Description Of Parameters

HINT: Not all the parameters that are described need to be implemented in the control module. This varies between different versions and markets.

GENERAL/MISCELLANEOUS

VEHICLE SPEED (VIA CAN) (KM/H)

The value regards the actual vehicle speed and originates from a signal that is sent to the Engine Control Module (ECM) from the Brake Control Module (BCM) and/or Transmission Control Module (TCM) via CAN.

Measurement range: 0 - 260 km/h.

ENGINE SPEED (RPM)

The value regards the actual engine speed. The Engine Control Module (ECM) calculates the speed using signals from the directly connected engine speed (RPM) sensor.

Measurement range: 0 - 10 400 RPM.

Normal value: 850 ± 50 RPM with hot engine.

HINT: Idle speed varies depending on the engine coolant temperature.

ENGINE COOLANT TEMPERATURE (°C)

The value indicates the actual engine temperature. The Engine Control Module (ECM) calculates the temperature using signals from the directly connected engine coolant temperature sensor.

Measurement range: -40 - 125°C.

Normal value: With warmed up engine at idle the temperature deviates between 85 - 108°C depending on the ambient temperature.

HINT: By means of thermostat heating, temperature regulation can be demand controlled. In situations with high load and/or extremely high ambient temperature, the temperature is regulated around 15°C lower than the above normal value.

HINT: The engine is considered to be cool after the engine has been switched off for at least 10 hours. The temperature can then be compared with the ambient temperature and the difference must not be greater than ±5°C.

ELECTRIC COOLANT PUMP (RPM)

The value indicates the actual speed of the electric coolant pump which is connected to the Engine Control Module (ECM) via LIN.

Measurement range: 0 - 5 900 RPM.

Normal value: Approx 2800 RPM with hot engine at idle and maximum requested passenger compartment heat.

HINT: In a trouble-free system the value should follow "Electric coolant pump, requested speed".

ELECTRIC COOLANT PUMP, REQUESTED SPEED (RPM).

The value indicates the requested speed of the electric coolant pump which is connected to the Engine Control Module (ECM) via LIN.

Measurement range: 0 - 5 900 RPM.

Normal value: Approx 2800 RPM with hot engine at idle and maximum requested passenger compartment heat.

THERMOSTAT, ELECTRIC HEATING (%)

The value indicates the actual requested power to the directly connected heater by the thermostat.

Measurement range 0-100%.

0% = no heating.

100% = full heating.

Normal value: 0% with hot engine at idle.

HINT: Temperature regulation of the coolant temperature can be demand controlled using thermostat heating. In situations with high load and/or extremely high ambient temperature, the heater is activated to protect against too high coolant temperatures.

ENGINE OIL TEMPERATURE, CALCULATED (°C)

The value regards a calculated signal and provides information about the engine oil temperature. The temperature is calculated using signals from the engine oil temperature sensor and the coolant temperature sensor.

Measurement range: -40 - 160°C.

Normal value: 90 - 95°C with heated through engine and hot coolant.

NOTE:

Even in the event of a fault with the oil temperature sensor, a plausible value may appear on this parameter.

HINT: Also use the parameter "Engine oil temperature" when fault tracing oil temperature related faults.

ENGINE OIL TEMPERATURE (°C)

The value regards current engine oil temperature. The signal comes from the directly connected engine oil temperature sensor (combined with the engine oil pressure sensor), which is located in the engine's oil pan.

Measurement range: -40 - 160°C.

Normal value: 90 - 95°C with heated through engine and hot coolant.

NOTE:

During the engine's heating up sequence the signal from the sensor can vary considerably. The engine should therefore be heated up before the temperature from the sensor can be trusted.

HINT: Also use the parameter "Engine oil temperature, calculated" when fault tracing oil temperature related faults.

ENGINE OIL PRESSURE (PA)

The value regards the current oil pressure. The signal comes from the directly connected engine oil pressure sensor (combined with the engine oil temperature sensor) and provides information about the oil pressure in the engine.

Measurement range: 50 - 1050 kPa.

Normal value: 150 - 270 kPa at idle with heated through engine and hot coolant. For shorter periods the pressure can be 450 kPa.

HINT: During cold starts the oil pressure, shortly after startup, can be as high as 1000 kPa. This is normal.

CONTROL VALVE, ENGINE OIL PUMP (%)

The value regards the current control signal to the control valve engine oil pump. The signal controls the valve, which, in turn, affects the pump housing size to allow the pump to create a greater glower and thus greater engine oil pressure.

Measurement range 0-100%.

0% = The control valve is not activated (return sprung position), high pump flow, high oil pressure.

100% = The control valve is fully activated, low pump flow, low oil pressure.

Normal value: 50 - 70% at idle with heated through engine.

VOLTAGE FEED CONTROL MODULE (V)

The value indicates actual voltage feed to the Engine Control Module (ECM).

Normal value: Same as battery voltage, i.e. 12.2 - 15.5 V when the alternator charges.

Measurement range 0 - 28.8 V.

MECU POWER SUPPLY (V)

The value indicates the actual power supply to the Central Electronic Module (CEM), which in turn sends the information via the CAN to the Engine Control Module (ECM).

Normal value: 12.2 - 15.5 V (same as battery voltage) when the alternator charges.

Measurement range 0 - 28.8 V.

POWER SUPPLY MODE (STATUS)

The status shows the vehicle's power supply mode. Central Electronic Module (CEM) collects information from relevant control modules and sensors, and generates the parameter. Information is stored in the Central Electronic Module (CEM) and is distributed to other control modules via the communication network that connects the Central Electronic Module (CEM) and the current control module, e.g., CAN.

The following status modes are available:

Key removed.
Key recently removed.
-Key approved.
Ignition off after Accessory position.
Accessory position.
Accessory position after Ignition on.
Ignition on.
Combustion engine running.
Combustion engine in auto-stop.
Combustion engine in start attempt.
Combustion engine in start attempt at manual start.

SENSOR POWER SUPPLY 1 (V)

The value indicates the actual power supply from the Engine Control Module (ECM) to the components that are internally connected to "power supply terminal 1".

Normal range: approximately 5 V.

HINT: The following components are connected to terminal 1: camshaft position sensor intake and engine oil pressure and temperature sensor.

SENSOR POWER SUPPLY 2 (V)

The value indicates the actual power supply from the Engine Control Module (ECM) to components that are internally connected to "power supply terminal 2".

Normal range: approximately 5 V.

HINT: The following components are connected to terminal 2: boost pressure sensor (after the compressor), engine speed (RPM) sensor, fuel pressure sensor high pressure side, camshaft position sensor exhaust, throttle unit, compressor control valve bypass, fuel pressure sensor low pressure side, A/C pressure sensor, brake vacuum sensor, neutral position sensor, Manifold Absolute Pressure (MAP) sensor as well as boost pressure and charge air temperature sensor (after turbo)

SYSTEM RELAY (STATUS)

The status indicates the actual control signal from the Engine Control Module (ECM) to the system relay.

On = the control module activates the system relay.

Off = the control module does not activate the system relay.

Normally the system relay is engaged as soon as the Engine Control Module (ECM) is powered by KL15 or "wake-up" signal from the Central Electronic Module (CEM). The relay releases when the Engine Control Module (ECM) is to be shut down, after completed run-on.

STARTER RELAY (STATUS)

The status indicates the actual control signal from the Engine Control Module (ECM) to the starter relay.

On = the control module activates the starter relay.

Off = the control module does not activate the starter relay.

TEMPERATURE CONTROL MODULE (°C)

The value indicates the actual temperature inside the Engine Control Module (ECM). The temperature sensor is integrated in the control module.

Measurement range: -40 - 140°C.

Normal value: Less than 80°C. At temperatures above 105°C the Engine Control Module (ECM) stores a DTC because the temperatures at this level can be damaging to the control module.

OUTSIDE TEMPERATURE (°C)

The value indicates the current ambient temperature. The temperature is calculated by the signal from the directly connected outdoor temperature sensor which is located in a door mirror.

Measurement range: -40 - 215 °C.

LOAD (%)

Indicates the engine's filling ration where 100% corresponds to 100 kPa air pressure in the intake manifold.

HINT: When the engine is not overcharged the value can reach a maximum of 100%. During overcharging, e.g. using the turbo, the value can exceed 100%.

Normal value: 80% at idle.

CALCULATED LOAD (%)

The value indicates how much of the available load is currently used. Measured in percentage of maximum available torque at the current speed.

Measurement range 0-100%.

Normal value: 15% at idle.

HINT: The value at idle varies depending on which electrical loads (power consumers) are active.

TIME SINCE ENGINE START (S)

The value indicates the time in seconds since the engine was started in the given operating cycle.

HINT: Autostop does not mean that the counter is reset, it only regards the starter with starter button.

Measurement range: 0 - 65 535 s.

ATMOSPHERIC PRESSURE (PA)

The value indicates the actual atmospheric pressure. The value is calculated by the signal from the atmospheric pressure sensor which is integrated in the Engine Control Module (ECM).

Measurement range: 0 - 255 kPa.

Normal value: At sea level the pressure is 101.3 kPa.

HINT: Greater heights produce a lower atmospheric pressure.

ENGINE COOLING FAN (%)

The value indicates the actual control signal to the engine cooling fan and its control unit.

Measurement range 0-100%.

HINT: The engine cooling fan is off up to 7% on the control signal.

AIR CONDITIONING (A/C) PRESSURE (PA)

The value indicates the actual A/C pressure on the climate unit's high pressure side. The value is calculated by the signal from the directly connected A/C pressure sensor. The pressure regards absolute pressure.

Measurement range: 0 - 3200 kPa.

Normal value: 550 - 1 000 kPa at idle, depending on cooling demand (the difference between the ambient temperature and the requested temperature in the passenger compartment).

AIR CONDITIONING (A/C) COMPRESSOR (%)

The value indicates the actual control signal to the AC compressor.

Measurement range 0-100%.

0% = A/C compressor is off.

100% = A/C compressor at full power.

Normal value: 35 - 80% depending on demand from the climate units.

HINT: A/C compressor is off up to 30% on the control signal.

AC RELAY (STATUS)

Shows current status of the A/C relay.

Activated = the relay is actuated and the circuit is closed (A/C compressor is energized).

IGNITION ADVANCE (°BTDC)

The value indicates the actual ignition advance and is calculated from the engine speed (RPM) sensor signal.

Measurement range: -20 - 62° CA before top dead center.

Normal value at idle varies with coolant temperature.

MISFIRE COUNTER CATALYTIC CONVERTER DAMAGE, TOTAL

The value indicates the number of misfires with negative affect on the catalytic converter that are registered during the current driving cycle.

Normal value: 0, i.e. no misfires.

HINT: The value is reset every driving cycle.

MISFIRE COUNTER EMISSIONS IMPACT, TOTAL

The value indicates the number of misfires with emission impact that are registered during the current driving cycle.

Normal value: 0, i.e. no misfires.

HINT: The value is reset every driving cycle.

MISFIRE COUNTER CYLINDER X, AVERAGE

The value indicates a calculated average value of the number of misfires registered during the last 10 operating cycles on the relevant cylinder. Both misfires with impact on the catalytic converter and emissions are included in the calculation.

Normal value: 0, i.e. no misfires.

HINT: The value is reset when the DTCs in the Engine Control Module (ECM) are erased.

HINT: Firing order for the cylinders: 1-3-4-2.

CAMSHAFT SHIFT ANGLE, INTAKE (CA)

The value indicates the actual shift angle on the camshaft on the intake side. The control module calculates the value using the signals from the engine speed (RPM) sensor (crankshaft position) and the camshaft position sensor (camshaft position).

Measurement range: 0 - 100° CA.

Normal value: Approx. 0% with hot engine at idle.

The value indicates how much the camshaft is deployed. When the camshaft is in its 0-position (camshaft not deployed), the angle is 0° CA. When the camshaft is fully deployed, the angle is approx. 50° CA.

HINT: The value must follow the parameter "Camshaft shift angle, intake desired value".

CAMSHAFT SHIFT ANGLE, INTAKE DESIRED VALUE (CA)

The value indicates the actual requested shift angle on the camshaft on the intake side.

Measurement range: 0 - 100° CA.

Normal value: Approx. 0% with hot engine at idle.

CAMSHAFT ADAPTATION, INTAKE (CA)

The value indicates the camshaft's deviation from the default setting by calculating the position of the camshafts in relation to reference positions from the crankshaft. The value is 0° when the camshaft position (angle position) corresponds with the crankshaft's position (angle position).

Measurement range: 0 - 100° CA.

Normal value: 44° CA (±8° CA).

HINT: The value is updated following adaptation of the camshaft position. The adaptation is carried out when the camshaft control is not active (fully returned camshaft).

CAMSHAFT POSITION, INTAKE (CA).

The value indicates the camshaft's actual angle. The value is used to calculate the difference between the camshaft position and camshaft adaptation which then indicates the camshaft's shift angle.

Normal value: 44° CA (± 8° CA).

CAMSHAFT SHIFT ANGLE, EXHAUST (CA)

The value indicates the actual shift angle on the camshaft on the exhaust side. The control module calculates the value using the signals from the engine speed (RPM) sensor (crankshaft position) and the camshaft position sensor (camshaft position).

Measurement range: 0 - 100° CA.

Normal value: Approx. 0% with hot engine at idle.

HINT: The value must follow the parameter "Camshaft shift angle, exhaust setpoint value".

CAMSHAFT SHIFT ANGLE - EXHAUST, DESIRED VALUE (CA)

The value indicates the actual requested shift angle on the camshaft on the exhaust side.

Measurement range: 0 - 100° CA.

Normal value: Approx. 0% with hot engine at idle.

CAMSHAFT ADAPTATION, EXHAUST (CA)

Measurement range: 0 - 100° CA.

Normal value: 74° CA (±8° CA).

HINT: The value is updated following adaptation of the camshaft position. The adaptation is carried out when the camshaft control is not active (fully returned camshaft).

PEDALS/THROTTLE

BRAKE LIGHT SWITCH, STATUS

Shows current of brake light switch. Status corresponds to the signal from the directly connected brake light switch.

Active = the brake pedal is depressed enough to close the brake light switch.

CLUTCH PEDAL POSITION (VIA CAN) (%)

The value indicates the actual position of the clutch pedal. The signal comes from the clutch pedal position sensor which is directly connected to the Central Electronic Module (CEM) and is sent to the Engine Control Module (ECM) via CAN.

Measurement range 0-100%.

Approx. 0% = fully released clutch pedal.

Approx. 99% = fully depressed clutch pedal.

CLUTCH PEDAL SWITCH, 75% (STATUS)

The value indicates the actual position of the clutch pedal. The signal comes from the clutch pedal switch 75%, and is directly connected to the Engine Control Module (ECM).

Active = clutch pedal switch closed.

Inactive = clutch pedal switch not closed.

In a trouble-free system, status should switch between Inactive and Active when pedal position passes 75% of full pedal movement.

ACCELERATOR PEDAL POSITION (%)

The value indicates the actual position of the accelerator pedal. The value comes from the accelerator pedal position sensor which is directly connected to the Engine Control Module (ECM) and whose signal is Pulse Width Modulated (PWM).

Measurement range 0-100%.

Approximately 7%= the accelerator pedal is completely released.

Approximately 70%= the accelerator pedal is completely depressed.

HINT: In a trouble-free system, the value should follow "Accelerator pedal position (via CAN)".

ACCELERATOR PEDAL POSITION (VIA CAN) (%)

The value indicates the actual position of the accelerator pedal. The value comes from the position sensor which is directly connected to the Central Electronic Module (CEM) and whose signal is analogue. The signal is forwarded to the Engine Control Module (ECM) via CAN.

Measurement range 0-100%.

Approximately 7%= the accelerator pedal is completely released.

Approximately 70%= the accelerator pedal is completely depressed.

HINT: In a trouble-free system, the value should follow "Accelerator pedal position".

POSITION GEAR SELECTOR (STATUS)

The status indicates the actual position of the gear selector. The signal comes form the directly connected cable between the Transmission Control Module (TCM) and the Engine Control Module (ECM).

P/N position connected = P/N position on the gear selector is active.

P/N position disconnected = P/N position on the gear selector is not active.

POSITION GEAR SELECTOR (VIA CAN)

The status indicates the actual position of the gear selector. The signal comes form the Transmission Control Module (TCM) via CAN.

P/N position connected = P/N position on the gear selector is active.

P/N position disconnected = P/N position on the gear selector is not active.

HINT: In a trouble-free system the status follows "Position gear selector".

NEUTRAL POSITION SENSOR 1 (%)

The value indicates the current position of the gear selector shaft in to the gearbox. The signal comes from the directly connected Neutral Position Sensor, sensor 1.

Measurement range 0-100%.

Normal value: approx. 45 - 55% with unaffected gear selector in neutral position.

HINT: The Neutral Position Sensor sends two signals to the Engine Control Module (ECM) about the position on the gear shaft control.

NEUTRAL POSITION SENSOR 2 (%)

The value indicates the current position of the gear selector shaft in to the gearbox. The signal comes from the directly connected Neutral Position Sensor, sensor 1.

Measurement range 0-100%.

Normal value: approx. 36 - 44% with unaffected gear selector in neutral position.

HINT: The Neutral Position Sensor sends two signals to the Engine Control Module (ECM) about the position on the gear shaft control.

THROTTLE POSITION (%)

The value indicates the actual throttle position. The signal comes from the directly connected position sensor in the throttle unit.

Measurement range 0-100%.

0% = throttle is shut.

100% = throttle is fully open.

The throttle is set to the open position with the ignition on.

HINT: In a trouble-free system, the value should follow "Throttle position, setpoint value".

HINT: Also see "Throttle position, circuit 1" and "Throttle position, circuit 2".

THROTTLE POSITION, DESIRED VALUE (%)

The value indicates the actual requested opening on the throttle.

Measurement range 0-100%.

0% = throttle is shut.

100% = throttle is fully open.

The throttle is set to the open position with the ignition on.

THROTTLE POSITION, CIRCUIT 1

The value indicates the actual throttle position. The signal comes from the directly connected position sensor, sensor 1, in the throttle unit.

Measurement range -3 - 130%.

0% = throttle is shut.

100% = throttle is fully open.

Normal value: Approx 12% corresponds to closed position, approx 80% corresponds to open position (mechanical limit positions).

HINT: In a trouble-free system it is the position from the sensor in circuit 1 that is used by the Engine Control Module (ECM) for inter calculating and regulation. If the control module detects a fault with the sensor in circuit 1 the position from the sensor in circuit 2 is used instead.

THROTTLE POSITION, CIRCUIT 2

The value indicates the actual throttle position. The signal comes from the directly connected position sensor, sensor 2, in the throttle unit.

Measurement range -4 - 140%.

0% = throttle is shut.

100% = throttle is fully open.

Normal value: Approx 30% corresponds to closed position, approx 85% corresponds to open position. (mechanical limit positions).

FUEL

FUEL LEVEL (VIA CAN) (%)

The value indicates the actual fuel level in the fuel tank. The signal, which comes from the fuel level sensor which is directly connected to the Central Electronic Module (CEM), is sent to the Engine Control Module (ECM) via CAN.

0% = empty fuel tank.

100% = full fuel tank.

FUEL PUMP LOW PRESSURE SIDE (STATUS)

The status regards the signal that the Engine Control Module (ECM) sends to the Central Electronic Module (CEM) via CAN with the request to supply voltage to the fuel pump control module and the fuel pump for the low pressure side.

On = Request for voltage supply is active.

Off = Request for voltage supply is not active.

Normal value: On. In a trouble-free system the request is active when the combustion engine is running.

FUEL PUMP LOW PRESSURE SIDE, WORKLOAD (%)

The value indicates the actual control signal to the fuel pump control module for the low pressure side.

Measurement range = 0 - 100%.

Normal value: 50% (±10%) at idle with hot engine. Working range is 10 - 85%.

FUEL PRESSURE LOW PRESSURE SIDE (PA)

The value indicates the actual fuel pressure on the low pressure side and is calculated by the signal from the directly connected fuel pressure sensor on the low pressure side. The pressure regards absolute pressure.

Measurement range: 0 - 1000 kPa.

Normal value: 500 - 530 kPa with hot engine at idle in neutral. In the event of extreme heat, the requested pressure can be as high as 720 kPa.

HINT: In a trouble-free system, the value should follow "Fuel pressure low pressure side, setpoint value".

FUEL PRESSURE LOW PRESSURE SIDE, SETPOINT VALUE (PA)

The value indicates the actual requested fuel pressure on the low pressure side. The pressure regards relative pressure.

Measurement range: 0 - 900 kPa.

Normal value: 400 - 430 kPa with hot engine at idle in neutral. In the event of extreme heat, the requested pressure can be as high as 620 kPa.

FUEL TEMPERATURE LOW PRESSURE SIDE (°C)

The value indicates the temperature of the fuel on the low pressure side. The temperature is a calculated temperature.

Measurement range: -40 - 120°C.

HINT: The engine is considered to be cool when the engine has been switched off for at least 10 hours. The temperature can then be compared with the ambient temperature and the difference must not be greater than ±5°C.

FUEL PRESSURE HIGH PRESSURE SIDE (PA)

The value indicates the actual fuel pressure on the high pressure side and is calculated by the signal from the directly connected fuel pressure sensor on the high pressure side. The pressure regards absolute pressure.

Measurement range: 0 - 200 MPa.

Normal value: 3 - 8 MPa with hot engine at idle in neutral. When the engine is switched off the temperature increases in the fuel rail. Thereby, the fuel pressure also increases.

HINT: In a trouble-free system, the value should follow "Fuel pressure high pressure side, setpoint value".

FUEL PRESSURE HIGH PRESSURE SIDE, SETPOINT VALUE (PA)

The value indicates the actual requested fuel pressure on the high pressure side. The pressure regards absolute pressure.

Measurement range: 0 - 200 MPa.

Normal value: 3 - 8 MPa with hot engine at idle in neutral. With the ignition on the requested pressure is 12 MPa.

FUEL TEMPERATURE HIGH PRESSURE SIDE (°C)

The value indicates the actual temperature of the fuel on the high pressure side. The temperature is a calculated temperature.

Measurement range: 0 - 160°C.

The engine is considered to be cool when the engine has been switched off for at least 10 hours. The temperature can then be compared with the ambient temperature and the difference must not be greater than ±5°C.

FUEL FLOW CONTROL VALVE (%)

The value shows the actual control signal from the Engine Control Module (ECM) to the directly connected fuel flow control valve on the fuel pump for the high pressure side.

Measurement range 0-100%.

Working range: 0 - 100 %. 0 % means that the control module closes the valve in a position when minimal pressure build-up occurs, in practice during fuel shut-off. 100 % means that the valve closes in a position when pressure build-up occurs.

Normal value: 10 - 30 % with hot engine at idle in neutral.

EVAP VALVE (%)

The value indicates the actual control signal to the directly connected EVAP valve. The control module opens the valve when the conditions to be able to drain the canister of hydrocarbons are met.

Measurement range 0-100%.

0% = closed valve.

100% = fully open valve.

The valve is normally closed immediately after the engine has started. It is closed while waiting for fuel trim to start, which requires the engine to be hot among other things. If fuel trim does not need to adjust the fuel amount, the valve opens, on the condition that the pressure on the intake manifold is less than the atmospheric pressure, which is the pressure in the fuel tank and canister.

EVAPORATIVE EMISSIONS SYSTEM (EVAP) FLOW (G/S)

The value indicates the calculated flow through the EVAP valve. The value is calculated by the control module using the EVAP valve's actual position, as well as the difference between the pressure in the tank and the intake manifold.

Measurement range 0-1.5 g/s.

Normal value: 0 g/s when the EVAP valve is closed.

HINT: Greater opening of the valve, and greater pressure difference between tank and intake manifold gives a greater flow.

INTAKE

MASS AIR FLOW (G/S)

The value indicates the actual mass of air that passes through the mass air flow sensor in the intake. The signal comes from the directly connected mass air flow meter (with integrated temperature sensor).

Measurement range 0 - 655 g/s.

INTAKE AIR TEMPERATURE (°C)

The value indicates the actual temperature of the air that passes through the mass air flow sensor in the intake. The signal comes from the directly connected air temperature sensor (integrated in the mass air flow meter).

Measurement range: -40 - 130°C

Normal value: Same as outdoor temperature, eventually slightly higher depending on affects of the engine temperature.

SUPERCHARGER CLUTCH, REQUESTED POSITION (STATUS)

The value indicates the actual requested position of the directly connected supercharger clutch, i.e. the position that determines whether the compressor is to be active and rotated.

Connected = the compressor is connected.

Disconnected = the compressor is not connected.

Normal value: Disconnected with hot engine at idle in neutral.

SUPERCHARGER CONTROL VALVE BYPASS (%)

The value indicates the actual position of the directly connected supercharger control valve for bypass.

Measurement range 0-100%.

0% = the valve is closed, all air is routed into the compressor.

100% = the valve is open, no air is routed into the compressor.

Normal value: 100% with hot engine at idle in neutral.

HINT: In a trouble-free system the value should follow "Supercharger control valve bypass, requested position".

SUPERCHARGER CONTROL VALVE BYPASS, REQUESTED POSITION (%)

The value indicates the actual requested position of the supercharger control valve for bypass. The value performs the control signal that is sent to the damper motor in the valve.

Measurement range 0-100%.

0% = the valve is closed, all air is routed into the compressor.

100% = the valve is open, no air is routed into the compressor.

Normal value: 100% with hot engine at idle in neutral.

BOOST PRESSURE (AFTER COMPRESSOR) (PA)

The value indicates the actual boost pressure after the compressor. The value is calculated by the signal from the directly connected boost pressure sensor after the compressor.

Measurement range: 12 - 296 kPa.

Normal value: With ignition on the pressure is the same as atmospheric pressure.

TURBOCHARGER (TC) CONTROL VALVE (%)

The value indicates the actual requested opening of the directly connected turbo control valve.

Measurement range 0-100%.

0% = fully open valve.

100% = closed valve.

RELIEF VALVE (STATUS)

The value indicates the actual requested position of the directly connected relief valve. The valve is controlled to the open position when there is greater pressure in the turbo compared with the requested boost pressure.

Open = the valve is open.

Closed = the valve is closed.

BOOST PRESSURE (AFTER TURBO) (PA)

The value indicates the actual boost pressure after the turbo. The value is calculated by the signal from the directly connected boost pressure sensor after the turbo and charge air cooler (with integrated temperature sensor).

Measurement range: 20 - 300 kPa.

Normal value: With ignition on the pressure is the same as atmospheric pressure.

CHARGE AIR PRESSURE, SETPOINT VALUE (PA)

The value shows the actual requested charge air pressure. The pressure regards absolute pressure.

Measurement range: 40 - 300 kPa.

Normal value: Depends on driving conditions, but at idle approx. atmospheric pressure. Maximum pressure approx. 280 kPa.

CHARGE-AIR TEMPERATURE (°C)

The value indicates the actual air temperature after the turbo and the charge air cooler, ahead of the throttle. The signal comes from the directly connected Intake Air Temperature sensor (integrated in the boost pressure sensor).

Measurement range: -40 - 130°C.

AIR PRESSURE, INTAKE MANIFOLD (PA)

The value indicates the actual air pressure in the intake manifold, after the throttle. The signal comes from the directly connected air pressure sensor.

Measurement range: 12 - 292 kPa.

With ignition on the pressure is the same as atmospheric pressure.

EXHAUST

FRONT OXYGEN SENSOR, SIGNAL BANK 1

The value indicates the actual lambda at the front probe. The signal comes from the directly connected front lambda probe which is of the linear probe type.

Measurement range: 0 - 2.

Normal value: 1.

Lambda >1 = lean mix.

Lambda <1 = rich mix.

FRONT SHORT TERM FUEL TRIM, BANK 1

The value indicates the actual compensation factor for the fast part of (fuel trim).

Measurement range:-100 - 100%.

Normal value: 0% Error code limit ±20%.

The value is used to increase or reduce the injection time, depending on the deviation, to achieve lambda = 1.

HINT: The control module uses the fast and the slow compensation factors together, i.e. total fuel trim is the value of "Front fuel trim fast "multiplied by "Front fuel trim slow".

FRONT LONG TERM FUEL TRIM, BANK 1

The value indicates the actual adaptation factor for the slow part of (fuel trim).

Measurement range: -100 - 100%.

Normal value: 0% Error code limit ±20%.

The value is used to increase or reduce the injection time, depending on the deviation, to achieve lambda = 1. There are 36 adaptation ranges. The active one depends on the actual load and speed. The value indicated is the value that applies in the relevant range.

HINT: The control module uses the fast and the slow compensation factors together, i.e. total fuel trim is the value of "Front fuel trim fast "multiplied by "Front fuel trim slow".

REAR/CENTRE OXYGEN SENSOR, SIGNAL (V)

The value indicates the actual voltage in the circuit to the rear/middle oxygen sensor, which are binary probe types.

HINT: In vehicles with two probes, this value corresponds to the signal from the rear probe. In vehicles with three probes, this value corresponds to the signal from the middle probe.

Measurement range: 0 - 5 V.

Normal value: 0.5 - 0.7 V, which approximately corresponds to lambda = 1.

REAR OXYGEN SENSOR, SIGNAL (3 PROBE VERSION) (V)

The value indicates the actual voltage in the circuit to the rear oxygen sensor, which are binary probe types.

HINT: This value only applies to vehicles with three probes. For vehicles with two probes, "Rear/middle oxygen sensor, signal" must be used instead.

Measurement range: 0 - 5 V.

Normal value: 0.5 - 0.7 V, which approximately corresponds to lambda = 1.

REAR/MIDDLE OXYGEN SENSOR, HEATING (Ω)

The value indicates the actual resistance in the circuit to the heater for the rear/middle oxygen sensors.

HINT: In vehicles with two probes, this value corresponds to the resistance in the circuit to the rear probe. In vehicles with three probes, this value corresponds to the resistance in the circuit to the middle probe.

Measurement range: 0 - 100 000 Ω.

Normal value: After initial heating at maximum power (>800 Ω) during a cold start heating transfers after a minute (or minutes) to maintenance heating, corresponds to 50 - 150 Ω in the circuit.

HINT: During a cold start heating starts after a few seconds. This is to first reach the dew point with heating only from the exhaust gases.

REAR OXYGEN SENSOR, HEATING (3 PROBE VERSION) (Ω)

The value indicates the actual resistance in the circuit to the heater for the rear oxygen sensors.

HINT: This value only applies to vehicles with three probes. For vehicles with two probes, "Rear/middle oxygen sensor, heating" must be used instead.

Measurement range: 0 - 100 000 Ω.

Normal value: After initial heating at maximum power (>800 Ω) during a cold start heating transfers after a minute (or minutes) to maintenance heating, corresponds to 50 - 150 Ω in the circuit.

HINT: During a cold start heating starts after a few seconds. This is to first reach the dew point with heating only from the exhaust gases.