Ignition and Control Systems - Specifications, Other (Xc): Other Volvo V70 II

Battery voltage

Measurement range 0-17.95 V.

The value indicates the voltage from the system relay to the engine control module (ECM).

The voltage must not be below 11 V when the quick test of the fuel tank system is run.

ECM-439C

The parameter indicates the result of the diagnostic for leakage in the fuel tank system. This diagnostic is run during the "Fuel tank system" test phase

1. No fault found= No leak corresponding to the definition of major leak detected by the engine control module (ECM)
2. Fault found= Leakage > or = 1.0 mm detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-439C will be set in the engine control module (ECM).

ECM-434C

The parameter indicates the result of the diagnostic for leakage in the fuel tank system. This diagnostic is run during the "Fuel tank system" test phase.

1. No fault found= No leak corresponding to the definition of minor leak detected by the engine control module (ECM)
2. Fault found= 1.0 mm > leakage > or = 0.5 is detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-434C will be set in the engine control module (ECM).

ECM-4360

The parameter displays the result of the diagnostic for the function in the leak diagnostic unit corresponding to the diagnostic trouble code (DTC) ECM-4360. The diagnostic is run during "Reference" test phase.

1. No fault found = No fault is detected by the engine control module (ECM)
2. Fault found= Fault in the leak diagnostic unit detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-4360 will be stored in the engine control module (ECM).

ECM-436B

The parameter displays the result of the diagnostic for the function in the leak diagnostic unit corresponding to the diagnostic trouble code (DTC) ECM-436B. The diagnostic is run during "Reference" test phase.

1. No fault found = No fault is detected by the engine control module (ECM)
2. Fault found= Fault in the leak diagnostic unit detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-436B will be stored in the engine control module (ECM).

ECM-436C

The parameter displays the result of the diagnostic for the function in the leak diagnostic unit corresponding to the diagnostic trouble code (DTC) ECM-436C. The diagnostic is run during "Reference" test phase.

1. No fault found = No fault is detected by the engine control module (ECM)
2. Fault found= Fault in the leak diagnostic unit detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-436C will be stored in the engine control module (ECM).

ECM-436D

The parameter displays the result of the diagnostic for the function in the leak diagnostic unit corresponding to the diagnostic trouble code (DTC) ECM-436D. The diagnostic is run during "Reference" test phase.

1. No fault found = No fault is detected by the engine control module (ECM)
2. Fault found= Fault in the leak diagnostic unit detected by the engine control module (ECM). Diagnostic Trouble Code (DTC) ECM-436D will be stored in the engine control module (ECM).

Reference

The reference phase for leaks and the function test of the leak diagnostic unit are running. If no faults are detected during this phase the leak test in the fuel tank system starts. If any faults are detected during the phase, the test is interrupted and the test result for the leak diagnostic unit (ECM-436X) will be "Fault found".

Fuel tank system

Testing for leakage in the fuel tank system is running. During the first half of the test, major leaks (leaks larger than 1.0 mm) can be detected. Diagnostic trouble code (DTC) is stored in the engine control module (ECM) if leakage is detected.

After a certain amount of time (time is dependent on the fuel level in the tank) the engine control module (ECM) assesses the seal of the fuel tank system. Assessment is made using the results of the calculations of time, measured reference power consumption of the pump, measured power consumption of the pump during the time of assessment and from the shape of the power supply curve and characteristics during pressurization. If the leak in the fuel tank system is larger than 0.5 mm but smaller than 1.0 mm a diagnostic trouble code (DTC) is stored for minor leakage in the engine control module (ECM).

Not running

The leak diagnostic is not running, the quick test of the fuel tank system has not started or has finished.

Fuel pressure

HINT: The pressures do not apply systems with needs-based pressure control (DECOS).

Explanation

Not all the parameters described need to be implemented in the control module. This varies between different systems and markets.

Bank 1: indicates all cylinders.

Engine speed

Measurement range 0-10400 RPM.

The control module derives the engine speed (RPM) from the engine speed (RPM) sensor signal.

Idle speed varies depending on the engine coolant temperature (ECT).

Engine coolant temperature (ECT)

Measurement range -48°C to +143°C.

The control module derives the temperature from the engine coolant temperature (ECT) sensor signal.

Intake air temperature (IAT) inlet

Measurement range -48° to +143° C.

The engine control module (ECM) calculates the temperature from the intake air temperature sensor.

Ambient temperature °C

Measurement range -40° to +110° C.

The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Atmospheric pressure

Measurement range 0-5120 hPa.

The value indicates atmospheric pressure at the engine control module (ECM).

Normal value at sea level is 1,013 hPa.

Boost pressure

Measurement range 0-2550 hPa.

The value indicates the pressure in the intake manifold.

The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Ignition advance

Measurement range between -96° and 95.3° before top dead center (BTDC).

Normal value at idle speed between 0° and 20° before top dead center (BTDC).

The value may be lower than 0° when warming up the three-way catalytic converter (TWC).

Air mass

Measurement range 0-1020 kg/h.

The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.

The engine control module (ECM) calculates the value based on the mass air flow (MAF) sensor signal.

Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 14 kilograms per hour.

Note. Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Mass air flow, correction value

Measurement range 0-4.

The value is a stored average of the correction factor of the mass air flow that the engines draws in.

Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.

Normal value for turbocharged engines: 1 (0.1).

Normal value, induction engines -99: 1 (0.1).

Normal value, induction engines 00-: 1 (0.1).

Measurement range 0-17.95 V.

The normal value is 13.5-14.5 V when the generator (GEN) is charging.

The value indicates the voltage from the system relay to the engine control module (ECM) terminal #A70.

Power supply, 5 V

Measurement range 0-5 V.

Normal value approximately 5 V.

The value indicates the voltage supplied to the components from engine control module (ECM) terminal #A39.

Accelerator pedal (AP), analogue

Measurement range 0-100 %.

Analogue signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 6 %= the accelerator pedal (AP) completely released.

Approximately 88 %= the accelerator pedal (AP) completely depressed.

Accelerator pedal (AP), pulse width modulation (PWM)

Measurement range 0-100 %.

Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 6 %= the accelerator pedal (AP) completely released.

Approximately 88 %= the accelerator pedal (AP) completely depressed.

Accelerator pedal (AP), pulse width modulation (PWM) (via the electronic throttle module)

Measurement range 0-100 %.

The pulse width modulation (PWM) signal is transmitted from the accelerator pedal (AP) position sensor to the throttle unit (via the engine control module (ECM)). The signal then goes on to the Control area network (CAN) from the throttle unit to the engine control module (ECM).

The value indicates how the throttle unit interprets the accelerator pedal (AP) position.

Approximately 6 %= the accelerator pedal (AP) completely released.

Approximately 88 %= the accelerator pedal (AP) completely depressed.

Throttle angle

Measurement range 0-100 %.

The control module derives the value from the throttle position (TP) sensor in the electronic throttle module. The signal goes on to the Control area network (CAN) from the throttle unit to the engine control module (ECM).

The value indicates the throttle opening.

Approximately 0 % = throttle closed.

Approximately 100 % = wide open throttle (WOT).

Leakage flow over throttle

Measurement range 0-655 kg/h.

The value indicates how much air passes through the throttle at closed throttle position (CTP). The control module calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signal.

The normal value is approximately 5 4 kg/h

Note. Other values apply if there is air leakage on the intake system.

Clutch pedal position

Measurement range 0-100 %.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates the clutch pedal position.

When the clutch pedal released the value is 60-70 %. The value decreases as the clutch pedal is depressed.

Clutch position sensor

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates how the engine control module (ECM) interprets the clutch pedal position.

Active = clutch pedal depressed.

Not active = clutch pedal released.

Brake pedal, volts

Measurement range 0-5 V.

The engine control module (ECM) calculates the value from the brake pedal sensor signal.

The value indicates the brake pedal position.

The value is approximately 2.9-3.2 V when the brake pedal is unaffected and decreases when the brake pedal is pressed.

Brake lamp switch

The engine control module (ECM) calculates the value from the brake pedal sensor signal.

The value indicates how the engine control module (ECM) interprets the brake pedal sensor signal

ON = brake lamp switch on.

OFF = brake lamp switch unaffected.

AC pressure

Measurement range -176 to +3277 kPa.

The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.

The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.

The engine control module (ECM) calculates pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

Air conditioning (A/C) compressor, active

The deployment signal from the engine control module (ECM) to the air conditioning (A/C) compressor relay.

OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.

ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Turbocharger (TC) control valve

Measurement range 0-100 %.

The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.

0 % = no control (turbocharger (TC) control valve closed).

100 % = full control (the turbocharger (TC) control valve opens completely).

Canister purge (CP) valve

Measurement range 0-100 %

The value indicates the signal transmitted by the control module to control the EVAP canister purge valve (the amount the valve must open to empty the canister).

0 % = no control (EVAP canister purge valve closed).

100 % = full control (EVAP canister purge valve opens completely).

The camshaft shift angle

Measurement range between -128° to +128°.

The control module calculates the value by comparing the position of the camshaft with the position of the crankshaft.

The value indicates the offset of the camshaft 0-position in relation to the crankshaft TDC (0°). (The camshaft 0-position = the camshaft position set alignment in relation to the crankshaft TDC (0°).

HINT: The value should follow the parameter "Camshaft shift angle, desired value" with an accuracy of 3°. Comparison should be made under stable conditions such as stable engine speed and stable load.

Camshaft shift angle, desired value

Measurement range between 0° to +64°.

The target value calculated by the engine control module (ECM) for the "Camshaft cam timing".

The value indicates what the "camshaft shift angle" should be.

Comparison with the parameter "camshaft shift angle" should be done under stable conditions, such as stable engine speed and stable load.

Camshaft adaptation, flank x

Measurement range between -20° to +20°.

The value stored in the control module for adaptation of the camshaft shift angle (flanks 1-4). Theoretically the values for flanks 1-4 should be the same. However because of mechanical tolerances the values may vary between the different flanks by approximately 2°.

The value indicates how much the control module has adapted to the position of the camshaft, i. e. the deviation between the 0-position for the camshaft when camshaft control is not active (the camshaft's 0-position = the camshaft position set alignment in relation to the crankshaft TDC (0°).

Normal value is between -7° to+7°.

Turbocharged engines: The value must be controlled at an engine speed above idling speed but lower than 1200 r/min.

Naturally aspirated engines: The value must be controlled at idle speed.

Fuel tank pressure

Certain markets only.

Measurement range -32 to +32 hPa.

The value indicates the fuel tank pressure, relative pressure in comparison to atmospheric pressure.

The control module derives the value from the fuel tank pressure sensor.

EVAP canister shut-off valve

Certain markets only.

Measurement range 0-100 %

The value indicates the signal transmitted by the control module to control the EVAP canister shut-off valve.

OFF = The engine control module (ECM) closes the EVAP canister shut-off valve.

ON = The engine control module (ECM) opens the EVAP canister shut-off valve.

Injection period, bank x

Measurement range 0.0-150 ms.

The engine control module (ECM) controlled signal for injection period.

Normal value with the engine at operating temperature at idle speed 2.0-4.0 ms

Short-term fuel trim, bank x

Measurement range 0-2.

The value displays how much the injection period needs to be corrected (from the preprogrammed injection period in the control module) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda; =1. The average value of this parameter from different engine speed and load ranges is used for the different fuel trim adaptations (idling, lower part load and upper part load) so that the short-term fuel trim is always around 1.

Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period in preprogrammed in the control module to reach lambda=1.

The normal value oscillates around 1, when fuel trim for each engine speed (RPM) / load range is ready.

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel / air mix).

The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

HINT: When lambda deviates from 1, "short-term fuel trim" initially compensates at each engine speed/load range (idle, lower part load and upper part load). When diagnostic trouble codes (DTCs) are erased, the values for "short-term fuel trim" are reset, this means that "short-term fuel trim" becomes too high or low when driving at relevant engine speed/load range before fuel trim is complete.

Long-term fuel trim bank x, idle speed

Measurement range from -72 to +72 %.

Additive fuel trim (correcting the injection period), trim that occurs at idle speed. The value indicates how much the fuel trim has been corrected at idle speed so that the trim value can again oscillate around 1.

In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.

Normal value when the engine is idling: 0 5 %.

Value over 0 %: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 0 %: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 0%.

Long-term fuel trim bank x, lower part load

Measurement range 0-2.

Multiplicative fuel trim (correcting the injection period), trim that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the fuel trim in the upper part load range has been corrected so that the trim value can again oscillate around 1 at the lower part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving).

Approximately 30 minutes of driving in the lower part load may be required before fuel trim is complete (complete = fuel trim oscillates around 1 at lower part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 1.

Long-term fuel trim bank x, upper part load

Measurement range 0-2.

Multiplicative fuel trim, trim that occurs at the upper part load (high speed / acceleration on the road). The value stored in the control module indicates how much the fuel trim in the upper part load range has been corrected so that the fuel trim value can again oscillate around 1 at the upper part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The upper part load range of the engine must be reached for the value to be updated (accelerating road driving).

Approximately 30 minutes of driving in the lower part load may be required before the fuel trim is complete (complete = fuel trim oscillates around 1 at upper part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel / air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 1.

Long-term fuel trim, bank x

C/L= Closed Loop, fuel trim is active

O/L = Open Loop, fuel trim is not active

Front heated oxygen sensor, bank x

Measurement range 0-16.

Normal value is lambda=1.

At rich mixture is lambda<1.

At lean mixture is lambda>1.

Rear heated oxygen sensor (HO2S), bank x

Measurement range -0.2 to +1.13.

The signal from the rear heated oxygen sensor (HO2S) to the engine control module (ECM).

Normal value when the engine is running at even load is approximately 0.6 V.

Voltage can vary between -0.2 and 0.9 V. During conditions such as engine braking, voltage can reduce to -0.2 V.

Fuel pump (FP) relay

OFF = The engine control module (ECM) does not activate the fuel pump (FP) relay.

ON = The engine control module (ECM) activates the fuel pump (FP) relay via the central electronic module (CEM).

Vehicle speed

Measurement range 0-319 km/h

The value displays the vehicle speed.

Engine cooling fan (FC) stage 1

ON = The engine control module (ECM) activates the lowest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the lowest speed of the engine cooling fan (FC).

Stage 1 of the engine cooling fan (FC) begins at approximately 105 °C.

Stage 2 and stage 3 may vary depending on the version and equipment level. The normal value is approximately 110 °C for stage 2 and approximately 115 °C for stage 3. There may be a certain amount of variation.

The values listed are with the air conditioning (A/C) off and no faults.

Engine cooling fan (FC) stage 2

ON = The engine control module (ECM) activates engine cooling fan (FC) at intermediate speed.

OFF = The engine control module (ECM) does not activate the engine cooling fan (FC) at intermediate speed.

See Engine cooling fan (FC) stage 1 for the engagement temperature.

Engine cooling fan (FC) stage 3

ON = The engine control module (ECM) activates the highest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the highest speed of the engine cooling fan (FC).

See Engine cooling fan (FC) stage 1 for the engagement temperature.

Cruise control resume

The cruise control must be on when reading this parameter.

OFF = resume button not activated.

ON = resume button activated.

Cruise control set+

The cruise control must be on when reading this parameter.

OFF = SET+ not activated.

ON = SET+ activated.

Cruise control set

The cruise control must be on when reading this parameter.

OFF = SET- not activated.

ON = SET- activated.

Boost pressure (actual value)

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The Engine control module (ECM) receives information about the current boost pressure via the boost pressure sensor.

The actual value must correspond to the desired value 50hPa.

Boost pressure (desired value)

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The engine control module (ECM) receives information about the current throttle angle via the throttle position sensor, speed (RPM), engine load, knocks etc. These parameters are used to calculate the boost pressure that is permitted in various operating conditions.

Measurement range 0-17.95 V.

The value indicates the voltage from the system relay to the engine control module (ECM).

The voltage must not be below 11 V when the quick test of the fuel tank system is run.

Measurement range 0-10400 RPM.

The control module derives the engine speed (RPM) from the engine speed (RPM) sensor signal.

Idle speed varies depending on the engine coolant temperature (ECT).

Idle speed, difference desired value

Measurement range -1280-1270 RPM.

The value indicates the idle speed deviation from the control module desired value (target value).

Measurement range -48° to +143° C.

The control module derives the temperature from the engine coolant temperature (ECT) sensor signal.

Measurement range -48° to +143° C.

The engine control module (ECM) calculates the temperature from the intake air temperature sensor.

Measurement range -40° to +110° C.

The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Measurement range 0-5120 hPa.

The value indicates atmospheric pressure at the engine control module (ECM).

Normal value at sea level is 1,013 hPa.

Measurement range 0-2550 hPa.

The value indicates the pressure in

The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Measurement range -96° to +95.3° before top dead center (BTDC).

The value when idling varies depending on the engine coolant temperature (ECT).

Measurement range 0-1020 kg/h.

The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.

The engine control module (ECM) calculates the value based on the mass air flow (MAF) sensor signal.

Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 14 kilograms per hour.

Note. Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Measurement range 0-4.

The value is a stored average of the correction factor of the mass air flow that the engines draws in.

Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.

Normal range: 1 (0.1).

Measurement range 0-17.95 V.

The normal value is 13.5-14.5 V when the generator (GEN) is charging.

The value indicates the voltage from the system relay to engine control module (ECM) terminal #A17.

Measurement range 0-5 V.

Normal value approximately 5 V.

The value indicates the voltage supplied to the components from engine control module (ECM) terminal #A39.

Accelerator pedal (AP) position sensor, analogue

Measurement range 0-320 V.

Analogue signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the analogue output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Accelerator pedal (AP) position sensor, pulse width modulation (PWM) average voltage

Measurement range 0-320 V.

Average voltage of the pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

HINT: The value must follow the parameter "Accelerator pedal (AP) position sensor, analog".

Accelerator pedal (AP) position sensor, pulse width modulation (PWM)

Measurement range 0-100 %.

Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 5 %= the accelerator pedal (AP) completely released.

Approximately 80 %= the accelerator pedal (AP) completely depressed.

Measurement range 0-100 %.

The control module derives the value from the throttle position (TP) sensor, potentiometer 1. The value indicates the throttle opening.

If a fault is detected in the throttle position (TP) sensor, potentiometer 1 by the engine control module (ECM), the value from the throttle position (TP) sensor, potentiometer 2 will be used to represent the throttle angle. This presumes that the function of throttle position (TP) sensor, potentiometer 2 is OK.

0 % = throttle shut.

100 % = throttle fully open.

HINT: The value must follow the parameter "Throttle angle, desired value" when the accelerator pedal (AP) is affected.

Throttle angle, desired value

Measurement range 0-100 %.

The control module calculates a target value for the throttle opening (throttle angle) using the accelerator pedal (AP) position sensor signals.

The value indicates what the throttle angle should be.

0 % = throttle shut.

100% = throttle fully open.

Throttle position (TP) sensor, potentiometer 1

Measurement range 0-80 V.

The control module derives the value from potentiometer 1 for the throttle position (TP) sensor.

The value must increase with increased throttle angle.

Approximately 0.5 V = throttle closed.

Approximately 4.0 V = wide open throttle (WOT).

Throttle position (TP) sensor, potentiometer 2

Measurement range 0-80 V.

The control module derives the value from potentiometer 2 for the throttle position (TP) sensor.

The value must decrease with an increased throttle angle.

Approximately 4.0 V = throttle closed.

Approximately 0.5 V = wide open throttle (WOT).

Throttle unit adaptation

If necessary the engine control module (ECM) runs an adaptation of the throttle unit by guiding the throttle to the limit positions (open/closed) so that it "learns" the parameters of that actual throttle unit.

The status indicates if the adaptation has been run or not.

OK = Adaptation of the throttle unit has run.

NOT OK = Adaptation of the throttle unit has not run.

Note. The basic conditions must be met before an adaptation of the throttle unit can be carried out.

Measurement range 0-655 kg/h.

The value indicates how much air passes through the throttle at closed throttle position (CTP). The control module calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signal.

The normal value is approximately 5 4 kg/h.

Note. Other values apply if there is air leakage on the intake system.

Measurement range 0-100 %.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates the clutch pedal position.

When the clutch pedal released the value is 60-70 %. The value decreases as the clutch pedal is depressed.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates how the engine control module (ECM) interprets the clutch pedal position.

Active = clutch pedal depressed.

Not active = clutch pedal released.

Brake pedal position (via the brake control module (BCM))

Measurement range 0-100 %.

The engine control module (ECM) receives the value from the brake control module (BCM) via the Control area network (CAN).

The value indicates the brake pedal position.

When the brake pedal is not affected the value is 0 %. The value increases when the brake pedal is depressed.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

ON = brake lamp switch on.

OFF = brake lamp switch unaffected.

Air conditioning (A/C) pressure

Measurement range -176 to +3277 kPa.

The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.

The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.

The engine control module (ECM) calculates pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

The deployment signal from the engine control module (ECM) to the air conditioning (A/C) compressor relay.

OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.

ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Measurement range 0-100 %.

The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.

0 % = no control (turbocharger (TC) control valve closed).

100 % = full control (the turbocharger (TC) control valve opens completely).

Measurement range 0-100 %

The value indicates the deployment signal from the control module for deploying the EVAP canister purge valve (the amount the valve opens to empty the canister).

0 % = no control (EVAP canister purge valve closed).

100% = full control (EVAP canister purge valve opens completely).

Canister purge (CP) valve, flow

Measurement range 0-25 kg/h

The value indicates the flow through the EVAP canister purge valve and increases with increased flow.

Camshaft shift angle, (intake/ exhaust)

Exhaust camshaft reset valve: turbocharged engines

Measurement range between -128 to +128°.

The control module calculates the value by comparing the position of the camshaft with the position of the crankshaft.

The value indicates the offset of the camshaft 0-position in relation to the crankshaft TDC (0°). (The camshaft 0-position = the camshaft position set alignment with the crankshaft TDC (0°).

HINT: The value must follow the "Camshaft shift angle, desired value" parameter with an accuracy of 10°. Comparisons must be carried out under stable conditions such as stable engine speed (RPM) and load.

Camshaft shift angle, (intake/ exhaust), desired value

Exhaust camshaft shift angle, desired value: turbocharged engines only

Measurement range between 0 to +64°.

The target value calculated by the engine control module (ECM) for the "Camshaft cam timing".

The value indicates what the " Camshaft shift angle" should be.

Comparisons with the "Camshaft shift angle" parameter must be carried out under stable conditions such as stable engine speed (RPM) and load.

Exhaust camshaft adaptation

Measurement range between -511 to +511°.

The value indicates how much the control module has adapted the camshaft position, i. e. the deviation from the basic camshaft position set at the factory.

Normal value is between -8 and +8°.

The value must be controlled at idle speed.

Measurement range 0.0-150 ms.

The engine control module (ECM) controlled signal for injection period.

Normal value when the engine is idling at operating temperature: 2.0-4.0 ms

Measurement range 0-2.

The value displays how much the injection period needs to be corrected (from the pre-programmed injection period in the control module) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda=1. The average value of this parameter from different engine speed and load ranges is used for in the different fuel trim adaptations (idling, lower partial load and upper partial load) so that the short-term fuel trim is always around 1.

Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period in preprogrammed in the control module to reach lambda=1.

The normal value oscillates around 1, when the lambda adaptations for each engine speed (RPM) / load range are ready.

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

HINT: When lambda deviates from 1, the short-term fuel trim initially compensates at every engine speed (RPM) / load range (idling speed, lower partial load and upper partial load). The diagnostic trouble codes (DTCs) are erased, the adaptation values are reset. This means short-term fuel trim will be high or low when driving in the low engine speed/load ranges before the adaptations are ready.

Measurement range from -72 to +72 %.

Additive adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at idle speed. The value indicates how much the short-term fuel trim has been corrected at idle speed so that the short-term fuel trim value can again oscillate around 1.

In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.

Normal value when the engine is idling: 0 5 %.

Value over 0 %: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 0 %: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 0%.

Measurement range 0-2.

Multiplicative adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving).

Approximately 30 minutes of driving in the lower part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at lower part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1.

Measurement range 0-2.

Multiplicative adaptation of the short-term fuel trim, adaptation that occurs at the upper part load (high speed / acceleration on the road). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the upper part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The upper part load range of the engine must be reached for the value to be updated (accelerating road driving).

Approximately 30 minutes of driving in the upper part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at upper part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel / air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1.

C/L= Closed Loop, fuel trim is active

O/L = Open Loop, fuel trim is not active

Front heated oxygen sensor (HO2S), bank x

Measurement range 0-16.

Normal value is lambda=1.

At rich mixture is lambda < 1.

At lean mixture is lambda > 1.

Measurement range -0.2 to +1.13.

The signal from the rear heated oxygen sensor (HO2S) to the engine control module (ECM).

Normal value when the engine is running at even load is approximately 0.6 V.

The voltage may vary between -0.2 and 0.9 V. The voltage may, during engine braking for example, drop to -0.2 V.

OFF = The engine control module (ECM) does not activate the fuel pump (FP) relay.

ON = The engine control module (ECM) activates the fuel pump (FP) relay via the central electronic module (CEM).

Measurement range 0-319 km/h

The value displays the vehicle speed.

ON = The engine control module (ECM) activates the lowest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the lowest speed of the engine cooling fan (FC).

ON = The engine control module (ECM) activates the intermediate speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the intermediate speed of the engine cooling fan (FC).

ON = The engine control module (ECM) activates the highest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the highest speed of the engine cooling fan (FC).

The cruise control must be on when reading this parameter.

OFF= resume button unaffected.

ON = resume button activated.

The cruise control must be on when reading this parameter.

OFF= SET+ unaffected.

ON = SET+ affected.

The cruise control must be on when reading this parameter.

OFF= SET- unaffected.

ON = SET- affected.

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The Engine control module (ECM) receives information about the current boost pressure via the boost pressure sensor.

The actual value must correspond to the desired value 50hPa.

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The engine control module (ECM) receives information about the current throttle angle via the throttle position sensor, speed (RPM), engine load, knocks etc. These parameters are used to calculate the boost pressure that is permitted in various operating conditions.

Measurement range 0-10400 RPM.

The control module derives the engine speed (RPM) from the engine speed (RPM) sensor signal.

The idle speed varies depending on the engine coolant temperature (ECT).

Measurement range -1280-1270 RPM.

The value indicates the idle speed deviation from the control module desired value (target value).

Measurement range -48° to +143° C.

The control module derives the temperature from the engine coolant temperature (ECT) sensor signal.

Measurement range -48° to +143° C.

The engine control module (ECM) calculates the temperature from the temperature sensor for the intake air.

Measurement range -40° to +110° C.

The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Measurement range 0-5120 hPa.

The value indicates atmospheric pressure at the engine control module (ECM).

Normal value at sea level is 1,013 hPa.

Measurement range 0-2550 hPa.

The value indicates the pressure in the intake system downstream of the turbocharger (TC).

The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Measurement range -96° to +95.3° before top dead center (BTDC).

The value when idling varies depending on the engine coolant temperature (ECT).

Measurement range 0 -1020 kg/h.

The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.

The engine control module (ECM) calculates the value based on the signal from the mass air flow (MAF) sensor.

Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 14 kilograms per hour.

Note. Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Measurement range 0 -4.

The value is a stored average of the correction factor of the mass air flow that the engine draws in.

Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.

Normal range: 1 (0.1).

Measurement range 0-17.95 V.

The normal value is 13.5-14.5 V when the generator (GEN) is charging.

The value indicates the voltage from the system relay to engine control module (ECM) terminal #A17.

Measurement range 0-5 V.

Normal value approximately 5 V.

The value indicates the voltage supplied to components from engine control module (ECM) terminal #A39.

Accelerator pedal (AP) position sensor, analog

Measurement range 0-320 V.

Analog signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the analog output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Measurement range 0-320 V.

The mean PWM signal voltage from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

HINT: The value must follow the parameter "Accelerator pedal (AP) position sensor, analog".

Measurement range 0 - 100 %.

Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 5 %= the accelerator pedal (AP) completely released.

Approximately 80 %= the accelerator pedal (AP) completely depressed.

Measurement range 0 - 100 %.

The control module derives the value from the throttle position (TP) sensor, potentiometer 1. The value indicates the throttle opening.

If a fault is detected in the throttle position (TP) sensor, potentiometer 1, by the engine control module (ECM), the value from the throttle position (TP) sensor, potentiometer 2 will be used to represent the throttle angle. This presumes that the function of throttle position (TP) sensor, potentiometer 2 is OK.

0 % = throttle shut.

100 % = throttle fully open.

HINT: The value must follow the parameter "Throttle angle, desired value" when the accelerator pedal (AP) is affected.

Measurement range 0 - 100 %.

The control module calculates a target value for the throttle opening (throttle angle) using the accelerator pedal (AP) position sensor signals.

The value indicates what the throttle angle should be.

0 % = throttle shut.

100% = throttle fully open.

Measurement range 0-80 V.

The control module derives the value from potentiometer 1 for the throttle position (TP) sensor.

The value must increase with increased throttle angle.

Approximately 0.5 V = throttle closed.

Approximately 4.0 V = wide open throttle (WOT).

Measurement range 0-80 V.

The control module derives the value from potentiometer 2 for the throttle position (TP) sensor.

The value must decrease with an increased throttle angle.

Approximately 4.0 V = throttle closed.

Approximately 0.5 V = wide open throttle (WOT).

If necessary, the engine control module (ECM) runs an adaptation of the throttle unit by guiding the throttle to the limit positions (open/closed) so that it " learns" the parameters of that actual throttle unit.

The status indicates if the adaptation has been run or not.

OK = Adaptation of the throttle unit has run.

NOT OK = Adaptation of the throttle unit has not run.

Note. The basic conditions must be met before an adaptation of the throttle unit can be carried out.

Measurement range 0 -655 kg/h.

The value indicates how much air passes through the throttle at closed throttle position (CTP). The engine control module (ECM) calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signals.

The normal value is approximately 5 4 kg/h.

Note. Other values apply if there is air leakage on the intake system.

Measurement range 0 - 100 %.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates the clutch pedal position.

When the clutch pedal released the value is 60-70 %. The value decreases as the clutch pedal is depressed.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates how the engine control module (ECM) interprets the clutch pedal position.

Active = clutch pedal depressed.

Not active = clutch pedal released.

Measurement range 0 - 100 %.

The engine control module (ECM) receives the value from the brake control module (BCM) via the control area network (CAN).

The value indicates the brake pedal position.

When the brake pedal is not affected the value is 0 %. The value increases when the brake pedal is depressed.

Stop lamp switch

The engine control module (ECM) calculates the value from the stop lamp switch signal.

ON = stop lamp switch on.

OFF = stop lamp switch unaffected.

Measurement range -176- to +3277 kPa.

The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.

The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.

The engine control module (ECM) calculates the pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

The signal transmitted by the engine control module (ECM) to activate the air conditioning (A/C) compressor relay.

OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.

ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Measurement range 0 - 100 %.

The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.

0 % = no control (turbocharger (TC) control valve closed).

100 % = full control (the turbocharger (TC) control valve opens completely).

Measurement range 0 - 100 %

The value indicates the deployment signal from the control module for deploying the EVAP canister purge valve (the amount the valve opens to empty the canister).

0 % = no control (EVAP canister purge valve closed).

100% = full control (EVAP canister purge valve opens completely).

Measurement range 0 -25 kg/h

The value indicates the flow through the evaporative emission system (EVAP) valve and increases with increased flow.

Camshaft shift angle, intake/exhaust

Measurement range between -256° to +256°.

The engine control module (ECM) calculates the value by comparing the position of the camshaft with the position of the crankshaft.

The value indicates the offset of the camshaft position in relation to the crankshaft TDC (0). (The camshaft 0-position = the camshaft position set alignment with the crankshaft TDC).

Camshaft shift angle leeway, intake/exhaust

Measurement range between -256° to +256°.

The value indicates the difference between the "Camshaft shift angle" (actual shift angle) and the desired value for the camshaft shift angle (target value for the engine control module (ECM)).

Ensure that the camshaft is operated by checking that the value of the "Camshaft shift angle" changes. Changing the "Camshaft shift angle" is achieved by changing the engine speed (RPM)/load.

The normal value varies depending on how far the camshaft is operated and the temperature/grade of the engine oil, although the value must never be higher/lower than between +/-10° for longer than 4 seconds.

HINT: Check the camshaft control function by choosing "Quick test camshaft control" in vehicle communication.

Adaptation camshaft, intake/exhaust

Measurement range between -511 to +511°.

The value indicates how much the control module has adapted the camshaft position, i. e. the deviation from the basic camshaft position set at the factory.

Normal value is between -8 and +8°.

The value must be checked when idling and with the engine at operating temperature.

Measurement range 0.0 -150 ms.

The signal transmitted by the engine control module (ECM) for injection period.

Normal value when the engine is idling at operating temperature: 2.0-4.0 ms

Measurement range 0 -2.

The value displays how much the injection period needs to be corrected (from the preprogrammed injection period in the control module) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda=1. The average value of this parameter from different engine speed and load ranges is used for in the different fuel trim adaptations (idling, lower partial load and upper partial load) so that the short-term fuel trim is always around 1.

Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period in preprogrammed in the control module to reach lambda=1.

The normal value oscillates around 1, when the lambda adaptations for each engine speed (RPM) / load range are ready.

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

HINT: When lambda deviates from 1, the short-term fuel trim initially compensates at every engine speed (RPM) / load range (idle speed, lower part load and upper part load). When erasing the diagnostic trouble codes (DTCs), the adaptation values will be reset. This means the short-term fuel trim will be high or low when driving in the low engine speed/load ranges before the adaptations are ready.

Measurement range from -72 to +72 %.

Additive adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at idle speed. The value indicates how much the short-term fuel trim has been corrected at idle speed so that the short-term fuel trim value can again oscillate around 1.

In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.

Normal value when the engine is idling: 0 5 %.

Value over 0 %: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 0 %: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When erasing diagnostic trouble codes (DTCs), the adaptation will return to 0%.

Measurement range 0 -2.

Multiplicative adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving).

Approximately 30 minutes of driving in the lower part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at lower part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When the diagnostic trouble codes (DTCs) are erased, the adaptation will return to 1.

Measurement range 0 -2.

Multiplicative adaptation of the short-term fuel trim, adaptation that occurs at the upper part load (high speed / acceleration on the road). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the upper part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The upper part load range of the engine must be reached for the value to be updated (accelerating road driving).

Approximately 30 minutes of driving in the upper part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at upper part load).

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel / air mix).

HINT: When the diagnostic trouble codes (DTCs) are erased, the adaptation will return to 1.

C/L= Closed Loop, fuel trim is active

O/L = Open Loop, fuel trim is not active

Measurement range 0 -16.

Normal value is lambda=1.

At rich mixture is lambda < 1.

At lean mixture is lambda>1.

Measurement range -0.2 to +1.13.

The signal from the rear heated oxygen sensor (HO2S) to the engine control module (ECM).

Normal value when the engine is running at even load is approximately 0.6 V.

The voltage may vary between -0.2 and 0.9 V. The voltage may, during engine braking for example, drop to -0.2 V.

OFF = The engine control module (ECM) does not activate the fuel pump (FP) relay.

ON = The engine control module (ECM) activates the fuel pump (FP) relay via the central electronic module (CEM).

Measurement range 0 -319 km/h

The value displays the vehicle speed.

ON = The engine control module (ECM) activates the lowest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the lowest speed of the engine cooling fan (FC).

ON = The engine control module (ECM) activates the intermediate speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the intermediate speed of the engine cooling fan (FC).

ON = The engine control module (ECM) activates the highest speed of the engine cooling fan (FC).

OFF = The engine control module (ECM) does not activate the highest speed of the engine cooling fan (FC).

The cruise control must be on when reading this parameter.

OFF= resume button unaffected.

ON = resume button activated.

The cruise control must be on when reading this parameter.

OFF= SET+ unaffected.

ON = SET+ affected.

The cruise control must be on when reading this parameter.

OFF= SET- unaffected.

ON = SET- affected.

Measurement range 0-10400 RPM.

The engine control module (ECM) derives the engine speed (RPM) from the engine speed (RPM) sensor signal.

The idle speed varies depending on the engine coolant temperature (ECT).

Measurement range -1280-1270 RPM.

The value indicates the idle speed deviation from the control module desired value (target value).

Measurement range -48° to +143° C.

The engine control module (ECM) derives the temperature from the engine coolant temperature (ECT) sensor signal.

Measurement range -48° to +143° C.

The engine control module (ECM) calculates the temperature from the temperature sensor for the intake air.

Measurement range -40° to +110° C.

The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Measurement range 0-5120 hPa.

The value indicates atmospheric pressure at the engine control module (ECM).

Normal value at sea level is 1,013 hPa.

Measurement range 0-2550 hPa.

The value indicates the pressure in the intake system downstream of the turbocharger (TC).

The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Measurement range -96° to +95.3° before top dead center (BTDC).

The value when idling varies depending on the engine coolant temperature (ECT).

Measurement range 0-1020 kg/h.

The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.

The engine control module (ECM) calculates the value based on the signal from the mass air flow (MAF) sensor.

Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 14 kilograms per hour.

Note. Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Measurement range 0-4.

The value is a stored average of the correction factor of the mass air flow that the engine draws in.

Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.

Normal range: 1 (0.1).

Measurement range 0-17.95 V.

The normal value is 13.5-14.5 V when the generator (GEN) is charging.

The value indicates the voltage from the system relay to engine control module (ECM) terminal #A17.

Measurement range 0-5 V.

Normal value approximately 5 V.

The value indicates the voltage supplied to components from engine control module (ECM) terminal #A39.

Measurement range 0-320 V.

Analogue signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The engine control module (ECM) derives the value from the analogue output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Measurement range 0-320 V.

The mean PWM signal voltage from the accelerator pedal (AP) position sensor to the engine control module (ECM). The engine control module (ECM) derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

HINT: The value must follow the parameter "Accelerator pedal (AP) position sensor, analog".

Measurement range 0-100 %.

The PWM signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The engine control module (ECM) derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 5 %= the accelerator pedal (AP) completely released.

Approximately 80 %= the accelerator pedal (AP) completely depressed.

Measurement range 0-100 %.

The engine control module (ECM) calculates the value from potentiometer 1 for the throttle position (TP) sensor. The value indicates the throttle opening.

If a fault is detected in the throttle position (TP) sensor, potentiometer 1 by the engine control module (ECM), the value from the throttle position (TP) sensor, potentiometer 2 will be used to represent the throttle angle. This presumes that the function of throttle position (TP) sensor, potentiometer 2 is OK.

0 % = throttle shut.

100 % = throttle fully open.

HINT: The value must follow the parameter "Throttle angle, desired value" when the accelerator pedal (AP) is affected.

Measurement range 0-100 %.

The engine control module (ECM) calculates a target value for the throttle opening (throttle angle) using the accelerator pedal (AP) position sensor signals.

The value indicates what the throttle angle should be.

0 % = throttle shut.

100% = throttle fully open.

Measurement range 0-80 V.

The engine control module (ECM) derives the value from potentiometer 1 for the throttle position (TP) sensor.

The value must increase with increased throttle angle.

Approximately 0.5 V = throttle closed.

Approximately 4.0 V = wide open throttle (WOT).

Measurement range 0-80 V.

The engine control module (ECM) derives the value from potentiometer 2 for the throttle position (TP) sensor.

The value must decrease with an increased throttle angle.

Approximately 4.0 V = throttle closed.

Approximately 0.5 V = wide open throttle (WOT).

If necessary the engine control module (ECM) runs an adaptation of the throttle unit by guiding the throttle to the limit positions (open/closed) so that it " learns" the parameters of that actual throttle unit.

The status indicates if the adaptation has been run or not.

OK = Adaptation of the throttle unit has run.

NOT OK = Adaptation of the throttle unit has not run.

Note. The basic conditions must be met before an adaptation of the throttle unit can be carried out.

Measurement range 0-655 kg/h.

The value indicates how much air passes through the throttle at closed throttle position (CTP). The engine control module (ECM) calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signals.

The normal value is approximately 5 4 kg/h.

Note. Other values apply if there is air leakage on the intake system.

Measurement range 0-100 %.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates the clutch pedal position.

When the clutch pedal released the value is 60-70 %. The value decreases as the clutch pedal is depressed.

The engine control module (ECM) calculates the value from the clutch pedal sensor signal.

The value indicates how the engine control module (ECM) interprets the clutch pedal position.

Active = clutch pedal depressed.

Not active = clutch pedal released.

Measurement range 0-100 %.

The engine control module (ECM) receives the value from the brake control module (BCM) via the Control area network (CAN).

The value indicates the brake pedal position.

When the brake pedal is not affected the value is 0 %. The value increases when the brake pedal is depressed.

The engine control module (ECM) calculates the value from the brake lamp switch signal.

ON = brake lamp switch on.

OFF = brake lamp switch unaffected.

Measurement range -176 to +3277 kPa.

The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.

The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.

The engine control module (ECM) calculates the pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

The signal transmitted by the control module for activating the air conditioning (A/C) compressor relay.

OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.

ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Measurement range 0-100 %.

The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.

0 % = no control (turbocharger (TC) control valve closed).

100 % = full control (the turbocharger (TC) control valve opens completely).

Measurement range 0-100 %

The value indicates the deployment signal from the control module for deploying the EVAP canister purge valve (the amount the valve opens to empty the canister).

0 % = no control (EVAP canister purge valve closed).

100% = full control (EVAP canister purge valve opens completely).

Measurement range 0-25 kg/h

The value indicates the flow through the evaporative emission system (EVAP) valve and increases with increased flow.

Measurement range between -256° to +256°.

The engine control module (ECM) derives the value by comparing the camshaft position with the crankshaft position.

The value indicates the offset of the camshaft position in relation to the crankshaft TDC (0). (The camshaft 0-position = the camshaft position set alignment with the crankshaft TDC).

Measurement range between -256° to +256°.

The value indicates the difference between the "Camshaft shift angle" (actual shift angle) and the desired value for the camshaft shift angle (target value for the engine control module (ECM)).

Ensure that the camshaft is operated by checking that the value of the "Camshaft shift angle" changes. Changing the "Camshaft shift angle" is achieved by changing the engine speed (RPM)/load.

The normal value varies depending on how far the camshaft is operated and the temperature/grade of the engine oil, although the value must never be higher/lower than between +/-10° for longer than 4 seconds.

HINT: Check the camshaft control function by choosing "Quick test camshaft control" in vehicle communication.

Measurement range between -511 to +511°.

The value indicates how much the engine control module (ECM) has adapted the camshaft position, i. e. the deviation from the basic camshaft position set at the factory.

Normal value is between -8 and +8°.

The value must be checked when idling and with the engine at operating temperature.

Measurement range 0.0-150 ms.

The control module controlled signal for injection period.

Normal value when the engine is idling at operating temperature: 2.0-4.0 ms

Measurement range 0-2.

The value displays how much the injection period needs to be corrected (from the preprogrammed injection period in the control module) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda; =1. The average value of this parameter from different engine speed and load ranges is used for the different fuel trim adaptations (idling, lower part load and upper part load) so that the short-term fuel trim is always around 1.

Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period pre-programmed in the engine control module (ECM) to reach lambda=1.

The normal value oscillates around 1, when fuel trim for each engine speed (RPM) / load range is ready.

Value over 1: The engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).

Value under 1: The engine control module (ECM) decreases the injection period (to prevent a rich fuel / air mix).

The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

HINT: When lambda deviates from 1, the short-term fuel trim initially compensates at every engine speed (RPM) / load range (idling speed, lower part load and upper part load). The diagnostic trouble codes (DTCs) are erased, the adaptation values are reset. This means fuel trim will be high or low when driving in the low engine speed/load ranges before the trim is complete.

Measurement range from -72 to +72 %.

Additive fuel trim (correcting the injection period), trim that occurs at idle speed. The value indicates how much the fuel trim has been corrected at idle speed so that the fuel trim value can again oscillate around 1.

In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.

Normal value when the engine is idling: 0 5 %.

Value over 0 %: The engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).

Value under 0 %: The engine control module (ECM) decreases the injection period (to prevent a rich fuel / air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 0%.

Measurement range 0-2.

Multiplicative fuel trim (correcting the injection period), trim that occurs at lower part load (normal road driving). The value stored in the Engine control module (ECM) indicates how much the fuel trim in the lower part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving).

Approximately 30 minutes of driving in the lower part load may be required before fuel trim is complete (complete = fuel trim oscillates around 1 at lower part load).

Value over 1: The engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).

Value under 1: The engine control module (ECM) decreases the injection period (to prevent a rich fuel / air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 1.

Measurement range 0-2.

Multiplicative adaptation of short-term fuel trim - adaptation occurs at upper partial load (high speed/acceleration on the road). The value stored in the Engine control module (ECM) indicates how much the short-term fuel trim has been corrected in the upper partial load range so that the short-term fuel trim value can once again be around 1 at upper partial load.

In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.

Normal value 1 0.1. The upper part load range of the engine must be reached for the value to be updated (accelerating road driving).

Approximately 30 minutes of driving in the lower part load may be required before the fuel trim is complete (complete = fuel trim oscillates around 1 at upper part load).

Value over 1: The engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).

Value under 1: The engine control module (ECM) decreases the injection period (to prevent a rich fuel / air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the "long-term fuel trim" returns to 1.

C/L= Closed Loop, fuel trim is active

O/L = Open Loop, fuel trim is not active

Measurement range 0-16.

Normal value is lambda=1.

At rich mixture is lambda < 1.

At lean mixture is lambda > 1.

Measurement range -0.2 to +1.13.

Signal from rear heated oxygen sensor (HO2S) to the engine control module (ECM).

Normal value when the engine is running at even load is approximately 0.6 V.

The voltage may vary between -0.2 and 0.9 V. The voltage may, during engine braking for example, drop to -0.2 V.

OFF = The engine control module (ECM) does not activate the fuel pump (FP) relay.

ON = The engine control module (ECM) activates the fuel pump (FP) relay via the central electronic module (CEM).

Measurement range 0-319 km/h

The value displays the vehicle speed.

Engine cooling fan (FC)

Measurement range 0-100%

Signals transmitted by the engine control module (ECM) to the engine cooling fan (FC) control module to activate the engine cooling fan (FC).

16%=step 1

25%=step 2

39%=step 3

61%=step 4

89%=step 5

93%=step 6

The cruise control must be on when reading this parameter.

OFF= resume button unaffected.

ON = resume button activated.

The cruise control must be on when reading this parameter.

OFF= SET+ unaffected.

ON = SET+ affected.

The cruise control must be on when reading this parameter.

OFF= SET- unaffected.

ON = SET- affected.

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The Engine control module (ECM) receives information about the current boost pressure via the boost pressure sensor.

The actual value must correspond to the desired value 50hPa.

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The engine control module (ECM) receives information about the current throttle angle via the throttle position sensor, speed (RPM), engine load, knocks etc. These parameters are used to calculate the boost pressure that is permitted in various operating conditions.

Throttle position (TP) sensor, potentiometer 1 (V)

The parameter can be read off to check the function when activating the "Throttle unit".

Measurement range: 0 - 80 V.

The engine control module (ECM) derives the value from potentiometer 1 for the throttle position (TP) sensor.

The value must increase with increased throttle angle.

Approximately 0.5 V = throttle closed.

Approximately 4.0 V = wide open throttle (WOT).

Throttle position (TP) sensor, potentiometer 2 (V)

The parameter can be read off to check the function when activating the "Throttle unit".

Measurement range: 0-80 V.

The engine control module (ECM) derives the value from potentiometer 2 for the throttle position (TP) sensor.

The value must decrease with an increased throttle angle.

Approximately 4.0 V = throttle closed.

Approximately 0.5 V = wide open throttle (WOT).

Injector x

The injector opens and closes at high frequency. A clicking or buzzing noise is heard from the valve.

The engine must be switched off at activation.

Throttle unit

The throttle in the throttle unit opens depending on which activation has been selected (50, 75 or 100 %).

Read off "Throttle position (TP) sensor, potentiometer 1" or "Throttle position (TP) sensor, potentiometer 2" to check the function.

The engine must be switched off at activation.

Air conditioning (A/C) relay

The air conditioning (A/C) relay is activated and powers the air conditioning (A/C) compressor magnetic clutch.

A clear click is heard from the air conditioning (A/C) relay and from the magnetic clutch for the air conditioning (A/C) compressor.

The speed of the engine cooling fan (FC) changes depending on which activation is selected.

The fan can be heard.

Evaporative emission system (EVAP) valve

The evaporative emission system (EVAP) valve opens and closes at a certain frequency.

There is a weak click from the EVAP valve.

The turbocharger (TC) control valve opens and closes at a certain frequency.

There is a weak click from the turbocharger (TC) control valve.

HINT: Not all described parameters are implemented in the control module. This varies between systems and markets.

Bank 1: indicates all cylinders. The rear heated oxygen sensor of a vehicle with closed loop control following the Y concept (two front and one rear heated oxygen sensor) is designated "Bank 1".

Engine speed (RPM)

The engine control module (ECM) calculates engine speed from the impulse sensor signal.

Boost pressure (hPa)

The value is calculated from the boost pressure sensor and indicates the pressure in the induction system after the turbocharger but before the throttle.

The engine control module (ECM) calculates boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Engine temperature (°C)

The engine control module (ECM) calculates temperature from the engine temperature sensor signal.

Engine temperature, start (°C)

The engine control module (ECM) calculates temperature from the engine temperature sensor signal. The value indicates the temperature of the engine upon engine start in the operating cycle in which the diagnostic trouble code (DTC) was generated.

Calculated load (%)

The value, calculated by the engine control module, indicates engine efficiency. The engine control module (ECM) calculates the value from air mass, engine speed, boost pressure, throttle angle, etc. A value over 100% indicates turbocharging (overpressure).

Fuel pressure (Pa)

The engine control module (ECM) calculates the pressure from the fuel pressure sensor signal.

The parameter indicates absolute pressure.

Speed (km/h)

The value indicates vehicle speed.

The engine control module (ECM) receives information on vehicle speed from the brake control module (BCM) via CAN communication.

Ignition angle (°BTDC)

The value indicates the ignition angle for cylinder 1.

Atmospheric pressure (Pa)

The value indicates atmospheric pressure at the engine control module (ECM).

The engine control module (ECM) calculates the value from the integrated atmospheric pressure sensor.

The normal value at 0 meters above sea level is 1013 hPa.

Outside temperature (°C)

The engine control module (ECM) calculates the temperature from the outside temperature sensor signal.

Intake air temperature (°C)

The engine control module (ECM) calculates the temperature from the intake air temperature sensor.

EVAP valve (%)

The value indicates the control module output signal for EVAP valve regulation, i. e. how much the EVAP valve should open to purge the canister.

0 % = no regulation (EVAP valve closed).

100 % = full regulation (EVAP valve fully open).

Throttle angle (%)

The engine control module (ECM) calculates the value from the throttle position sensor. The value is calculated linearly from the throttle position sensor's output signal (0-5V) and indicates how much the throttle is open.

Approx. 6-14 % = idling (0% throttle angle, desired value).

Approx. 85-100 % = throttle fully open (100% throttle angle, desired value).

Accelerator pedal position sensor, PWM (%)

PWM signal from the accelerator pedal position sensor to the engine control module (ECM). The control module calculates the value from the accelerator pedal position sensor's digital output.

The value indicates the position of the accelerator pedal.

Approx. 8 % = accelerator pedal fully released.

Approx. 88 % = accelerator pedal fully depressed.

Accelerator pedal position sensor, analog (%)

Analog signal from the accelerator pedal position sensor to the engine control module (ECM). The control module calculates the value from the accelerator pedal position sensor's analog output.

The value indicates the position of the accelerator pedal.

Approx. 8 % = accelerator pedal fully released.

Approx. 88 % = accelerator pedal fully depressed.

Throttle angle, desired value (%)

The value indicates the engine control module (ECM) calculated value for throttle opening (throttle angle).

The parameter value cannot be directly compared to the actual value for the throttle angle.

0% = idling.

100% = throttle fully open.

Power supply, engine control module (ECM) (V)

The value indicates the power supplied to the engine control module (ECM).

Time after engine start (s)

The value indicates how much time has elapsed between engine start and diagnostic trouble code (DTC) generation.

HINT: Not all described parameters are implemented in the control module. This varies between systems and markets.

Bank 1: indicates all cylinders. The rear heated oxygen sensor of a vehicle with closed loop control following the Y concept (two front and one rear heated oxygen sensor) is designated "Bank 1".

The engine control module (ECM) calculates engine speed from the impulse sensor signal.

The value is calculated from the boost pressure sensor and indicates the pressure in the induction system after the turbocharger but before the throttle.

The engine control module (ECM) calculates boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

The engine control module (ECM) calculates temperature from the engine temperature sensor signal.

The engine control module (ECM) calculates temperature from the engine temperature sensor signal. The value indicates the temperature of the engine upon engine start in the operating cycle in which the diagnostic trouble code (DTC) was generated.

The value, calculated by the engine control module, indicates engine efficiency. The engine control module (ECM) calculates the value from air mass, engine speed, boost pressure, throttle angle, etc. A value over 100% indicates turbocharging (overpressure).

The engine control module (ECM) calculates the pressure from the fuel pressure sensor signal.

The parameter indicates absolute pressure.

The value indicates vehicle speed.

The engine control module (ECM) receives information on vehicle speed from the brake control module (BCM) via CAN communication.

The value indicates the ignition angle for cylinder 1.

The value indicates atmospheric pressure at the engine control module (ECM).

The engine control module (ECM) calculates the value from the integrated atmospheric pressure sensor.

The normal value at 0 meters above sea level is 1013 hPa.

The engine control module (ECM) calculates the temperature from the outside temperature sensor signal.

The engine control module (ECM) calculates the temperature from the intake air temperature sensor.

The value indicates the control module output signal for EVAP valve regulation, i. e. how much the EVAP valve should open to purge the canister.

0 % = no regulation (EVAP valve closed).

100 % = full regulation (EVAP valve fully open).

The engine control module (ECM) calculates the value from the throttle position sensor. The value is calculated linearly from the throttle position sensor's output signal (0-5V) and indicates how much the throttle is open.

Approx. 6-14 % = idling (0% throttle angle, desired value).

Approx. 85-100 % = throttle fully open (100% throttle angle, desired value).

PWM signal from the accelerator pedal position sensor to the engine control module (ECM). The control module calculates the value from the accelerator pedal position sensor's digital output.

The value indicates the position of the accelerator pedal.

Approx. 8 % = accelerator pedal fully released.

Approx. 88 % = accelerator pedal fully depressed.

Analog signal from the accelerator pedal position sensor to the engine control module (ECM). The control module calculates the value from the accelerator pedal position sensor's analog output.

The value indicates the position of the accelerator pedal.

Approx. 8 % = accelerator pedal fully released.

Approx. 88 % = accelerator pedal fully depressed.

The value indicates the engine control module (ECM) calculated value for throttle opening (throttle angle).

The parameter value cannot be directly compared to the actual value for the throttle angle.

0% = idling.

100% = throttle fully open.

The value indicates the power supplied to the engine control module (ECM).

The value indicates how much time has elapsed between engine start and diagnostic trouble code (DTC) generation.

Measurement range: 0-10400 RPM.

The engine control module (ECM) derives the engine speed (RPM) from the engine speed (RPM) sensor signal.

The idle speed varies depending on the engine coolant temperature (ECT).

Idling speed, difference desired value (RPM)

Measurement range: between -1280-1270 RPM.

The value indicates the idle speed deviation from the engine control module (ECM) desired value (target value).

Battery voltage (V)

Measurement range: 0-17.95 V.

The normal value is 13.5-14.5 V when the generator (GEN) is charging.

The value indicates the voltage from the system relay to the engine control module (ECM).

Engine coolant temperature (ECT) (°C)

Measurement range: -48° to +143° C.

The engine control module (ECM) derives the temperature from the engine coolant temperature (ECT) sensor signal.

Intake air temperature (IAT) (°C)

Measurement range: -48° to +143° C.

The engine control module (ECM) calculates the temperature from the temperature sensor for the intake air.

The temperature sensor is integrated in the boost pressure sensor.

Measurement range: -40° to +110° C.

The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Measurement range: 0-5120 hPa.

The value indicates atmospheric pressure at the engine control module (ECM).

The sensor is integrated in the engine control module (ECM).

Normal value at sea level is 1,013 hPa.

Ignition advance (°BTDC)

Measurement range: -96° to +95.3° before top dead center (BTDC).

The value is calculated from the engine speed (RPM) sensor signal.

The value when idling varies depending on the engine coolant temperature (ECT).

Measurement range: 0-2550 hPA.

The value is calculated from the boost pressure. It indicates the pressure in the intake system downstream of the turbocharger (TC).

The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Turbocharger (TC) control valve (%)

Measurement range: 0-100%.

The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.

0% = no control (turbocharger (TC) control valve closed).

100% = full control (the turbocharger (TC) control valve opens completely).

Mass air flow (kg/h)

Measurement range: 0-1020 kg/h.

The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.

The engine control module (ECM) calculates the value based on the signal from the mass air flow (MAF) sensor.

Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 12-20 kg/h.

Note. Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Measurement range: 0-4.

The value is a stored average of the correction factor of the mass air flow that the engine draws in.

Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.

Normal range: 1 (0.2).

Accelerator pedal (AP) position sensor, analog (V)

Measurement range: 0-320 V.

Analog signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the analog output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 0.5 V = the accelerator pedal (AP) completely released.

Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Measurement range: 0-100%.

The engine control module (ECM) calculates the value from potentiometer 1 for the throttle position (TP) sensor. The value indicates the throttle opening.

If a fault is detected in the throttle position (TP) sensor, potentiometer 1 by the engine control module (ECM), the value from the throttle position (TP) sensor potentiometer 2 will be used to represent the throttle angle.

0% = throttle shut.

100% = throttle fully open.

HINT: The value must follow the parameter "Throttle angle, desired value" when the accelerator pedal (AP) is affected.

Accelerator pedal (AP) position sensor, pulse width modulation (PWM) (%)

Measurement range: 0-100%.

The PWM signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.

The value indicates the accelerator pedal (AP) position.

Approximately 5% = the accelerator pedal (AP) is completely released.

Approximately 80% = the accelerator pedal (AP) is fully depressed.

Measurement range: 0-100%.

The engine control module (ECM) calculates a target value for the throttle opening (throttle angle).

The value indicates what the throttle angle should be.

0% = throttle shut.

100% = throttle fully open.

Measurement range: 0-80 V.

The engine control module (ECM) derives the value from potentiometer 1 for the throttle position (TP) sensor.

The value must increase with increased throttle angle.

Approximately 0.5 V = throttle closed.

Approximately 4.0 V = wide open throttle (WOT).

Measurement range: 0-80 V.

The engine control module (ECM) derives the value from potentiometer 2 for the throttle position (TP) sensor.

The value must decrease with an increased throttle angle.

Approximately 4.0 V = throttle closed.

Approximately 0.5 V = wide open throttle (WOT).

Leakage flow over the throttle (kg/h)

Measurement range: 0-655 kg/h.

The value indicates how much air passes through the throttle at closed throttle position (CTP). The engine control module (ECM) calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signals.

Air conditioning (A/C) pressure (kPa)

Measurement range: -176 to +3277 kPa.

The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.

The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.

The engine control module (ECM) calculates the pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

Evaporative emission system (EVAP) valve (%)

Measurement range: 0-100%.

The value indicates the deployment signal from the control module for deploying the evaporative emission system (EVAP) valve (the amount the valve opens to empty the canister).

0% = no control (Evaporative emission system (EVAP) valve closed).

100% = full control (Evaporative emission system (EVAP) valve opens completely).

EVAP, flow (kg/h)

Measurement range: 0-25 kg/h.

The engine control module (ECM) calculates the flow through the evaporative emission system (EVAP) valve. This value increases with increased flow.

Injection period bank x (ms)

Measurement range: 0.0-150 ms.

The signal transmitted by the engine control module (ECM) for injection period.

Normal value when the engine is idling at operating temperature: 1.0-3.0 ms

Measurement range: 0-2.

The value displays how much the injection period needs to be corrected (from the preprogrammed injection period in the control module) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda=1. The average value of this parameter from different engine speed and load ranges is used for the different fuel trim adaptations (idling, lower partial load and upper partial load) so that the short-term fuel trim is always around 1.

Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period in preprogrammed in the control module to reach lambda=1.

The normal value oscillates around 1, when the lambda adaptations for each engine speed (RPM) / load range are ready.

Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).

Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

HINT: When lambda deviates from 1, the short-term fuel trim initially compensates at every engine speed (RPM) / load range (idle speed and load). When erasing the diagnostic trouble codes (DTCs), the adaptation values will be reset. This means the short-term fuel trim will be high or low when driving in the low engine speed/load ranges before the adaptations are ready.

Long-term fuel trim bank x, idle speed (%)

Measurement range: between -72 and +72%.

Additive adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at idle speed. The value indicates how much the short-term fuel trim has been corrected at idle speed so that the short-term fuel trim value can again oscillate around 1.

In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.

Normal value when the engine is idling: 0 5%.

Value over 0%: the control module increases the injection period (to prevent a lean fuel / air mix).

Value less than 0%: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 0%.

Measurement range: 0-2.

Multiplicative adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load. In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel. Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving). Approximately 30 minutes of driving in the lower part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at lower part load). Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix). Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1.

Measurement range: 0-2.

Multiplicative adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load. In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel. Normal value 1 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving). Approximately 30 minutes of driving in the lower part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at lower part load). Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix). Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

HINT: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1.

Front heated oxygen sensor (HO2S), bank x (lambda)

Measurement range: 0-16.

Normal value is lambda=1.

If the mixture is rich, lambda is less than 1.

If the mixture is lean, lambda is greater than 1.

Rear heated oxygen sensor (HO2S), bank x (V)

Measurement range: -0.2 to +1.13.

The signal from the rear heated oxygen sensor (HO2S) to the engine control module (ECM).

Normal value when the engine is running at even load is approximately 0.6 V.

The voltage may vary between -0.2 and 0.9 V. The voltage may, during engine braking for example, drop to -0.2 V.

Measurement range: 50-4680 kPa.

The parameter indicates absolute pressure.

The engine control module (ECM) derives the pressure from the fuel pressure sensor signal. When idling, with the engine at operating temperature and in neutral, the value should be approximately 400 kPa.

HINT: The value must follow "Fuel pressure, desired value".

Fuel pressure, desired value (Pa)

Measurement range: 0-6553.5 kPa.

The parameter indicates absolute pressure.

The engine control module (ECM) calculates the target value for "Fuel pressure". The value indicates what the fuel pressure should be.

Fuel temperature (°C)

Measurement range: -40° to +215° C.

The engine control module (ECM) derives the temperature from the fuel temperature sensor signal. The fuel temperature sensor is integrated in the fuel pressure sensor.

Fuel pump (FP), workload (%)

Measurement range: 0-100%.

The value shows the PWM signal between the engine control module (ECM) and the fuel pump (FP) control module. A higher pulse ratio gives a higher fuel pressure. At 400 kPa the pulse ratio must be approximately 35% (5%). The values are not relevant if the battery voltage is too low.

Oil level (%)

Measurement range 0-100%.

The value indicates the oil level signal pulse ratio from the PWM signal generated by the oil level sensor. The signal passes between the engine control module (ECM) and the oil level sensor. The value must be between 17-83% depending on the oil level.

Measurement range 0-100%.

The engine control module (ECM) receives the value from the brake control module (BCM) via the Control area network (CAN). The value indicates the brake pedal position.

When the brake pedal is not affected the value is approximately 0%. The value increases as the brake pedal is pressed.

Measurement range: 0-319 km/h

The vehicle speed is shown from the brake control module (BCM) via the controller area network (CAN).

Engine cooling fan (FC) (%)

Measurement range: 0-100%

Pulse width modulation (PWM) signals transmitted by the engine control module (ECM) to the engine cooling fan (FC) control module to control the speed of the engine cooling fan (FC).

Camshaft shift angle, (intake/ exhaust) (°)

Measurement range: between -256 CA and +256 CA.

The engine control module (ECM) calculates the value by comparing the position of the camshaft with the position of the crankshaft. The value indicates the angle of the camshaft. This is the offset of the camshaft 0 position in relation to the crankshaft TDC (0). (The camshaft 0-position = the set alignment of the camshaft position with the crankshaft.)

Desired value for the camshaft shift angle, intake/exhaust

Measurement range: between -256 CA and +256 CA.

The value indicates the target value of the engine control module (ECM) for "Camshaft shift angle " (actual shift angle). The "Desired value for the camshaft shift angle" can be altered by changing the engine speed (RPM)/load.

Measurement range: between -256 CA and +256 CA.

The value indicates the difference between the "Camshaft shift angle" (actual shift angle) and the desired value for the camshaft shift angle (target value for the engine control module (ECM)). Changing the "Camshaft shift angle" is achieved by changing the engine speed (RPM)/load. The normal value varies depending on how far the camshaft is operated and the temperature/grade of the engine oil, although the value must never deviate by more than between 10 degrees for longer than approximately 4 seconds.

Camshaft adaptation, intake/exhaust (CA)

Measurement range: between -511 to +511 degrees.

The value indicates the camshaft deviation from the basic setting.

The value is 0 degrees when the camshaft position (angle) corresponds with the crankshaft position (angle). Normal value is 0 degrees 8 degrees.

The value is updated following adaptation of the camshaft position (angle position). The adaptation is performed when the camshaft control is not active (fully returned camshaft).

Misfire counter

The engine control module (ECM) calculates the overall total for the number of misfires affecting emissions or causing catalytic converter damage for all cylinders during a certain number of crankshaft revolutions.

The normal value is 0 (no misfiring).

Misfire counter, cyl x

The value indicates the number of misfires for each cylinder during the present operating cycle.

The value is affected by misfires which affect emissions and cause catalytic converter damage.

The normal value is 0 (no misfiring).

The value is reset when the ignition is switched off.

Coolant level sensor

The engine control module (ECM) calculates the status from the engine coolant level switch.

The status indicates the engine coolant level in the expansion tank.

If necessary the engine control module (ECM) runs an adaptation of the throttle unit by guiding the throttle to the limit positions (open/closed) so that it " learns" the parameters of that actual throttle unit.

The status indicates if the adaptation has been run or not.

OK = Adaptation of the throttle unit has run.

NOT OK = Adaptation of the throttle unit has not run.

Note. The basic conditions must be met before an adaptation of the throttle unit can be carried out.

Automatic transmission

Only vehicles that have an automatic transmission.

The engine control module (ECM) calculates the status of the signal from the transmission control module (TCM) via CAN.

ON = the gear selector is in position "D" or another gear is selected.

OFF = the gear selector is in position "P" or "N"

The cruise control must be on when reading this parameter.

OFF= resume button unaffected.

ON = resume button activated.

The cruise control must be on when reading this parameter.

OFF= SET+ unaffected.

ON = SET+ affected.

The cruise control must be on when reading this parameter.

OFF= SET- unaffected.

ON = SET- affected.

The engine control module (ECM) calculates the value from the stop lamp switch.

ON = stop lamp switch on.

OFF = stop lamp switch unaffected.

The signal transmitted by the engine control module (ECM) for activating the air conditioning (A/C) compressor relay.

OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.

ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Oil pressure sensor

The engine control module (ECM) calculates the value from the oil pressure switch signal.

ON = the oil pressure switch circuit is closed, signal to the driver information module (DIM) via CAN for lit oil pressure warning lamp.

OFF = the oil pressure switch circuit is open, signal to the driver information module (DIM) via CAN for oil pressure warning lamp not lit.

C/L= Closed Loop, fuel trim is active

O/L = Open Loop, fuel trim is not active

OFF = The engine control module (ECM) does not request fuel pump (FP) relay activation.

ON = The engine control module (ECM) requests fuel pump (FP) relay activation via CAN to the central electronic module (CEM).

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The Engine control module (ECM) receives information about the current boost pressure via the boost pressure sensor.

The actual value must correspond to the desired value 50hPa.

Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).

The engine control module (ECM) receives information about the current throttle angle via the throttle position sensor, speed (RPM), engine load, knocks etc. These parameters are used to calculate the boost pressure that is permitted in various operating conditions.