Signal specification (B5204T5, B5234T3, B5234T7 and B5244T3 -2004)
General
All values listed below should be measured between the respective terminal in column 1 (control module terminal) and terminal #B3 unless stated otherwise in column 6 (Other). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11 - #B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U= | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0 V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U approx. 0.4 -4 V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | ||||
| #A3 | #A3 | ||||
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | (+30°C) U=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V | ||
| #A5 | #A5 | Signal intake air temperature (IAT) sensor | (+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V | The intake air temperature (IAT) sensor is integrated in the boost pressure sensor | |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = Ubat | Preheating off: U = U bat Preheating on U=U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low =1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | ||||
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on: U=U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U=U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4 V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal | Pulse width modulation (PWM) signal U top =U bat f=250 Hz (+-12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1 V | U = 1.7 V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal (turbocharged engines only) | U = 1.96 V | U increases with increasing boost pressure | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U=U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2 exhaust camshaft | U =5 V | U = Pulsed signal U top =5 V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5 V camshaft position (CMP) sensor | U =5 V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U=U low | U=2.5 V t high =2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | PWM signal U top =U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (breakout box #A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | PWM signal U top =U bat | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (breakout box #A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Control signal for the turbocharger (TC) control valve (turbocharged engines only) | U = U bat | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5 V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor | U =5 V | ||
| #A40 | #A40 | ||||
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U=U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U=U low | ||
| #A47 | #A47 | ||||
| #A48 | #A48 | Signal (+), flywheel sensor | U=2.5 V | U= sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 3 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 5 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 4 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal connected to the chassis | |
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U=U low | ||
| #A59 | #A59 | Power supply 5 V throttle unit, potentiometers 1 and 2 | U =5 V | ||
| #A60 | #A60 | Signal ground, Air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor | U=U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50 V | Above 0.6 V or below 0.3 V | |
| #A62 | #B2 | Signal (-) rear heated oxygen sensor (HO2S) | U=U low | U=U low | |
| #A63 | #B3 | Signal ground | U=U low | Ground terminal connected to the chassis | |
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U=U low | U=U low | |
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U=U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U=2.5 V | U = sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A48 (terminal #A48 on the breakout box) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U=U low | U=U low | |
| #A68 | #B8 | Signal air conditioning (A/C) pressure sensor | U=0.9 V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | ||||
| #A70 | #B10 |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground, clutch pedal position sensor, outside temperature sensor | U=U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U=U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U=U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal, coolant level sensor | U=U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B9 | #B19 | Power supply, 5 V accelerator pedal (AP) position sensor | U =5 V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U=3.3 V Fully depressed: 100 mm U=2.2 V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1 V with unaffected accelerator pedal (AP) U=2.5-4.4 V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4 V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U=90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal crank, 50-supply | U=U low | U=U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal, accelerator pedal (AP) position sensor | U top =12 V t = 4 ms pulse ratio=8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U=U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U=2.92 V (+10° C) U=2.40V (+20° C) U=1.90 V (+30°C) U = 1.46 V | Temperature range: -40 to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | ||||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U=U low |
| #B38 | #B48 | System relay, control signal | U=U low | Relay activated: U=U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B39 | #B49 | ||||
| #B40 | #B50 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U=U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B45 | #B55 | Fuel pump (FP) activation control signal | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U=U low | Not activated U=U bat Activated: U=U low | |
| #B47 | #B57 | ||||
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated U=U bat Activated: U=U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
Signal specification (B5254T4 2004)
General
All values given below are between the terminals stated in column 1 and breakout box terminal in the Control unit) and breakout box terminal #B3 unless otherwise indicated in column 6 (Miscellaneous). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11 - #B60 on the breakout box.
Note. It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U= | DC voltage in volts (V) | U AC = | AC voltage in volts (V) |
|---|---|---|---|
| U bat = | Battery voltage (V) | F = | Frequency in Hertz (Hz) |
| U low = | Voltage approximately 0 V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| T = | Time in milliseconds (ms) | I = | Current in amperes (A) |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U approx. 0.4 -4 V | The voltage varies depending on the position of the throttle. U increases with throttle opening. | |
| #A2 | #A2 | Fuel pressure sensor signal | 350 - 400 kPa (absolute pressure) U=1.8-2 V | The voltage increases with increased fuel pressure. | |
| #A3 | #A3 | Fuel temperature sensor signal | Uapprox. 0.5 V- 4.5 V | The voltage falls with increased fuel temperature. The fuel temperature sensor is integrated in the fuel pressure sensor. | |
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | (+30°C) U=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V | ||
| #A5 | #A5 | Intake air temperature (IAT) sensor signal | (+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V | The intake air temperature (IAT) sensor is integrated in the boost pressure sensor. | |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on U=U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low = 1.2 V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | ||||
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | ||||
| #A11 | #A11 | ||||
| #A12 | #A12 | ||||
| #A13 | #A13 | Control signal, intake camshaft reset valve | Pulse width modulation (PWM) signal U top =U bat f=250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A14 | #A14 | Injector no. 5 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U = U bat | Preheating off: U = U bat Preheating on: U=U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U=U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4 V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening. | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal | Pulse width modulation (PWM) signal U top =U bat f=250 Hz (12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1 V | U = 1.7 V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal | U = 1.96 V | U increases with increasing boost pressure. | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | ||||
| #A26 | #A26 | Oil pressure switch signal | U=U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2, exhaust camshaft | U =5 V | U = Pulsed signal U top =5 V U offset = 2.5 V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5 V camshaft position (CMP) sensor | U =5 V | ||
| #A30 | #A30 | Ignition coil no. 2 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U=U low | U=2.5 V t high =2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | ||||
| #A33 | #A33 | Injector no. 4 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top =U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (#A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | Pulse width modulation (PWM) signal U top =U bat Pulse ratio 0-100% The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. | The damper motor is controlled using a pulse width modulation (PWM) signal from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (#A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Turbocharger (TC) control valve control signal | U = U bat | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5 V boost pressure sensor, air conditioning (A/C) pressure sensor, mass air flow (MAF) sensor, oil level sensor, fuel pressure sensor | U =5 V | ||
| #A40 | #A40 | Oil level sensor | Pulse width modulation (PWM) signal U top =5 V Pulse ratio 17-83% T=120 ms Pulse train with three pulses, then pause for 1.2 seconds. Pulse no. 1= oil temperature. Pulse no. 2= oil level. Pulse no. 3= oil grade. The pulse ratio for each pulse changes depending on the present: - oil temperature - oil level - oil grade. | The PWM signal is generated by the oil level sensor. | |
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) | Pulsed current signal, not measured | ||
| #A43 | #A43 | ||||
| #A44 | #A44 | ||||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U=U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U=U low | ||
| #A47 | #A47 | Signal camshaft position (CMP) sensor 1, intake camshaft | U =5 V | U = Pulsed signal U top =5 V U offset = 2.5V | The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U=2.5 V | U= sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A66 #B6) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | ||||
| #A50 | #A50 | Ignition coil no. 3 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 5 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 4 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal, connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal, connected to the chassis | |
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U=U low | ||
| #A59 | #A59 | Power supply 5 V throttle unit, potentiometers 1 and 2 | U =5 V | ||
| #A60 | #A60 | Signal ground Air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor, fuel pressure sensor, oil level sensor | U=U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) | Uapprox.0.50 V | Above 0.6 V or below 0.3 V | |
| #A62 | #B2 | Signal (-), rear heated oxygen sensor (HO2S) | U=U low | U=U low | |
| #A63 | #B3 | Signal ground | U=U low | Ground terminal, connected to the chassis | |
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U=U low | ||
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U=U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U=2.5 V | U = sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A48 (#A48) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U=U low | ||
| #A68 | #B8 | Signal air conditioning (A/C) pressure sensor | U=0.9 V (at approximately 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | ||||
| #A70 | #B10 |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground clutch pedal sensor, outside temperature sensor | U=U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U=U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U=U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal, coolant level sensor | U=U low | Low engine coolant level: U = U bat Normal engine coolant level: U = Ulow | |
| #B9 | #B19 | Power supply, 5 V accelerator pedal (AP) position sensor | U =5 V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U=3.3 V Fully depressed: 100mm U = 2.2 V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | U = 0.4 0.1 V with unaffected accelerator pedal (AP) U=2.5-4.4 V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4 V. | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U=90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal crank, 50-supply | U=U low | U=U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal, accelerator pedal (AP) position sensor | U top =12 V t = 4 ms pulse ratio=8% 2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U=U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U=2.92 V (+10° C) U=2.40V (+20° C) U=1.90 V (+30°C) U = 1.46 V | Temperature range: -40 to +30°C | |
| #B30 | #B40 | ||||
| #B31 | #B41 | ||||
| #B32 | #B42 | ||||
| #B33 | #B43 | ||||
| #B34 | #B44 | ||||
| #B35 | #B45 | ||||
| #B36 | #B46 | ||||
| #B37 | #B47 | Signal, ignition on, 15-supply | U = U bat | U = U bat | Ignition off: U=U low |
| #B38 | #B48 | System relay control signal | U=U low | Relay activated: U=U low Relay not activated: U = U bat The system relay runs on (2-5 minutes) | |
| #B39 | #B49 | ||||
| #B40 | #B50 | Control signal, leak diagnostic unit, valve | Valve activated: U = Ulow Valve not activated: U = Ubat | ||
| #B41 | #B51 | ||||
| #B42 | #B52 | ||||
| #B43 | #B53 | ||||
| #B44 | #B54 | Control signal, air conditioning (A/C) relay | Air conditioning (A/C) relay activated: U=U low Air conditioning (A/C) relay not activated: U = U bat | ||
| #B45 | #B55 | Fuel pump (FP) control signal, activation | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U=U low | Not activated U=U bat Activated: U=U low | |
| #B47 | #B57 | Control signal, fuel pump (FP) control module | PWM signal pulse ratio 35% (+/-5%) engine at operating temperature | PWM signal transmitted by the engine control module (ECM) to the fuel pump (FP) control module. The pulse ratio varies with the requested fuel pressure. | |
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated U=U bat Activated: U=U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
General tightening torque
Note. Screws coated with a locking fluid or self locking nuts must be replaced with new when reinstalled.
See the table below to find the tightening torques for components not included in the summary.
Nuts and screws which are not self locking can be reused provided that they are in good condition.
General tightening torque
| Applies to screwed joint with strength class 8.8. | |
|---|---|
| Thread | Tightening torques (Nm) |
| M5 | 5 |
| M6 | 10 |
| M7 | 17 |
| M8 | 24 |
| M10 | 50 |
| M12 | 80 |
| M14 | 130 |
Summary of tightening torques for specific components
Note. Screws coated with locking fluid or sealant must always be replaced with new screws during reinstallation.
Always use new screws and nuts when angle tightening. Any exceptions to this rule will be indicated in the method.
Angle-tightening in tight spaces.
| Exhaust bend (to the turbocharger (TC)) | 24 Nm |
|---|---|
| Cylinder head Tighten the screws in sequence from the center and outwards. | Stage 1........20 Nm Stage 2........60 Nm Stage 3........130° |
| Manifold (cylinder head side) | 25 Nm |
| Sub-frame nut (lower torque rod) | Stage 1........65 Nm Stage 2........60° |
| Pipe screws (water heated crankcase ventilation.) | 26 Nm |
| Pipe screws (coolant pipe / turbocharger (TC)) | 26 Nm |
| Pipe screws (oil pressure line / turbocharger (TC)) | 18 Nm |
| Pipe screws (oil pressure line / engine block) | 38 Nm |
| Subframe screws (start on the left-hand side, then the right-hand side) | Stage 1........105 Nm Stage 2........120° |
| Intake manifold (joint upper / lower section) | 19 Nm |
| Intake manifold (cylinder head side) | 19 Nm |
| Centre screw for the timing belt | 25 Nm |
| Knock sensor (KS) | 20 Nm |
| Piston cooling valve (piston cooling oil duct) | 35 Nm |
| Timing gear pulley (camshafts without variable valve timing) | 20 Nm |
| Timing gear pulley (camshafts with variable valve timing) | 10 Nm |
| Carrier plate | Stage 1........45 Nm Stage 2........ angle-tighten 50° |
| Intermediate section Tighten the screws in sequence from the center and outwards. | Stage 1 M10........20 Nm Stage 2 M10........45 Nm Stage 3 M8........24 Nm Stage 4 M7........17 Nm Stage 5 M10........90° |
| Torque converter | 50 Nm |
| Engine mounting Right side (M10x35 to cylinder block) | Stage 1........35 Nm Stage 2........60° |
| Engine mounting Right side (M8x23 to cylinder block) | Stage 1........20 Nm Stage 2........60° |
| Lower torque rod, gearbox screw. | Stage 1........35 Nm Stage 2........40° |
| Lower torque rod, sub-frame nut | Stage 1........65 Nm Stage 2........60° |
| Oil filter (environmental filter) | 25 Nm |
| Oil trap | 15 Nm |
| Sump plug | 38 Nm |
| Oil pump (20 countersunk M6 Allen screws hold the pump housing together) | 6 Nm |
| Oil return line (turbocharger (TC)) | 12 Nm |
| Oil pressure switch | 50 Nm |
| Stud (at exhaust port, manifold, turbocharger (TC)) | 20 Nm |
| Plug (check hole for gauging valve clearance) | 20 Nm |
| Plug (gauge hole / crankshaft seal) | 38 Nm |
| Belt tensioner (mechanical belt tensioner) | 25 Nm |
| Tensioner pulley (lever mechanical belt tensioner) | 30 Nm |
| Flywheel | Stage 1........45 Nm Stage 2........65° |
| Vibration damper | Stage 1........35 Nm Stage 2........50° |
| Temperature sensor (coolant) | 22 Nm |
| Front timing cover | 12 Nm |
| Upper timing cover | 8 Nm |
| Pressure control valve (piston cooling oil duct) | 35 Nm |
| Turbocharger (TC) (to manifold) | 25 Nm |
| Spark plugs | 30 Nm |
| Crankshaft center nut | 300 Nm |
| Connecting rod cap | Stage 1........20 Nm Stage 2........90° |
| Variable valve timing / center screw | 120 Nm |
| Variable valve timing / center plug | 35 Nm |