V	Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM)
#A49	#A49	Ignition coil no. 4 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A50	#A50	Ignition coil no. 2 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A51	#A51	Ignition coil no. 6 control signal	U=U low	U=2.5 V t high =2 ms	The frequency varies according to engine speed (RPM)
#A52	#A52	Ignition coil no. 3 control signal	U=U low	U=2.5 V 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 5 V throttle unit, potentiometers 1 and 2	U =5 V
#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) bank 1	Uapprox.0.50 V	Above 0.6 V or below 0.3 V
#A62	#B2	Signal (-) rear heated oxygen sensor (HO2S) bank 1	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=2.5 V	U = sine wave voltage U top =5 V U offset = 2.5 V	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 = 0.9 V (at 20°C)		U increases with pressure in the air conditioning (A/C) system
#A69	#B9	Front heated oxygen sensor (HO2S), bank 2, calibration current			Not measured
#A70	#B10	Control signal, preheating, bank 2, front heated oxygen sensor (HO2S)	U = U bat	Preheating off: U = U bat Preheating on: U=U low

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=U low
#B9	#B19	Power supply, 5 V accelerator pedal (AP) position sensor	U =5 V
#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 = 3.3 V Fully depressed: 100 mm U = 2.2 V		U varies depending on the position of the clutch pedal
#B16	#B26
#B17	#B27	Signal, accelerator pedal (AP) position sensor	Unaffected: Uapprox.0.4 V Fully depressed accelerator pedal (AP): Uapprox.4 V		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	PWM signal U top = U bat t= 5 ms pulse ratio = 8-88%		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 = 2.92 V (+10°C) U = 2.40 V (+20°C) U = 1.90 V (+30°C) U = 1.46 V		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			Pulse width modulated (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

Component specifications

Note. As the graphics in this service information are used for different model years and/or models, some variation may occur. However, the essential information in the graphics is always correct.

Scheme 105

Scheme 105: Bosch ME 7 engine control module (ECM)

Integrated atmospheric pressure sensor

Scheme 106

Scheme 106: Throttle unit

Damper motor integrated with the electronic unit

Scheme 107

Scheme 107: Accelerator pedal (AP) position sensor

Two signals. Pulse ratio and lineal signal (digital/analog)

Scheme 108

Scheme 108: Pressure regulator

Line pressure 380 kPa

Scheme 109

Scheme 109: Mass air flow (MAF) sensor

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 110

Scheme 110: Fuel pump

Pump capacity at line pressure of 380 kPa and 13 V 125 l/min.

Electrical/power consumption at a line pressure of 380 kPa and 13 V is maximum 7.5 A

Scheme 111

Scheme 111: Injector

Coil resistance approximately 12 ohms (at 20°C).

Scheme 112

Scheme 112: Boost pressure sensor

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 113

Scheme 113: Turbocharger (TC) control valve

Pulse ratio valve. Resistance 29.7 ohms

Scheme 114

Scheme 114: Camshaft reset valve

Pulse ratio valve. Resistance 3.7 ohms

Scheme 115

Scheme 115: Intake air temperature sensor

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 116

Scheme 116: Engine coolant temperature (ECT) sensor

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 117

Scheme 117: Knock sensor (KS)

Piezoelectric crystal.

Scheme 118

Scheme 118: Camshaft position sensor (CMP)

Magnetic resistive sensor with a permanent magnet

Scheme 119

Scheme 119: Engine speed (RPM) sensor

Inductive sensor with a permanent magnet Resistance 125.5 17 ohms

Scheme 120

Scheme 120: Front heated oxygen sensor (HO2S)

Linear probe

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 graphic 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	12 V (#1 coil)	Approximately 96 ohms (terminals #1-#2)
A/C pressure sensor	Absolute manifold absolute pressure (MAP) sensor	5 V (#3)
Stop lamp switch	Position switch	12 V (#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	12 V (terminal #A1)
Canister purge (CP) valve	Electromagnetic valve	12 V (#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	12 V (#1) 5 V (terminal #6) Power supply for the analog position sensor
Throttle unit	Electronic throttle control module with two integrated potentiometers and a damper motor	5 V (#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	12 V (#1)	Approximately 12 ohms at 20°C (#1-#2)
Camshaft sensor	Magnetic resistive sensor	5 V (#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	5 V (#2)	Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4)
Cooling fan for control modules	Fan motor	12 V (#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	5 V (#1)
Preheating, front heated oxygen sensor (HO2S)	PTC resistor	12 V (#3)	2.6-3.4 ohms at 20°C (#3-#4)
Preheating, Heated oxygen sensor (HO2S)	PTC resistor	12 V (#1)	Approximately 9 ohms at 20°C (terminal #1-#2)
Mass air flow (MAF) sensor		12 V (#2) 5 V (#4)
Air temperature sensor, intake	NTC resistor	5 V (#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	5 V (#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	12 V (#4)	Approximately 118 ohms (terminals #1-#4 pump motor winding) 27.9 -34.1 ohms (terminals #3-#4 Valve coil)
Engine coolant temperature (ECT) sensor	NTC resistor	5 V (#1)	15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2)
PTC resistor air preheating	PTC resistor	12 V (#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	12 V (#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	12 V (#1 coil)	Approximately 80 ohms (terminals #1-#2)
Turbocharger (TC) control valve	Electromagnetic valve (3 way)	12 V (#1)	21.8-24.2 ohms at 20°C (terminals #1-#2)
Outside temperature the sensor	NTC resistor	5 V (#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

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 graphic 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	12 V (#1)	Approximately 96 ohms (coil)
A/C pressure sensor	Manifold absolute pressure (MAP) sensor	5 V (#3)
Stop lamp switch	Position switch	12 V (#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	12 V (#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	12 V (terminal #1) 5 V (terminal #6) Power supply analog position sensors
Throttle unit	Electronic throttle control module with two integrated potentiometers and a damper motor	5 V (#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	12 V (#1)	Approximately 12 ohms at 20°C (terminal #1-#2)
Camshaft sensor	Magneto-resistive sensor	5 V (#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	5 V (#2)	Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4)
Engine cooling fan (FC) control modules	Fan motor	12 V (#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	5 V (#3)		Turbocharged (TC) engines only
Preheating front heated oxygen sensor (HO2S)	PTC resistor	12 V (#3)	2.6-3.4 ohms at 20°C (terminals #3-#4)
Preheating, rear heated oxygen sensor (HO2S)	PTC resistor	12 V (#1)	Approximately 9 ohms at 20°C (terminal #1-#2)
Mass air flow (MAF) sensor		12 V (#2) 5 V (#4)
Intake air temperature (IAT) sensor inlet	NTC resistor	Turbocharged engines: 5 V (#2) Naturally aspirated engines: 5 V (#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)	12 V (#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	5 V (#1)	15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2)
PTC resistor air preheating	PTC resistor	12 V (#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	12 V (#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	12 V (#1)	Approximately 80 ohms (coil)
Turbocharger (TC) control valve	Electromagnetic valve (3 way)	12 V (#1)	21.8-24.2 ohms at 20°C (terminals #1-#2)	Turbocharged (TC) engines only
Outer temperature sensor	NTC resistor	5 V (#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 graphic 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	12 V (#1)	Approximately 96 ohms (coil)
A/C pressure sensor	Absolute manifold absolute pressure (MAP) sensor	5 V (#3)
Stop lamp switch	Position switch	12 V (#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		12 V (#2)
Canister purge (CP) valve	Electromagnetic valve	12 V (#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	12 V (terminal #1) 5 V (terminal #6) Power supply analog position sensors
Throttle unit	Electronic throttle control module with two integrated potentiometers and a damper motor	5 V (#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	12 V (#1)	Approximately 12 ohms at 20°C (terminal #1-#2)
Camshaft sensor	Magneto-resistive sensor	5 V (#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	5 V (#2)	Unaffected pedal: 1400-2400 ohms Fully depressed pedal: 200-800 ohms (#2-#4)
Cooling fan for control modules	Fan motor	12 V (#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	5 V (#3)
Preheating, front heated oxygen sensor (HO2S)	PTC resistor	12 V (#3)	2.6-3.4 ohms at 20°C (terminals #3-#4)
Preheating, rear heated oxygen sensor (HO2S)	PTC resistor	12 V (#1)	Approximately 9 ohms at 20°C (terminal #1-#2)
Mass air flow (MAF) sensor		12 V (#2) 5 V (#4)
Air temperature sensor, intake	NTC resistor	5 V (#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)	12 V (#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	5 V (#1)	15040 ohms at -20°C 2450 ohms at 20°C 318 ohms at 80°C (#1- #2)
PTC resistor air preheating	PTC resistor	12 V (#1)	Approximately 10 ohms at 20°C
Oil level sensor	Electronic sensor with PTC resistor and capacitive measurement element	5 V (#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	12 V (#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	12 V (#1)	Approximately 80 ohms (coil)
Turbocharger (TC) control valve	Electromagnetic valve (3 way)	12 V (#1)	21.8-24.2 ohms at 20°C (terminals #1-#2)
Outer temperature sensor	NTC resistor	5 V (#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

Ignition and Control Systems - Specifications, Electrical/electronic: Specifications Volvo S80 I рестайлинг

Signal specification

Component specifications

Scheme 105

Scheme 106

Scheme 107

Scheme 108

Scheme 109

Scheme 110

Scheme 111

Scheme 112

Scheme 113

Scheme 114

Scheme 115

Scheme 116

Scheme 117

Scheme 118

Scheme 119

Scheme 120

More articles — Ignition and Control Systems - Specifications, Electrical/electronic

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