Signal Specification
WARNING: This page does not describe the selected car, but rather 12 other vehicles, including the 2014 Volvo XC90, 2013 Volvo XC90, 2012 Volvo XC90, 2011 Volvo XC90, and 2010 Volvo XC90. However, it is still accessible from the selected car via links, so may be relevant.
General
All values given below are between the terminals stated in column 2 (Control module terminal) and breakout box terminal #B3 unless otherwise indicated in column 6 (Miscellaneous). Control module terminals #A1-#A70 correspond to terminals #A1-#B10 on the breakout box, terminals #B1-#B50 correspond to #B11-#B60 on the breakout box.
NOTE:
It is important to connect the breakout box and check the ground terminals before taking readings.
HINT: If the numbering of the connector is different from the numbering on the breakout box, the connector number is given first, terminal #A61, followed by the breakout box number in brackets, (#B1). Example: #A61 (#B1).
| U= | DC voltage in volts (V) | UAC = | AC voltage in volts (V) |
| Ubat = | Battery voltage (V) | f = | Frequency in Hertz (Hz) |
| Ulow = | Voltage approximately 0 V | % duty = | Duty cycle (pulse ratio) as a percentage (%) |
| t = | Time in milliseconds (ms) | I = | Current in amperes (A) |
CONNECTOR A
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
| #A1 | #A1 | Throttle unit signal, potentiometer 1 (circuit 1) | U≈ 0.4-4 V | - | The voltage varies depending on the position of the throttle. U increases with throttle opening. |
| #A2 | #A2 | - | - | - | |
| #A3 | #A3 | - | - | - | |
| #A4 | #A4 | Engine coolant temperature (ECT) sensor signal | - | (+30°C) U=1.22 V (+80°C) U = 0.29 V (+100°C) U = 0.17 V |
|
| #A5 | #A5 | Intake air temperature (IAT) sensor signal | - | (+20°C) U = 3.50 V (+30°C) U = 3.00 V (+40°C) U = 2.50 V |
The intake air temperature (IAT) sensor is integrated in the boost pressure sensor. |
| #A6 | #A6 | Control signal, rear heated oxygen sensor (HO2S) preheating | U = Ubat | Preheating off: U = Ubat Preheating on U=Ulow |
|
| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal Uhigh at least 70% of Ubat Ulow =1.2V f = 100 Hz Pulse ratio = 10-95% |
- | |
| #A8 | #A8 | Control signal, preheating, bank 2, rear heated oxygen sensor (HO2S) | U = Ubat | Preheating off: U=Ubat Preheating on: U=Ulow | Not connected on the XC90 |
| #A9 | #A9 | Control signal, canister purge (CP) valve | U=Ubat | PWM signal during activation of the canister purge (CP) valve | |
| #A10 | #A10 | Signal (+) rear heated oxygen sensor (HO2S), bank 2 | - | - | Not connected on the XC90 |
| #A11 | #A11 | Signal (-) rear heated oxygen sensor (HO2S), bank 2 | - | Not connected on the XC90 | |
| #A12 | #A12 | - | - | - | |
| #A13 | #A13 | Control signal, intake camshaft reset valve | - | PWM signal Utop
=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=Ubat | t= 2-3 ms | t increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 2 control signal | U=Ubat | t= 2-3 ms | t increases with engine speed (RPM) and load |
| #A16 | #A16 | Injector no. 1 control signal | U=Ubat | t= 2-3 ms | t increases with engine speed (RPM) and load |
| #A17 | #A17 | Power supply | U=Ubat | - | Measured via the system relay |
| #A18 | #A18 | Control signal, preheating, bank 1, front heated oxygen sensor (HO2S) | U=Ubat | Preheating off: U = Ubat Preheating on U=Ulow |
|
| #A19 | #A19 | Signal ground, throttle unit, potentiometers 1 and 2 | U=Ulow | - | |
| #A20 | #A20 | Throttle unit signal, potentiometer 2 (circuit 2) | U≈ 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 Utop =Ubat f=250 Hz (±12.5 Hz) Pulse ratio 20-95% |
The pulse ratio governs control of the camshaft |
| #A22 | #A22 | Mass air flow (MAF) sensor signal | U = 1 V | U = 1.7 V | U increases with increasing air mass |
| #A23 | #A23 | Boost pressure sensor signal | U = 1.96 V | - | U increases with increasing boost pressure |
| #A24 | #A24 | Front heated oxygen sensor (HO2S), bank 1, pump current | - | - | Pulsed current supply, not measured |
| #A25 | #A25 | Front heated oxygen sensor (HO2S), bank 2, pump current | - | - | Pulsed current supply, not measured |
| #A26 | #A26 | Oil pressure switch signal | U=Ulow | U=Ubat | |
| #A27 | #A27 | Signal camshaft position (CMP) sensor 2, exhaust camshaft | U =5 V | U = Pulsed signal Utop =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=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Ignition coil no. 1 control signal | U=Ulow | U=2.5 V thigh =2.5 ms |
The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | Injector no. 4 control signal | U=Ubat | tlow =2-3 ms | t increases with engine speed (RPM) and load |
| #A33 | #A33 | Injector no. 3 control signal | U=Ubat | tlow =2-3 ms | t increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 5 control signal | U=Ubat | tlow =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 Utop =Ubat Pulse ratio 0-100%. The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. |
The damper motor is controlled from the integrated power stage in the engine control module (ECM) measured to terminal #A36 (#A36) |
| #A36 | #A36 | Control signal (-) damper motor for the throttle unit | - | Pulse width modulation (PWM) signal Utop =Ubat Pulse ratio 0-100%. The polarity of the control signal changes when the damper motor is deployed against the direction of rotation. |
The damper motor is controlled from the integrated power stage in the engine control module (ECM) measured to terminal #A35 (#A35) |
| #A37 | #A37 | Control modules communication cable (CAN H) | |||
| #A38 | #A38 | Turbocharger (TC) control valve control signal | U=Ubat | - | During turbocharger (TC) control: Pulse width modulation (PWM) signal f = 32 Hz |
| #A39 | #A39 | Sensor, power supply 5 V | U =5 V | See the relevant wiring diagram for information about connected sensors | |
| #A40 | #A40 | Oil level sensor, signal | U = Ulow | PWM signal Utop = 5 V Pulse ratio 17-83% T = 120ms Pulse train then a pause of 1.2 seconds. Pulse no. 1= oil temperature. Pulse no. 2= oil level. Pulse no. 3= oil grade. The pulse ratio for each pulse changes depending on the present: - oil temperature- oil level - oil quality. | The PWM signal is generated by the oil level sensor |
| #A41 | #A41 | Signal (+), front heated oxygen sensor (HO2S) bank 1 |
- | - | Pulsed current signal, not measured |
| #A42 | #A42 | Signal (-), front heated oxygen sensor (HO2S) bank 1 |
- | - | Pulsed current signal, not measured |
| #A43 | #A43 | Signal (+), front heated oxygen sensor (HO2S) bank 2 |
- | - | Pulsed current signal, not measured |
| #A44 | #A44 | Signal (-), front heated oxygen sensor (HO2S) bank 2 |
- | - | Pulsed current signal, not measured |
| #A45 | #A45 | Signal (+), rear knock sensor (KS) | U=Ulow | - | |
| #A46 | #A46 | Signal (+) front knock sensor (KS) | U=Ulow | - | |
| #A47 | #A47 | Signal camshaft position (CMP) sensor 1, intake camshaft | U =5 V | U = Pulsed signal Utop =5 V Uoffset =2.5V |
The frequency varies according to engine speed (RPM) |
| #A48 | #A48 | Signal (+), flywheel sensor | U=2.5 V | U= sine wave voltage Utop =5 V Uoffset =2.5V |
Measured to terminal #A66 (#B6) The frequency increases with engine speed (RPM) |
| #A49 | #A49 | Ignition coil no. 4 control signal | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A50 | #A50 | Ignition coil no. 2 control signal | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Ignition coil no. 6 control signal | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Ignition coil no. 3 control signal | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A53 | #A53 | Power ground 3 | Ulow | - | Ground terminal connected to the chassis |
| #A54 | #A54 | Power ground 2 | Ulow | - | Ground terminal connected to the chassis |
| #A55 | #A55 | Control modules communication cable (CAN L) | - | - | - |
| #A56 | #A56 | - | - | - | |
| #A57 | #A57 | - | - | - | |
| #A58 | #A58 | Signal ground, mass air flow (MAF) sensor | U=Ulow | - | |
| #A59 | #A59 | Power supply 5 V throttle unit, potentiometers 1 and 2 | U =5 V | - | |
| #A60 | #A60 | Sensor, signal ground | U=Ulow | - | See the relevant wiring diagram for information about connected sensors |
| #B1 | #A61 | Signal (+), rear heated oxygen sensor (HO2S) | U≈0.50 V | Above 0.6 V or below 0.3 V | |
| #B2 | #A62 | Signal (-), rear heated oxygen sensor (HO2S) | U=Ulow | U=Ulow | |
| #B3 | #A63 | Signal ground | U=Ulow | - | Ground terminal connected to the chassis |
| #B4 | #A64 | Signal (-) front knock sensor (KS) | U=Ulow | U=Ulow | |
| #B5 | #A65 | Camshaft position (CMP) sensor signal ground | U=Ulow | - | |
| #B6 | #A66 | Signal (-) flywheel sensor | U=2.5 V | U = sine wave voltage Utop =5 V Uoffset =2.5V |
Measured to terminal #A48 (#A48) The frequency increases with engine speed (RPM) |
| #B7 | #A67 | Signal (-) rear knock sensor (KS) | U=Ulow | - | |
| #B8 | #A68 | Air conditioning (A/C) pressure sensor signal | U=0.9 V (at 20°C) | - | U increases with pressure in the air conditioning (A/C) system |
| #B9 | #A69 | Front heated oxygen sensor (HO2S), bank 2, calibration current | - | - | Not measured |
| #B10 | #A70 | Control signal, preheating, bank 2, front heated oxygen sensor (HO2S) | U=Ubat | Preheating off: U = Ubat Preheating on U=Ulow |
CONNECTOR B
| Breakout box terminal | Control module terminal | Signal type | Ignition on | Engine idling | Other |
| #B11 | #B1 | Control modules communication cable (CAN L) | - | - | - |
| #B12 | #B2 | - | - | - | |
| #B13 | #B3 | - | - | - | |
| #B14 | #B4 | Sensor, signal ground | U=Ulow | See the relevant wiring diagram for information about connected sensors | |
| #B15 | #B5 | Signal ground, accelerator pedal (AP) position sensor | U=Ulow | ||
| #B16 | #B6 | - | - | - | |
| #B17 | #B7 | Control signal, leak diagnostic unit, pump | Pump motor running: U=Ulow Pump motor not running: U = Ubat | - | |
| #B18 | #B8 | Signal, coolant level sensor | U=Ulow | Low engine coolant level: U = Ubat Normal engine coolant level: U=Ulow |
|
| #B19 | #B9 | Power supply, 5 V accelerator pedal (AP) position sensor | U =5 V | - | |
| #B20 | #B10 | - | - | - | |
| #B21 | #B11 | 30-supply (Power supply from the battery) | U=Ubat | U=Ubat | Ignition off: U = Ubat |
| #B22 | #B12 | - | - | - | |
| #B23 | #B13 | Control module communication cable (CAN H) | - | - | - |
| #B24 | #B14 | - | - | - | |
| #B25 | #B15 | Clutch pedal sensor signal | Unaffected: U=3.3 V Fully depressed: 100 mm U=2.2 V |
- | U varies depending on the position of the clutch pedal |
| #B26 | #B16 | - | - | - | |
| #B27 | #B17 | Signal, accelerator pedal (AP) position sensor | Unaffected: U≈ 0.4 V Fully depressed accelerator pedal (AP): U≈4 V |
- | U varies depending on the position of the accelerator pedal (AP) |
| #B28 | #B18 | - | - | - | |
| #B29 | #B19 | - | - | - | |
| #B30 | #B20 | - | - | - | |
| #B31 | #B21 | - | - | - | |
| #B32 | #B22 | Diagnostic lead C-link | U=90% of Ubat | - | Other values apply if a generic fault-tracing instrument is connected to the data link connector (DLC) |
| #B33 | #B23 | Signal crank, 50-supply | U=Ulow | U=Ulow | At crank: U = Ubat |
| #B34 | #B24 | - | - | - | |
| #B35 | #B25 | Signal, accelerator pedal (AP) position sensor | Pulse width modulation (PWM) signal Utop =Ubat t=5 ms pulse ratio = 8-88% |
- | The PWM signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). |
| #B36 | #B26 | Stop lamp switch signal | When the brake pedal is depressed: U = Ubat When the brake pedal is not depressed U=Ulow |
- | |
| #B37 | #B27 | - | - | - | |
| #B38 | #B28 | - | - | - | |
| #B39 | #B29 | Signal, outside temperature sensor | (0 °C) U=4.3 V (+20 °C) U=3.5 V (+25 °C) U=3.3 V (+30 °C) U =3.0 V |
- | Temperature range: -40 to +30°C |
| #B40 | #B30 | - | - | - | |
| #B41 | #B31 | - | - | - | |
| #B42 | #B32 | - | - | - | |
| #B43 | #B33 | - | - | - | |
| #B44 | #B34 | Control signal, leak diagnostic unit, heater pad | - | Heating element activated: U = Ulow Heater pad not activated: U = Ubat | |
| #B45 | #B35 | - | - | - | |
| #B46 | #B36 | - | - | - | |
| #B47 | #B37 | Signal, ignition on, 15-supply | U=Ubat | U=Ubat | Ignition off: U=Ulow |
| #B48 | #B38 | System relay, control signal | - | U=Ulow | Relay activated: U=Ulow Relay not activated: U = Ubat The system relay runs on (2-5 minutes) |
| #B49 | #B39 | - | - | - | |
| #B50 | #B40 | Control signal, leak diagnostic unit, valve | - | Valve activated: U = Ulow Valve not activated: U = Ubat |
|
| #B51 | #B41 | - | - | - | |
| #B52 | #B42 | - | - | - | |
| #B53 | #B43 | - | - | - | |
| #B54 | #B44 | Control signal, air conditioning (A/C) relay | - | - | Air conditioning (A/C) relay activated: U=Ulow Air conditioning (A/C) relay not activated: U = Ubat |
| #B55 | #B45 | Fuel pump (FP) activation control signal | - | - | PWM signal to the central electronic module (CEM) to control the fuel pump (FP) relay |
| #B56 | #B46 | Malfunction indicator lamp (MIL) control signal | U=Ulow | Not activated: U = Ubat Activated: U=Ulow |
|
| #B57 | #B47 | - | - | - | |
| #B58 | #B48 | Control signal, engine cooling fan (FC), control modules | - | Not activated: U = Ubat Activated: U=Ulow |
The engine cooling fan (FC) is controlled by the engine control module (ECM). |
| #B59 | #B49 | - | - | - | |
| #B60 | #B50 | - | - | - |