PIWIS-2 “Actual Values” (descriptions & definitions) for Diagnosis
MY 2009 with DFI (Generation II Automobiles)
-Boxster S 987S (3.4 liter engine)
-Cayman S 987CS (3.4 liter engine)
-997 Series
A010: DME supply voltage
Meaning: Supply voltage at terminal 15 on the DME control unit. If a limit value is not reached, the idle speed of the engine can be increased in order to improve the load balance.
A020: Engine speed
Meaning: The actual value of the current engine speed is measured via the pulse sender on the flywheel (60 – 2 pulses per revolution).
A030: Nominal idle speed
Meaning: Calculated default value of the DME control unit for idle speed control. The value changes when the engine is cold/warm, when air conditioning is switched on, according to the load balance of the battery, etc. When idling, the engine speed should be the same as the nominal idle speed (rpm).
A050: Engine load
Meaning: The engine load is the intake mass air flow per cylinder intake stroke in milligrams. Example: If the engine load is 147 mg/stroke, the amount of fuel injected is 10 mg per cylinder for a lambda value of 1.
A060: Ambient pressure from DME
Meaning: This value is measured by the ambient pressure sensor in the DME control unit and is used to calculate the altitude correction factor. The altitude correction factor is used to inhibit secondary air, tank vent valve and fuel tank leakage diagnosis. If the mass air flow sensor (MAF) fails, a substitute value for the air mass is formed from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.
A070: First injection time (Cyl 1)
Meaning: The injection time of the first injection for cylinder 1 in milliseconds (used to represent all other cylinders).
A080: Second injection time (Cyl 1)
Meaning: The injection time of the second injection for cylinder 1 in milliseconds (used to represent all other cylinders). A second injection only occurs in dual injection systems (e.g. cold start or full throttle).
A090: Fuel level
Meaning: The fuel level in liters is provided as the input signal via CAN. This is used as an input requirement for tank leakage diagnosis, for example, and as the freeze frame content for misfires, for example.
A100: Vehicle speed from PSM
Meaning: Current vehicle speed. The vehicle speed comes from ABS/ASR/PSM via CAN. This is used as an input requirement for various diagnoses and as freeze frame content.
A110: Air conditioner radiator fan request
Meaning: Activation of the radiator fan drivers (%) depending on the pressure in the air conditioning system.
A120: Engine radiator fan request
Meaning: Activation of the radiator fan drivers (%) depending on the coolant temperature.
A150: Total control unit operating time
Meaning: Operating time of the control unit in hours. Used as a reference for comparing freeze frame data or engine overspeed events.
A170: Distance since fault memory erased
Meaning: Distance driven in kilometers since fault memory was last erased. Used to determine when certain adaptations were reset (e.g. RKAT, FRAU, etc.).
A180: Distance with Check Engine on
Meaning: Distance driven in kilometers since the Check Engine light came on. Used to examine customer complaints.
A055: Engine load (SAEJ 1979)
Meaning: This value is between approx. 15 and 30% at idle speed (warm), while approx. 100 % should be reached at full throttle and at high engine speeds.
T010: Engine temperature
Meaning: The coolant temperature in °C is calculated from the voltage signal of the engine temperature sensor and is used to correct the DME maps in accordance with the temperature. The temperature is passed on to the gateway control unit via CAN. It is
also used as the basis for thermostat diagnosis. (The warm-up phase is monitored using a temperature model.) If there is no signal, a substitute value is formed in the DME control unit and is then displayed here.
T020: Engine temperature (measured)
Meaning: The temperature measured by the coolant temperature sensor. This value is compared with an engine temperature calculated in the DME control unit as a plausibility check. (The warm-up phase is monitored using a temperature model.) If the plausibility check is found to be OK, the engine temperature is accepted and used (see actual value
TO10: Engine temperature
In the event of a fault (electrical or plausibility), the incorrect value is displayed here, but the DME control unit uses the substitute value as the ‘engine temperature’ (see actual value ‘TO10 Engine temperature’).
T030: Engine oil temperature
Meaning: The engine oil temperature is calculated from the voltage signal of the engine oil temperature sensor and is used to enable camshaft control.
T040: Intake air temperature
Meaning: The sensor is installed in the mass air flow sensor (MAF) on naturally aspirated engines. The intake air temperature is integrated in knock control and is used to inhibit some diagnoses and plausibility checks on other temperature sensors (diagnosis).
The display range is from -38.3°C to +135.0°C.
T050: Ambient temperature (via CAN)
Meaning: The ambient temperature is transmitted from the outside temperature sensor to the front control unit (9×7) and to the DME control unit via CAN. It is used in plausibility checks on other temperature sensors and may also be used to inhibit (e.g. – tank leak tests).
T060: Engine compartment temperature
Meaning: The engine compartment temperature is calculated from the voltage signal of the engine compartment temperature sensor. It is used to activate the engine compartment purge fan (to protect components) and to reduce the formation of vapor bubbles in the fuel
T070: Engine start temperature
Meaning: The engine start temperature is required for detecting the “warm-up cycles”. The engine start temperature is the engine temperature at the start of the current driving cycle and is used to enable various diagnoses. For example, engine temperature sensor or thermostat diagnosis will only be performed in the driving cycle if the engine start temperature is below a certain value.
T080: Engine stop temperature
Meaning: Stores the temperature value recorded at the last ‘engine off’ procedure.
T090: Engine temperature (sensor)
Meaning: Voltage value of the coolant temperature sensor in volts.
T100: Engine oil temperature (sensor)
Meaning: Voltage value of the engine oil temperature sensor in volts.
T110: Intake air temperature (sensor)
Meaning: Voltage value of the intake air temperature sensor in volts
T120: Engine compartment temperature (sensor)
Meaning: Voltage value of the engine compartment temperature sensor in volts.
L010: Fuel trim mean value, bank 1 (Short Term Fuel Trim Bank 1)
Meaning: The oxygen sensing system’s mean value shows the % by which the mixture must currently be adjusted. It can undergo leaning up to -25.00 % or enrichment up to +25.00 %. These deviations are incorporated into the respective adaptation value during a mixture adaptation phase. L0l0/L020 is again drawn towards 0 %.
L020: Fuel trim mean value, bank 2 (Short Term Fuel Trim Bank 2)
Meaning: The oxygen sensing system’s mean value shows the % by which the mixture must currently be adjusted. It can undergo leaning up to -25.00 % or enrichment up to +25.00 %. These deviations are incorporated into the respective adaptation value during a mixture adaptation phase. L0l0/L020 is again drawn towards 0 %.
L030: Nominal lambda value ah. of cat. con. bank 1
Meaning: The lambda setpoint is only displayed for vehicles with LSU oxygen sensors. With LSU concepts, the lambda setpoint can be measured and controlled in limits other than lambda 1.00. The engine mainly runs in the lambda 1.00 range. Under different conditions, e.g. during cold starting, secondary air injection, catalytic converter clean-out, to protect components or even when running the engine at full throttle, the vehicle can be driven and controlled in ranges other than lambda 1.00.
L040: Nominal lambda value ah. of cat. con.bank 2
Meaning: The lambda setpoint is only displayed for vehicles with LSU oxygen sensors. With LSU concepts, the lambda setpoint can be measured and controlled in limits other than lambda 1.00. The engine mainly runs in the lambda 1.00 range. Under different conditions, e.g. during cold starting, secondary air injection, catalytic converter clean-out, to protect components or even when running the engine at full throttle, the vehicle can be driven and controlled in ranges other than lambda 1.00.
L050: Actual lambda value ah. of cat. con. Bank 1
Meaning: This is only displayed for vehicles with LSU oxygen sensors. In the DME control unit, the actual lambda value is calculated from the sensor voltage and the pump current of the LSU.
L060: Actual lambda value ah. of cat. con. Bank 2
Meaning: This is only displayed for vehicles with LSU oxygen sensors. In the DME control unit, the actual lambda value is calculated from the sensor voltage and the pump current of the LSU.
L070: Oxygen sensor (LSU) voltage ah. of cat. con. 1
Meaning: The voltage of the LSU oxygen sensor ahead of the catalytic converter is an arithmetical value from the DME control unit. The voltage is the pump voltage resulting from the pump current that arises.
L080: Oxygen sensor (LSU) voltage ah. of cat. con. 2
Meaning: The voltage of the LSU oxygen sensor ahead of the catalytic converter is an arithmetical value from the DME control unit.
The voltage is the pump voltage resulting from the pump current that arises.
L090: Oxygen sensor voltage behind cat. con. 1
Meaning: Voltage of the LSF oxygen sensor behind the catalytic converter. This value is used to compensate for LSU oxygen sensor ageing and diagnose this and to determine the status of the catalytic converter. When the catalytic converter is at operating temperature, the voltage should be approx. 0.650 volts. The voltage can increase during acceleration and can drop to 0.0 volts during inertia fuel shutoff.
Ll00: Oxygen sensor voltage behind cat. con. 2
Meaning: Voltage of the LSF oxygen sensor behind the catalytic converter. This value is used to compensate for LSU oxygen sensor ageing and diagnose this and to determine the status of the catalytic converter. When the catalytic converter is at operating temperature, the voltage should be approx. 0.650 volts. The voltage can increase during acceleration and can drop to 0.0 volts during inertia fuel shutoff.
L110: Lambda regulat. beh. cat. c. (I portion), B1
Meaning: The I portion of the oxygen sensing system indicates a long-term deviation of the centre position (‘trimming’) of the sensor ahead of the catalytic converter from lambda 1, or secondary-air entry between the sensors ahead of and behind the catalytic converter. (Centre position of the sensor behind the catalytic converter is 0.650 volts for a pre-cat value of lambda 1.) To compensate for the deviation, the pilot control system of the sensor ahead of the catalytic converter is adapted by the I portion of the sensing system behind the catalytic converter. The I portion of the oxygen sensing system behind the catalytic converter is thus one of the adaptation values for the pilot control system of the sensor ahead of the catalytic converter. Other adaptation values include the mixture adaptation values of the various load ranges (RKAT, FRAU, FRAO), for example.
L120: Lambda regulat. beh. cat. c. (I portion), B2
Meaning: The I portion of the oxygen sensing system indicates a long-term deviation of the centre position (‘trimming’) of the sensor ahead of the catalytic converter from lambda 1, or secondary-air entry between the sensors ahead of and behind the catalytic converter. (Centre position of the sensor behind the catalytic converter is 0.650 volts for a pre-cat value of lambda 1). To compensate for the deviation, the pilot control system of the sensor ahead of the catalytic converter is adapted by the I portion of the sensing system behind the catalytic converter. The I portion of the oxygen sensing system behind the catalytic converter is thus one of the adaptation values for the pilot control system of the sensor ahead of the catalytic converter. Other adaptation values include the mixture adaptation values of the various load ranges (RKAT, FRAU, FRAO), for example.
L130: Lambda controller correction behind cat. conv. bank 1
Meaning: This value shows the adaptation of the oxygen sensing system in bank 1 to differences between the sensors ahead of and behind the catalytic converter (adaptation value). This is a measure of the oxygen sensor drift behind the catalytic converter
(fault threshold approx. +/-3.0 %). The value points to the mixture path since secondary air in the exhaust assembly ahead of the oxygen sensors or a valve lift error is the most common cause.
L140: Lambda controller correction behind cat. conv. bank 2
Meaning: This value shows the adaptation of the oxygen sensing system in bank 2 to differences between the sensors ahead of and behind the catalytic converter (adaptation value). This is a measure of the oxygen sensor drift behind the catalytic converter (fault threshold approx. +/-3.0 %). The value points to the mixture path since secondary air in the exhaust assembly ahead of the oxygen sensors or a valve lift error is the most common cause.
L150: Activated charcoal filter load
Meaning: Provides information about the degree of saturation of the activated charcoal filter. The value is normally between 0 (pure air) and 2 (fully loaded). The value is included in the oxygen sensor pilot control system and changes the amount of fuel that still has to be injected by the fuel injectors. This does not result in a control deviation of the oxygen sensing system. Some diagnoses (and short tests, e.g. catalytic converter monitoring, leak tests) cannot be performed once a certain amount is reached.
L160: Relative fuel quantity, tank venting
Meaning: This value is the quantity of fuel in % that comes from rinsing the activated charcoal filter via the tank vent valve (not via the fuel injectors) during the tank ventilation phases. 0 = canister empty, a negative value means that the mixture supplied via tank ventilation is too lean and as a result, fuel must also be injected using the fuel injectors.
L170: Tank vent. valve pulse/duty factor
Meaning: Activation of the tank vent valve using a PWM signal between 0 % and 100 % (95 % = fully open, 5 % = closed)
L300: Fuel trim adapt. close to idle (RKAT) b1 (Long Term Fuel Trim Idle Range Bank 1)
Meaning: Fuel trim adaptation close to idle speed range at a mass air flow of approx. 12 to 32 kg. 0.00 mg/stroke is shown following a reset. The adaptation range is 0.00 mg/stroke +/- 3.50 mg/stroke (mg/stroke = milligrams of fuel per intake stroke).
L310: Fuel trim adapt. close to idle (RKAT) b2 (Long Term Fuel Trim Idle Range Bank 2)
Meaning: Fuel trim adaptation close to idle speed range at a mass air flow of approx. 12 to 32 kg. 0.00 mg/stroke is shown following a reset. The adaptation range is 0.00 mg/stroke +/- 3.50 mg/stroke (mg/stroke = milligrams of fuel per intake stroke).
L320: Fuel trim lower (FRAU) b1 (Long Term Fuel Trim Under a Load Bank 1)
Meaning: The FRAU mixture adaptation is only performed when the vehicle is driving at average revs and load (average mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the ‘Fuel supply part load’ short test. Fuel trim adaptation in lower load range at a mass airflow of approx. 32 to 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % +/- 30.00 %.
L330: Fuel trim lower (FRAU) b2 (Long Term Fuel Trim Under a Load Bank 2)
Meaning: The FRAU mixture adaptation is only performed when the vehicle is driving at average revs and load (average mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the ‘Fuel supply part load’ short test. Fuel trim adaptation in lower load range at a mass airflow of approx. 32 to 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % +/- 30.00 %.
L340: Fuel trim upper (FRAO) b1 (Long Term Fuel Trim Under a Load Bank 1)
Meaning: The FRAO mixture adaptation is only performed when the vehicle is driving at high revs and load (large mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the ‘Fuel supply part load’ short test. Fuel trim adaptation in upper load range at a mass air flow in excess of approx. 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % +/- 30.00 %.
L350: Fuel trim upper (FRAO) b2 (Long Term Fuel Trim Under a Load Bank 2)
Meaning: The FRAO mixture adaptation is only performed when the vehicle is driving at high revs and load (large mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the ‘Fuel supply part load’ short test. Fuel trim
adaptation in upper load range at a mass air flow in excess of approx. 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % +/- 30.00 %.
L360: Mixture adaptation phase, bank 1
Meaning: Indicates whether fuel trim adaptation is currently possible. This requires the vehicle to be driven in one of the three adaptable load ranges. [b11111111] = yes/ [b——–] = no.
L370: Mixture adaptation phase, bank 2
Meaning: Indicates whether fuel trim adaptation is currently possible. This requires the vehicle to be driven in one of the three adaptable load ranges. [b11111111] = yes/ [b——–] = no.
L380: Mixture adaptation (RKAT) bank 1 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
L390: Mixture adaptation (RKAT) bank 2 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
L400: Fuel trim (FRAU) B1 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
L410: Fuel trim (FRAU) B2 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
L420: Fuel trim (FRAO) bank 1 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
L430: Fuel trim (FRAO) bank 2 active
Meaning: Indicates whether the adaptation is active in this range. [b11111111] = active/ [b——–] = not active
B0l0: Fuel high-pressure adaptation range 1
Meaning: The adaptation ranges 1 (at idle speed) to 5 (at full throttle) are available for the adaptation of the fuel high-pressure system
in DFI engines. 1.00 is displayed after a reset. The adaptation range is 0.75 to 1.25.
B020: Fuel high-pressure adaptation range 2
Meaning: The adaptation ranges 1 (at idle speed) to 5 (at full throttle) are available for the adaptation of the fuel high-pressure system in DFI engines. 1.00 is displayed after a reset. The adaptation range is 0.75 to 1.25.
B030: Fuel high-pressure adaptation range 3
Meaning: The adaptation ranges 1 (at idle speed) to 5 (at full throttle) are available for the adaptation of the fuel high-pressure system in DFI engines. 1.00 is displayed after a reset. The adaptation range is 0.75 to 1.25.
B040: Fuel high-pressure adaptation range 4
Meaning: The adaptation ranges 1 (at idle speed) to 5 (at full throttle) are available for the adaptation of the fuel high-pressure system in DFI engines. 1.00 is displayed after a reset. The adaptation range is 0.75 to 1.25.
B050: Fuel high-pressure adaptation range 5
Meaning: The adaptation ranges 1 (at idle speed) to 5 (at full throttle) are available for the adaptation of the fuel high-pressure system in DFI engines. 1.00 is displayed after a reset. The adaptation range is 0.75 to 1.25.
B060: Fuel high-pressure setpoint
Meaning: The fuel high-pressure setpoint in millibar, calculated by the DME control unit, is displayed here for the current engine operating state.
B070: Fuel high-pressure actual value
Meaning: The fuel high-pressure value in millibar, measured by the fuel pressure sensor, is displayed here. The flow control valve at the fuel high-pressure pump regulates the fuel pressure from approx. 40,000 mbar at idle speed up to 120,000 mbar at full throttle. The diagnosis monitors the deviation between the required and actual value.
K020: Status of cat. con. bank 1
Meaning: Dimensionless value – the result of the diagnosis from the last journey is always displayed.
K030: Status of cat. con. bank 2
Meaning: Dimensionless value – the result of the diagnosis from the last journey is always displayed.
K040: Test counter for c.c. diagnosis b1
Meaning: Counts the number of rich/lean test cycles for catalytic converter diagnosis. Once the value reaches 15, diagnosis is complete.
K050: Test counter for C.C. diagnosis b2
Meaning: Counts the number of rich/lean test cycles for catalytic converter diagnosis. Once the value reaches 15, diagnosis is complete.
H0l0: Mass air flow (MAF)
Meaning: The air mass in kg/h measured by the mass air flow sensors. A valid value is only displayed when the engine is running.
H020: Mass air flow (MAF + tank vent val.)
Meaning: The air mass in kg/h measured by the mass air flow sensors plus the air mass supplied to the intake manifold via the tank vent valve (approx. 1 to 2 kg/h).
D010: Pedal value
Meaning: The pedal sensor in the accelerator pedal reports the driver setpoint of 0.00 % to approx. 100.00 % to the DME control unit.
D020: Pedal encoder pot. 1
Meaning: Voltage value of the pedal sensor in volts.
D030: Pedal encoder pot. 2
Meaning: Voltage value of the pedal sensor in volts.
D040: Nominal throttle plate angle
Meaning: The nominal throttle valve angle is the opening angle calculated by the DME control unit (° throttle valve angle)
D060: Throttle valve pot. 1
Meaning: Voltage value of the throttle valve in volts.
D070: Throttle valve pot. 2
Meaning: Voltage value of the throttle valve in volts.
Z0l0: Ignition map RON dependent
Meaning: A value is entered here in accordance with the knock resistance of the fuel. 0 corresponds to 98 RON, 1 corresponds to 95 RON or less.
N010: Nominal intake camshaft angle
Meaning: The camshaft setpoint angle is the required angle (°crk) for the intake camshafts calculated by the DME control unit.
N020: Actual intake camshaft angle, bank 1
Meaning: The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.
N030: Camshaft deviation, bank 1
Meaning: The intake camshaft deviation (timing) is shown here.
N040: Actual intake camshaft angle, bank 2
Meaning: The actual camshaft angle is the position of the intake camshafts recorded by the hall senders. An actual value of approx. 125.00 °crk is displayed at idle speed. This value can change to approx. 85.00 °crk during acceleration at full throttle. This results in an adjustment value of approx. 0.00 °crk at idle speed and up to 40.00 °crk at full throttle.
N050: Camshaft deviation, bank 2
Meaning: The intake camshaft deviation (timing) is shown here.
M005: Engine roughness reference value
Meaning: The rough-running value of the corresponding cylinder is compared with this calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M0l0: Engine roughness cylinder 1
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M060: Engine roughness cylinder 6
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M020: Engine roughness cylinder 2
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M040: Engine roughness cylinder 4
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M030: Engine roughness cylinder 3
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M050: Engine roughness cylinder 5
Meaning: The displayed rough-running value of the corresponding cylinder is compared with a calculated reference value. If the engine roughness value is greater than the reference value, this is counted as a misfire.
M100: Ignition counter misfire detection
Meaning: When the engine is running, the misfire detection ignition counter in the B6 [Boxer, 6-cylinder] engines always counts from 0 to 3,000 ignition pulses. This corresponds to 1,000 crankshaft revolutions.
M210: Misfire counter cylinder 1
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M260: Misfire counter cylinder 6
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M220: Misfire counter cylinder 2
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M240: Misfire counter cylinder 4
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M230: Misfire counter cylinder 3
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M250: Misfire counter cylinder 5
Meaning: The misfires recorded on the respective cylinder for every 1,000 crankshaft revolutions are displayed here.
M310: Misfire counter, 10 trips, cyl. 1
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
M360: Misfire counter, 10 trips, cyl. 6
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
M320: Misfire counter, 10 trips, cyl. 2
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
M340: Misfire counter, 10 trips, cyl. 4
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
M330: Misfire counter, 10 trips, cyl. 3
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
M350: Misfire counter, 10 trips, cyl. 5
Meaning: This function also records and stores individual misfires during the last 10 trips, the total number of which was too low for entry into the fault memory.
U040: Generator controller temperature
Meaning: If certain temperature threshold values are exceeded, the generator is cut-off and its charging power is reduced. If the temperature threshold values are not reached, these protective measures are reversed and the generator can operate at full power again
O010: Oil pressure (absolute)
Meaning: Absolute engine oil pressure incl. ambient pressure. Approx. 1,000 mbar (ambient pressure) must be subtracted for the relative engine oil pressure (overpressure). This then corresponds to the value displayed on the instrument cluster.
O020: Oil pressure deviation
Meaning: The oil pressure control deviation indicates the factor. This can be negative (-l … +1).
O030: Oil pressure (sensor)
Meaning: Voltage value of the oil pressure sensor in volts.
LV0l: Status, valve lift bank 1 after short test
Meaning: Only valid after short test has been carried out! B——– = Valve lift control for this bank is OK. B11111111 = Valve lift control for this bank is faulty.
LV02: Status, valve lift bank 2 after short test
Meaning: Only valid after short test has been carried out! B——– = Valve lift control for this bank is OK. B11111111 = Valve lift control for this bank is faulty.
A065: Manifold pressure, actual value
Meaning: Value calculated from various input values (including temperatures, rpm, load, etc.).
H040: Correction factor, mass air flow
Meaning: The mass air flow (kg/h) is calculated from the pressure ahead of the throttle valve (P.amb) + pressure behind the throttle valve (PAT model) + throttle valve angle. The calculated mass air flow is compared with the mass air flow measured by the MAF sensor (mass air flow + tank vent valve + correction factors). The deviation is displayed as a percentage (max. 49.99). Limit values differ according to the load range. Deviation is in the high positive range if adaptation was performed while the engine was hot.
T130: Catalytic converter temperature
Meaning: Value calculated from various input values (including temperatures, air mass integral, etc.).
D050: Throttle valve angle
Meaning: The actual throttle valve angle is the opening angle recorded by the throttle valve potentiometer (° throttle valve angle), approx. 0.00 ° (throttle valve fully closed) to 80.00 ° (at full throttle position).
N060: Intake camshaft adjustment angle bank 1
Meaning: Adjustment value of approx. 0 °crk at idle speed and up to 40 °crk at full throttle.
N070: Intake camshaft adjustment angle bank 2
Meaning: Adjustment value of approx. 0 °crk at idle speed and up to 40 °crk at full throttle.
M110: Injector cutoff
Meaning: Shows whether injectors have been deactivated due to misfire detection. Does not show how many or which injectors. 1.0 = yes/ 0.0 = no.
O040 – Oil pressure reg. valve P/D factor
Meaning
0 % … 100 %
K010: Exhaust temperature behind catalytic converter
Meaning: From model; determined with a tuning engine. This is used as a threshold value in some diagnoses (e.g. catalytic converter
efficiency). Also used for component protection.
K012: Exhaust gas temp. before cat. bank 2
Meaning: From model; determined with a tuning engine. This is used as a threshold value in some diagnoses (e.g. catalytic converter efficiency). Also used for component protection.
A220: Request for large valve lift
Meaning: Shows whether there is a request for valve lift adjustment. Actual lift (e.g. as a result of a fault) is not shown. b 11111111 = yes/b——– = no.
K014: Exhaust temp. behind cat. bank 1
Meaning: From model; determined with a tuning engine. This is used as a threshold value in some diagnoses (e.g. catalytic converter efficiency). Also used for component protection.
SE05: Brake light switch actuated
Meaning: b11111111 = yes/b——– = no.
SE06: Brake test switch actuated
Meaning: b11111111 = yes/b——– = no.
SE0l: Clutch switch at top actuated
Meaning: b——– = yes/b11111111 = no.
SE02: Clutch switch at bottom actuated
Meaning: b11111111 = yes/ b——– = no.
N080: Camshaft control valve PWM signal bank 1
Meaning: -0 % … 100 %
N090: Camshaft control valve PWM signal bank 2
Meaning: -0 % … 100 %
A190: Engine oper. time with Check Engine on
Meaning: Time since the Check Engine light came on. Used to examine customer complaints.
A230: Kickdown detected
Meaning: b11111111 = yes / b——– = no.
A210: Fuel pump 1 activation
Meaning: b11111111 = yes / b——– = no.
A300: Engine comp. purge fan activ., stage 1
Meaning: b11111111 = yes / b——– = no.
A310: Engine comp. purge fan activ., stage 2
Meaning: b11111111 = yes / b——– = no.
K016: Exhaust temp. behind cat. bank 2
Meaning: From model; determined with a tuning engine. This is used as a threshold value in some diagnoses (e.g. catalytic converter efficiency). Also used for component protection.