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 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 | Turbocharged engines: Intake air temperature (IAT) sensor is integrated in the boost pressure sensor. Naturally aspirated engines: Intake air temperature (IAT) sensor is integrated in the mass air flow (MAF) sensor | |
| #A6 | #A6 | Control signal, preheating, bank 1, rear heated oxygen sensor (HO2S) | U = Ubat | Preheating off: U = U bat Preheating on U=U low | |
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal U high at least 70% of U bat U low =1.2V f = 100 Hz Pulse ratio = 10-95% | ||
| #A8 | #A8 | Control signal, preheating, bank 2, rear heated oxygen sensor (HO2S) | U = U bat | Preheating off: U = U bat Preheating on U=U low | |
| #A9 | #A9 | Control signal, canister purge (CP) valve | U = U bat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | Signal (+) rear heated oxygen sensor (HO2S), bank 2 | |||
| #A11 | #A11 | Signal (-) rear heated oxygen sensor (HO2S), bank 2 | |||
| #A12 | #A12 | ||||
| #A13 | #A13 | Control signal, intake camshaft reset valve | PWM signal U top =U bat f = 250Hz (+-12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A14 | #A14 | Injector no. 6 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 2 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U = U bat | T= 2-3 ms | T increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U = U bat | Supplied via the system relay | |
| #A18 | #A18 | Control signal, preheating, bank 1, front heated oxygen sensor (HO2S) | U = U bat | Preheating off: U = U bat Preheating on: U=U low | |
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U=U low | ||
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U approx. 4 -0.4 V | The voltage varies depending on the position of the throttle. U decreases with increasing throttle opening | |
| #A21 | #A21 | Exhaust camshaft reset valve control signal (turbocharged engines only) | Pulse width modulation (PWM) signal U top =U bat f=250 Hz (+-12.5 Hz) Pulse ratio 20-95% | The pulse ratio governs control of the camshaft | |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1 V | U = 1.7 V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal (turbocharged engines only) | U = 1.96 V | U increases with increasing boost pressure | |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), bank 1, pump current | Pulsed current supply, not measured | ||
| #A25 | #A25 | Front heated oxygen sensor (HO2S), bank 2, pump current | Pulsed current supply, not measured | ||
| #A26 | #A26 | Oil pressure switch signal | U=U low | U = U bat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2 exhaust camshaft (Turbocharged engines only) | U =5 V | U = Pulsed signal U top =5 V Uoffset=2.5V | The frequency varies according to engine speed (RPM) |
| #A28 | #A28 | Front heated oxygen sensor (HO2S), bank 1, calibration current | Not measured | ||
| #A29 | #A29 | Power supply, 5 V camshaft position (CMP) sensor | U =5 V | ||
| #A30 | #A30 | Ignition coil no. 5 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U=U low | U=2.5 V t high =2.5 ms | The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | Injector no. 4 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A33 | #A33 | Injector no. 3 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 5 control signal | U = U bat | T low =2-3 ms | T increases with engine speed (RPM) and load |
| #A35 | #A35 | Control signal (+) damper motor for the throttle unit | PWM signal U top =U bat | The damper motor is controlled from the integrated power stage in the engine control module (ECM) measured to terminal #36 (breakout box terminal #A36) | |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | PWM signal U top =U bat | The damper motor is controlled from the integrated power stage in the engine control module (ECM) measured to terminal #35 (breakout box terminal #A35) | |
| #A37 | #A37 | ||||
| #A38 | #A38 | Control signal for the turbocharger (TC) control valve (turbocharged engines only) | U = U bat | During turbocharger (TC) control: PWM signal f = 32 Hz | |
| #A39 | #A39 | Power supply 5 V, boost pressure sensor, A/C pressure sensor, mass air flow (MAF) sensor | U =5 V | ||
| #A40 | #A40 | ||||
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) bank 1 | Pulsed current signal, not measured | ||
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) bank 1 | Pulsed current signal, not measured | ||
| #A43 | #A43 | Signal (+), front heated oxygen sensor (HO2S) bank 2 | Pulsed current signal, not measured | ||
| #A44 | #A44 | Signal (-), front heated oxygen sensor (HO2S) bank 2 | Pulsed current signal, not measured | ||
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U=U low | ||
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U=U low | ||
| #A47 | #A47 | Signal camshaft position (CMP) sensor 1, intake camshaft | U =5 V | U = Pulsed signal U top =5 V U offset = 2.5 V | The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U=2.5 V | U= sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A66 (terminal #B6 on the breakout box) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | Ignition coil no. 4 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A50 | #A50 | Ignition coil no. 2 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 6 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 3 control signal | U=U low | U=2.5 V t high =2 ms | The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | U low | Ground terminal connected to the chassis | |
| #A54 | #A54 | Power ground 2 | U low | Ground terminal connected to the chassis | |
| #A55 | #A55 | ||||
| #A56 | #A56 | ||||
| #A57 | #A57 | ||||
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U=U low | ||
| #A59 | #A59 | Power supply 5 V throttle unit, potentiometers 1 and 2 | U =5 V | ||
| #A60 | #A60 | Signal ground Air conditioning (A/C) pressure sensor, boost pressure sensor, engine coolant temperature (ECT) sensor | U=U low | ||
| #A61 | #B1 | Signal (+), rear heated oxygen sensor (HO2S) bank 1 | Uapprox.0.50 V | Above 0.6 V or below 0.3 V | |
| #A62 | #B2 | Signal (-) rear heated oxygen sensor (HO2S) bank 1 | U=U low | U=U low | |
| #A63 | #B3 | Signal ground | U=U low | Ground terminal connected to the chassis | |
| #A64 | #B4 | Signal (-) front knock sensor (KS) | U=U low | U=U low | |
| #A65 | #B5 | Camshaft position (CMP) sensor signal ground | U=U low | ||
| #A66 | #B6 | Signal (-) flywheel sensor | U=2.5 V | U = sine wave voltage U top =5 V U offset = 2.5 V | Measured to terminal #A48 (terminal #A48 on the breakout box) The frequency increases with engine speed (RPM) |
| #A67 | #B7 | Signal (-) rear knock sensor (KS) | U=U low | U=U low | |
| #A68 | #B8 | Air conditioning (A/C) pressure sensor signal | U=0.9 V (at 20°C) | U increases with pressure in the air conditioning (A/C) system | |
| #A69 | #B9 | Front heated oxygen sensor (HO2S), bank 2, calibration current | Not measured | ||
| #A70 | #B10 | Control signal, preheating, bank 2, front heated oxygen sensor (HO2S) | U = U bat | Preheating off: U = U bat Preheating on: U=U low |
| Control module terminal | Breakout box terminal | Signal type | Ignition on | Engine idling | Other |
|---|---|---|---|---|---|
| #B1 | #B11 | Control modules communication cable (CAN L) | |||
| #B2 | #B12 | ||||
| #B3 | #B13 | ||||
| #B4 | #B14 | Signal ground clutch pedal position sensor, outside temperature sensor | U=U low | ||
| #B5 | #B15 | Signal ground, accelerator pedal (AP) position sensor | U=U low | ||
| #B6 | #B16 | ||||
| #B7 | #B17 | Control signal, leak diagnostic unit, pump | Pump motor running: U=U low Pump motor not running: U = U bat | ||
| #B8 | #B18 | Signal, coolant level sensor | U=U low | Low engine coolant level: U = U bat Normal engine coolant level: U=U low | |
| #B9 | #B19 | Power supply, 5 V accelerator pedal (AP) position sensor | U =5 V | ||
| #B10 | #B20 | ||||
| #B11 | #B21 | 30-supply (Power supply from the battery) | U = U bat | U = U bat | Ignition off: U = U bat |
| #B12 | #B22 | ||||
| #B13 | #B23 | Control module communication cable (CAN H) | |||
| #B14 | #B24 | ||||
| #B15 | #B25 | Clutch pedal sensor signal | Unaffected: U=3.3 V Fully depressed: 100 mm U=2.2 V | U varies depending on the position of the clutch pedal | |
| #B16 | #B26 | ||||
| #B17 | #B27 | Signal, accelerator pedal (AP) position sensor | Unaffected: Uapprox.0.4 V Fully depressed accelerator pedal (AP): Uapprox.4 V | U varies depending on the position of the accelerator pedal (AP) | |
| #B18 | #B28 | ||||
| #B19 | #B29 | ||||
| #B20 | #B30 | ||||
| #B21 | #B31 | ||||
| #B22 | #B32 | Diagnostic lead C-link | U=90% of U bat | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) | |
| #B23 | #B33 | Signal crank, 50-supply | U=U low | U=U low | At crank: U = U bat |
| #B24 | #B34 | ||||
| #B25 | #B35 | Signal, accelerator pedal (AP) position sensor | PWM signal U top =U bat t=5 ms pulse ratio = 8-88% | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) | |
| #B26 | #B36 | Stop lamp switch signal | When the brake pedal is depressed: U = U bat When the brake pedal is not depressed U=U low | ||
| #B27 | #B37 | ||||
| #B28 | #B38 | ||||
| #B29 | #B39 | Signal, outside temperature sensor | (0° C) U=2.92 V (+10° C) U=2.40V (+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 | Pulse width modulated (PWM) signal to the central electronic module (CEM) to control the fuel pump (FP) relay | ||
| #B46 | #B56 | Malfunction indicator lamp (MIL) control signal | U=U low | Not activated: U = U bat Activated: U=U low | |
| #B47 | #B57 | ||||
| #B48 | #B58 | Control signal, engine cooling fan (FC), control modules | Not activated: U = U bat Activated: U=U low | The engine cooling fan (FC) is controlled by the engine control module (ECM) | |
| #B49 | #B59 | ||||
| #B50 | #B60 |
Scheme 829
- Ignition off. Try a new accelerator pedal (AP) position sensor if no fault is found and the fault is permanent. See: «Accelerator pedal (AP), replacing»(/volvo/v70/ii-2000-2004/remont/engine-control-systems/#accelerator-pedal-mechanism-removal-installation-xc)
- Continue Refer to «Verification»(ref-431000-S31992090222011101900000)
Too-high: torque
See Too high torque