Signal Specification
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 | 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 | - | U≈ 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 |
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| #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 |
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| #A7 | #A7 | Engine cooling fan (FC) control signal | Pulse width modulation (PWM) signal Uhigh at least 70% of Ubat Ulow = 1.2 V f = 100 Hz Pulse ratio = 10-95% |
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| #A8 | #A8 | - | - | - | |
| #A9 | #A9 | Control signal, canister purge (CP) valve | U=Ubat | - | 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 Utop =Ubat 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=Ubat | t= 2-3 ms | t increases with engine speed (RPM) and load |
| #A15 | #A15 | Injector no. 3 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 | - | Supplied via the system relay |
| #A18 | #A18 | Control signal, front heated oxygen sensor (HO2S) preheating | U=Ubat | Preheating off: U = Ubat Preheating on U=Ulow |
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| #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), pump current | - | - | Pulsed current supply, not measured |
| #A25 | #A25 | - | - | - | |
| #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), calibration current | - | - | Not measured |
| #A29 | #A29 | Power supply, 5 V camshaft position (CMP) sensor | U =5 V | - | |
| #A30 | #A30 | Control signal ignition coil C, cylinder 4 | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A31 | #A31 | Control signal ignition coil B, cylinder 2 | U=Ulow | U=2.5 V thigh =2.5 ms |
The frequency varies according to engine speed (RPM) |
| #A32 | #A32 | - | - | - | |
| #A33 | #A33 | Injector no. 4 control signal | U=Ubat | tlow =2-3 ms | t increases with engine speed (RPM) and load |
| #A34 | #A34 | Injector no. 2 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 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 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 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=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 | - | Pulse width modulation (PWM) signal Utop =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=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 = 2.5 V |
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 | - | - | - | |
| #A50 | #A50 | Control signal ignition coil A, cylinder 1 | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A51 | #A51 | Control signal ignition coil E, cylinder 3 | U=Ulow | U=2.5 V thigh =2 ms |
The frequency varies according to engine speed (RPM) |
| #A52 | #A52 | Control signal ignition coil D, cylinder 5 | 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 | - | |
| #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 | Signal air conditioning (A/C) pressure sensor | U=0.9 V (at approximately 20°C) | - | U increases with pressure in the air conditioning (A/C) system |
| #B9 | #A69 | - | - | - | |
| #B10 | #A70 | - | - | - |
CONNECTOR 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 |
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| #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: 100mm U = 2.2 V |
- | U varies depending on the position of the clutch pedal |
| #B26 | #B16 | - | - | - | |
| #B27 | #B17 | Signal, accelerator pedal (AP) position sensor | U = 0.4±0.1 V with unaffected accelerator pedal (AP) U=2.5-4.4 V = the accelerator pedal (AP) fully depressed On certain vehicles the accelerator pedal (AP) will be at the limit position before the signal reaches 4.4 V. |
- | U varies depending on the position of the accelerator pedal (AP) |
| #B28 | #B18 | - | - | - | |
| #B29 | #B19 | - | - | - | |
| #B30 | #B20 | - | - | - | |
| #B31 | #B21 | - | - | - | |
| #B32 | #B22 | Diagnostic lead C-link | U=90% of 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 | Utop
=12 V t = 4 ms pulse ratio=8%±2% with unaffected accelerator pedal (AP) and 50% - 90% with fully depressed accelerator pedal (AP) On certain vehicles the accelerator pedal (AP) will be at the limit before the signal reaches 90%. |
- | Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM) |
| #B36 | #B26 | Stop lamp switch signal | When the brake pedal is depressed: U = Ubat When the brake pedal is not depressed U=Ulow |
- | |
| #B37 | #B27 | - | - | - | |
| #B38 | #B28 | - | - | - | |
| #B39 | #B29 | 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 |
| #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 | - | - | ||
| #B56 | #B46 | Malfunction indicator lamp (MIL) control signal | U=Ulow | Not activated U=Ubat Activated: U=Ulow |
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| #B57 | #B47 | Control signal, fuel pump (FP) control module | - | PWM signal pulse ratio 35% (+/-5%) engine at operating temperature | Pulse width modulation (PWM) signal transmitted by the engine control module (ECM) to the fuel pump (FP) control module. The pulse ratio varies with the requested fuel pressure. |
| #B58 | #B48 | Control signal, engine cooling fan (FC), control modules | - | Not activated U=Ubat Activated: U=Ulow |
The engine cooling fan (FC) is controlled by the engine control module (ECM). |
| #B59 | #B49 | - | - | - | |
| #B60 | #B50 | - | - | - |