Group 000 : General
Engine Data, (no normalization)
Groups
001 - 009:
General Engine Data
Groups 010 - 019:
Ignition & Misfire Detection
Groups 020 - 029:
Knock Control
Groups 030 - 049:
Mixture Control, O2S Heating, Catalytic Converter
Groups 050 - 059:
Engine Speed Control
Groups 060 - 069:
Throttle Valve Control
Groups 070 - 079:
Emission Control Systems (EVAP, Sec. AIR, EGR)
Groups 080 - 085:
Control module identification
Groups 090 - 098:
Camshaft & Intake Manifold Control
Groups 099 & 100: Compatibility Groups
Groups 101 - 109:
Fuel Injection
Groups 110 - 119:
Load Registration & Boost Pressure Control
Groups 120 - 129:
Communication Between Control Modules
Groups 130 - 137:
Engine cooling
Groups 140 - 147:
BDE rail pressure system
Groups 160 - 169:
Lambda Control for SULEV-ULEV
Group
000, General Engine Data,
(no normalization)
000 1 Bank-Systems
1 Engine coolant temperature
2 Load
3 RPM
4 Voltage
5 Throttle valve potentiometer
6 Idle Air Control Valve
7 Idle Air Control Valve learning value
8 Lambda control
9 Lambda control learning value idle
10 Lambda control learning value partial load
000 2 Bank-Systems
1 Engine coolant temperature
2 Load
3 RPM
4 Throttle valve angle
5 Idle Air Control
6 Idle Air Control Valve learning value
7 Lambda control Bank 1
8 Lambda control Bank 2
9 Lambda adaptation (add) Bank 1
10 Lambda adaptation (add) Bank 2
Groups
001 - 009 General Engine
Data
General 2
Bank systems
001 RPM [1/min]
Engine coolant temperature [°C]
Lambda
control value Bank 1 [%]
Lambda
control value Bank 2 [%]
General
1-Bank-Systems
001 RPM Engine coolant temperature [1/min]
Lambda
control value (Injection adjustment) [°C]
Adjustment
requirements for basic setting [%]
xxxxxxxx
Comditions for measurement:
Coolant
RPM
2000 1/min
Throttle Closed
Lambda control:
OK
Idle
Switch closed
A/C compr.OFF
Cat temp.reached
no DTC stored in memory 1: Conditions attained 0: Conditions not
attained
002 General Systems
with Mass Airflow Sensor
RPM Load Mean
injection time Air mass
[1/min]
[%] [ms] [g/s]
This channel measures the
grams per second or airflow taken into account by the MAF sensor. Input I
have collected from tuners suggest that this is not a direct measure and
depends on other sensors, so programming may be able to affect the g/s
independent of changes to actual airflow. Nevertheless, while this may not
be a reading that can completely state the airflow your car is taking in, it
can provide a good estimate. This is a great log to look at if you suspect a
common failure, the dying MAF sensor. On a chipped car one would expect MAF
numbers to increase linearly as the car approaches redline. Your highest
numbers will be seen at or near redline and are likely to be in the
neighborhood of 160-180 g/s. Low numbers at redline such as 120 g/s are a
good indicator your MAF is on the way out. Codes may not be thrown at this
point. Terribly low or NO readings means she is dead.
002 General Systems
with intake manifold pressure sensor
RPM Load Mean
injection time Intake manifold pressure
[1/min]
[%] [ms] [mbar]
003 General Systems
with Mass Airflow Sensor
RPM Air mass Throttle valve angle (Potentiometer) Ignition angle (actual)
[1/min]
[g/s] [%] [°KW]
003 General Systems
with intake manifold pressure sensor
RPM Intake manifold pressure Throttle valve angle (Potentiometer) Ignition angle (actual)
[1/min]
[mbar] [%] [°KW]
003: Στροφές rpm, % γκάζι, γραμμάρια MAF και μοίρες αβάνς.
004 General
RPM Voltage Cooling temperature Intake
air temperature
[1/min]
[V] [°C]
[°C]
004: Θερμοκρασία νερού (3ο πεδίο), Θερμοκρασία εισερχόμενου αέρα μετά το IC (4ο πεδίο)
004 Lambda 3.1% Lambda Learned 0.0% Lambda Learned -3.1% Tank Vent 1.02
005 General
RPM Load Speed
Operating
condition
[1/min]
[%] [km/h] Text (Idle,
partial load, full load, SA, BA) [1]
006 General
RPM Load Intake
air temperature Altitude correction
[2]
[1/min]
[%] [°C]
[%]
007 General BDE
RPM Load Intake
manifold pressure Mass Airflow Sensor Pressure
bake booster
[1/min]
[%] [mbar] [mbar]
008 General
Condition
brake Supply voltage Condition vacuum pump for brake Pressure bake booster
activated / not activated [V]
Pump ON / Pump OFF [mbar]
009
Groups
010 - 019: Ignition & Misfire Detection 010 Ignition
RPM Load Throttle
valve angle (Potentiometer) Ignition
angle (actual)
[1/min]
[%] [%]
[°KW]
011 Ignition
RPM Coolant temperature Intake air temperature Ignition angle (actual)
[1/min]
[°C] [°C]
[°KW]
012 Distributor adjustment
RPM Load No.
of crankshaft tooth at camshaft flank low->high No. of crankshaft tooth at camshaft flank low->high
[1/min]
[%] [xx]
[xx]
013
014 Misfire recognition
RPM Last Misfire
counter Misfire recognition
[1/min]
[%] [n]
Text activated / locked
015 Misfire recognition
Counter
Cyl.. 1 Counter Cyl. 2 Counter Cyl. 3 Misfire recognition
[n] [n] [n] Text:
activated / locked
016 Misfire recognition
Counter
Cyl.. 4 Counter Cyl. 5 Counter Cyl. 6 Misfire recognition
[n] [n] [n] Text:
activated / locked
017 Misfire recognition
Counter
Cyl.. 7 Counter Cyl. 8 Counter Cyl. 9 Misfire recognition
[n] [n] [n] Text
activated / locked
018 Load / RPM window misfire recognition (if no
misfire recognized: 0 at all positions)
Lower
RPM limit Upper RPM limit Lower RPM limit Upper RPM limit
[n] [n] [%] [%]
019 Misfire recognition
Counter
Cyl. 10 Counter
Cyl. 11 Counter
Cyl. 12 Misfire
recognition
[n] [n] [n] Text: activated
/ locked
Groups
020 - 029: Knock Control 020
Knock control [1]
Ignition
angle retard Cyl. 1 Ignition
angle retard Cyl. 2 Ignition
angle retard Cyl. 3 Ignition
angle retard Cyl.4
[°KW]
[°KW] [°KW] [°KW]
Channel 20: Ignition Knock
Control-Timing Retard for Each Cylinder
This channel is very straight
forward. You should see a field of 0s everywhere with a few possible spikes in
retard up to 6 degrees retard. The number 0 in each of the cylinder boxes
indicates NO timing retard is taking place. This means no timing is having to be
removed by the computer as it senses knock. Now, what if you see some random
numbers like "1.5" and "3" every once in awhile? This should be fine. If you
were a tweaker, ideally you would want to find that point where you are able to
use the most timing without triggering problems. Since most people do not mess
with timing adjustments, we want to see as close to zero as possible though.
Timing retard of greater than "6" would have me worried and I would want some
further investigation and adjustments made. Running overly aggresssive timing
will result in lower power (BTDC is adjusted down based on knock activity in
channel 20) and is a major player in engine destruction.
021 Knock control
Ignition
angle retard Cyl. 5 Ignition
angle retard Cyl. 6 Ignition
angle retard Cyl. 7 Ignition
angle retard Cyl. 8
[°KW]
[°KW] [°KW] [°KW]
022 Knock control
RPM Load Ignition
angle retard Cyl. 1 Ignition
angle retard Cyl. 2
[1/min]
% [°KW] [°KW]
023 Knock control
RPM Last Retard
Cyl. 3 Retard
Cyl. 4
[1/min]
[%] [°KW]
[°KW]
024 Knock control
RPM Last Retard
Cyl. 5 Retard
Cyl. 6
[1/min]
[%] [°KW]
[°KW]
024 Lambda -0.8% Lambda 0.0% Lambda -3.1% temperature 79.5°C
025 Knock control
RPM Last Retard
Cyl. 7 Retard
Cyl. 8
[1/min]
[%] [°KW]
[°KW]
026 Knock control, knock sensor voltage (amplifier
factor included)
Cyl.. 1 Cyl.. 2 Cyl.. 3 Cyl.. 4
[V] [V] [V]
[V]
027 Knock control, knock sensor voltage (amplifier
factor included)
Cyl.. 5 Cyl.. 6 Cyl.. 7 Cyl.. 8
[V] [V] [V]
[V]
028 Test knock sensor, short trip
RPM Load Coolant
temperature Result
[1/min]
[%] [°C]
Text:Test ON /Test OFF/ Sys. OK / Sys. not
OK
029
Groups
030-049: Mixture Control, O2S Heating, Catalytic
Converter 030 Oxygen sensor, status 2-bank systems
Bank
1, sensor 1 Bank 1, sensor 2 Bank 2, sensor 1 Bank 2, sensor 2
xxx 4¦¦L-Control active ¦L--Sensor ready¦ L---Sensor heater ON xxx
[1] ¦¦L- Control active ¦L-- Sensor ready L--- Sensor heater ON xxx
4¦¦L- Control active ¦L-- Sensor ready L--- Sensor heater ON xxx 4¦¦L-
Control active ¦L-- Sensor ready L--- Sensor heater ON
030 Oxygen sensor, status 1- bank systems
Bank
1, sensor 1 Bank 1, sensor 2
xxx 4¦¦L- Control
active ¦L-- Sensor ready L--- Sensor heater ON xxx 4¦¦L- Control active ¦L-- Sensor ready L---
Sensor heater ON
031 Oxygen sensor voltage 2- bank systems
Bank
1, sensor 1 Bank 1, sensor 2 Bank 2, sensor 1 Bank 2, sensor 2
[V] [V]
[V] [V]
031: Λάμδα, πραγματική τιμή (1ο πεδίο), στόχος (2ο πεδίο)
031 Oxygen sensor voltage 1- bank systems
Bank
1, sensor 1 Bank 1, sensor 2
[V] [V]
031 Linear oxygen sensors 2- bank systems
Lambda
actual value Bank 1 Lambda specified
value Bank 1 Lambda actual value Bank
2 Lambda specified valueBank
2
[] [] [] []
031 Linear oxygen sensors 1- bank systems
Lambda
actual value Bank 1 Lambda specified valueBank 1
[]
Channel 31: Lambda Reading or A/F Ratio
This
value is particularly important to be viewed and interpreted only when the
car is under full throttle input as lifting up on the throttle will result
in funky numbers. Take your log in third gear (or higher if your local
authorities will allow) from 2500rpm or so until redline. The values you
will see are: 1 = 14.7:1 ratio, .85 = 12.5:1 ratio, .75 = 11:1 ratio. As you
have probably figured, simply multiply the lambda value by 14.7 to obtain
the ratio. A car that runs 14:1 (lambda value of about .95) all the way up
to redline on increased boost is running a bit lean. Conversely, a car that
is running 10:1 (lambda value of about .70) from idle to redline is running
a bit rich. Remember that lean is your ultimate enemy. Running too lean for
too long will spell disaster for the motor. Ideally you would like to see
the A/F pass linearly from the factory 14.7:1 at idle towards 13:1 in the
mid rpms (3500rpm or so) to at least 12:1 at redline (NOTE: New FSI
platforms are running approximately 10.5:1 at WOT). This would show a car
that is getting good fuel mileage under easy driving, but richens up nicely
as you wind it out under full throttle to redline. This would make you feel
at ease driving the car under high load conditions at high speeds (freeway
cruising at 120mph) or using the car for frequent track days.
[]
032 Oxygen sensors learning values (maximum value)
2- bank systems
Bank
1, sensor 1, idle Bank 1, sensor 1, partial
load Bank 2, sensor 1, idle Bank 2, sensor 1, partial load
[%] [%] [%] [%]
032 Oxygen sensors learning values (maximum value)
1- bank systems
Bank
1, sensor 1, idle Bank 1, sensor 1,
partial load
[%] [%]
033 Lambda control value 2- bank systems
Bank
1, control value Bank 1, Oxygen sensor
voltage Bank 2, control value Bank 2, knock sensor voltage
[%] [V] [%] [V]
033 Lambda control value 1- bank systems
Bank
1, control value Bank 1, Oxygen sensor
voltage
[%] [V]
033 Linear oxygen sensor control value 2- bank systems
Bank
1, control value Bank 1, sensor voltage
before cat. converter of a broad band sensor Bank 2, control value Bank 2, sensor voltage before cat. converter of a broad band sensor
[%] [V] [%] [V]
034 Oxygen sensor aging test Bank 1 or Bank 3
before catalytic converter, short trip
RPM Exhaust gas / cat. converter
temperature Length of period Result
[1/min]
[°C] [s]
Text:Test ON/Test OFF/B1-S1 OK/B1-S1 not OK or:B3-S1 OK /B3-S1 not OK
034 Oxygen sensor aging test Bank 1 or Bank 3
before cat. converter for linear oxygen sensors. short trip
RPM Exhaust gas / cat. converter
temperature Dynamic factor Result
[1/min]
[°C] 2000 RPM 0,8SENSOR NEW 1,99 Text:Test
ON/Test OFF/ B1-S1 OK/B1-S1 not OK or
B3-S1 OK ./B3-S1 not OK
034: Θερμοκρασία καταλύτη (2ο πεδίο)
035 Oxygen sensor aging test Bank 2 or Bank 4
before cat. converter, short trip 2-bank
systems
RPM Exhaust gas / cat. converter
temperature Length of period Result
[1/min]
[°C] [s]
Text:Test ON/Test OFF/ B2-S1 OK/B2-S1 not OKor B4-S1 OK/B4-S1 not OK
035 Oxygen sensor aging test Bank 2 or Bank 4
before cat. converter for linear oxygen sensors, short
trip 2- bank systems
RPM Exhaust gas / cat. converter
temperature Dynamic factor Result
[1/min]
[°C] [
] Text:Test ON/Test OFF/B2-S1 OK /B2-S1 not OK or:B4-S1
OK/B4-S1 not OK
035 Oxygen sensor aging test Bank 2 before cat. converter 1- bank
systems
036 Oxygen sensor readiness after cat. converter, short trip 2-
bank systems
Bank
1, sensor 2 Result Bank
2, sensor 2 Result
Sensor
voltage Text:Test ON/Test OFF/B1-S2 OK/B1-S2 not OK or: B3-S2
OK/B3-S2 not OK Sensor voltage Text:Test
ON/Test OFF/ B2-S2 OK/B2-S2 not OK or:B4-S2 OK/B4-S2 not OK
036 Oxygen sensor readiness after cat. converter, short trip 1-
bank systems
Bank
1, sensor 2 Result
Sensor
voltage 2000 RPM 0-1 VOLT Text:Test ON/Test OFF/ B1-S2
OK./B1-S2 not OK.
037 Oxygen sensors, short trip
Last
Bank 1: Oxygen sensor voltage after cat. converter Bank 1: TV
shift Result
[%] [V] [ms] Text:Test ON/Test OFF/ Sys. OK/Sys.
not OK
037 Linear oxygen sensors, short trip
Last
Bank 1: Oxygen sensor voltage after cat. converter Bank 1: D
Lambda Result
[%] [V] [
] Text:Test
ON/Test OFF/Sys. OK/Sys. not OK
038 Oxygen sensors, short trip 2- bank systems
Last
Bank 2: Oxygen sensor voltage after cat. converter Bank 2: TV
shift Result
[%] [V] [ms] Text:Test ON/Test OFF/ Sys OK/Sys. not
OK
038 Linear oxygen sensors, short trip 2- bank systems
Last
Bank 2: Oxygen sensor voltage after cat. converter Bank 2: D
Lambda Result
[%] [V] [
] Text: Test ON/Test OFF/
Sys OK/Sys. not OK
038 Oxygen sensors 1- bank systems
Not
used
039 Sensor exchange after cat. converter
short trip
Air
mass Bank 1: sensor voltage Bank 2 sensor voltage Result
[g/s] [V] [V] Text:Test
ON/Test OFF/ Sys OK/Sys. not OK
040 Oxygen sensor heaters resistor Combined wires
and heaters 2- bank systems
Heater
resistor Condition Heater resistors Condition
Banks
1+2, sensor 1 [?] Text:Heater before cat. ON/ Heater before cat. OFF Banks 1+2, sensor 2 [?] Text:Heater
before cat. ON/ Heater before cat. OFF
040 1- bank systems
Not
used
041 Oxygen sensor heater 1- bank systems
Resistor
Condition or duty cycle Resistors Condition
Bank
1, sensor 1 [?] Text:Heater before cat. ON/ Heater before cat. OFFor:sensor 1 [%] Bank 1, Sensor 2 [?] Text:Heater
after cat. ON/ Heater after cat. OFF
042 Oxygen sensor heaters, separate wires of
heaters 2- bank systems
Resistor
Condition or duty cycle Resistors Condition
Bank
2, Sensor 1 [?] Text:Heater before cat. ON/ Heater before cat. OFF or:Sensor
1 [%] Bank 2, Sensor 2 [?] Text:Heater
after cat. ON/ Heater after cat. OFF
043 Oxygen sensor ageing after cat. converter, linear oxygen sensors, short trip Bank 1
RPM Exhaust gas / cat. converter
temperature Oxygen sensor voltage Result
[U/min]
[°C] [V]
Text:Test ON/Test OFF/ B1-S2 OK/B1-S2 not OK Or:B3-S2 OK/B3-S2 not OK
044 Oxygen sensor ageing after cat. converter, short trip Bank
2
RPM Exhaust gas / cat. converter
temperature Oxygen sensor voltage Result
[U/min]
[°C] [V]
Text :Test
ON/Test OFF/B2-S2 OK /B2-S2 not OK
Or:B4-S2 OK/B4-S2 not OK
044 1-bank systems
045 NOx memory cat. converter
Bank 1, short trip NOx memory cat. converter Bank 2
Factor
memory entry NOx Result Factor memory entry NOx Result
Text:Test ON/Test OFF/Sys. OK/Sys.
not OK Text:Test ON/Test OFF/Sys. OK/Sys. not
OK
046 Cat. converter
conversion test Bank 1 or Bank 3, short trip
RPM Cat. converter
temperature Measuring value cat. Converter
conversion Result
[1/min]
[°C] OVER 400°C UNDER 0.50 Text:Test
ON/Test OFF/Cat B1 OK/Cat B1 not OKor:Cat B3 OK/Cat
B3 not OK
047 Cat. converter
conversion test Bank 2 or Bank 4, short trip 2-Bank-Systems
RPM Cat. converter
temperature Measuring value cat.
Converter conversion Result
[1/min]
[°C] Text:Test ON/Test OFF/Cat B2
OK/Cat B2 not OK or:Cat B4 OK/Cat B4 not OK
047 Cat. converter
conversion test Bank 2 1-Bank-Systems
Not
used
048 Thermal cat. converter diagnosis Bank 1, short trip
Operating
system BDE Number of test steps Exothermal
temperature increase Result
[-] [-] [K]
Text:Test ON/Test OFF/ Sys. OK/Sys. not
OK
049 Thermal cat. converter diagnosis Bank 2, short trip
Operating
system BDE Number of test steps Exothermal
temperature increase Result
[-] [-] [K]
Text:Test ON/Test OFF/Sys. OK/Sys. not
OK
Groups
050 - 059: Engine Speed Control 050 RPM increase Systems
without separation for rear window defroster /A/C readiness
RPM
actual value RPM specified value Rear window defroster/Request for A/C A/C compressor
[1/min]
[1/min] Text ON/ OFF Text ON/
OFF/ decrease
050 RPM increase Systems
with separation for rear window defroster /A/C readiness
RPM
actual value RPM specified value Request for A/C A/C compressor
[1/min]
[1/min] Text ON/ OFF Text ON/
OFF/ decrease
051 RPM, shift initiations
RPM
actual value RPM specified value Driving range (only for automatic transmission)
Supply voltage
[1/min]
[1/min] 0-6 (Idle, driving ranges 1-6) [V]
052 RPM increase Systems
without separation for rear window defroster /A/C readiness
Not
used
052 RPM increase Systems
with separation for rear window defroster /A/C readiness
RPM
(actual value) RPM (specified value) A/C readiness Rear
window defroster
[1/min]
[1/min] Text ON/OFF Text ON/OFF
053 RPM increase based on generator load
RPM
(actual value) RPM (specified value) Voltage Generator
load
[1/min]
[1/min] [V] [%]
054 Closed throttle position switch
RPM Operating conditions Throttle valve angle (Potentiometer) Throttle valve angle (Potentiometer)
[1/min]
(LL, TL, VL, SA, BA) [%] [%]
054 Closed throttle position switch for E-Gas-systems
RPM Operating conditions Sensor 1 for accelerator pedal position Throttle valve angle (Potentiometer)
[1/min]
(LL, TL, VL, SA, BA) [%] [%]
055 Idle air control Systems without separation for rear window defroster /A/C readiness
RPM Idle air control Current learning value for idle air control Operating conditions
[1/min]
[1] [ [2]] [ [3]] x0xxx [4] ¦¦¦¦L-A/C ¦¦¦¦ compressor ON ¦¦¦L--Driving¦¦¦ range
selected ¦¦L---A/C readiness,¦¦ rear
window¦¦ defroster ¦¦ ON ¦L----always0 LSteering
to stop
055 Idle air control Systems with separation for rear window defroster /A/C readiness
RPM Idle air control Learning value for idle air control Operating conditions
[1/min]
[ [5]] [ [6]] xxxxx 8¦¦¦¦L-A/C
¦¦¦¦ compressor ON ¦¦¦L--Driving¦¦¦ range selected ¦¦L--- A/C readiness¦¦ ON ¦L---- rear window¦ defroster ON L Steering to stop
056 Idle air control Systems with separation for rear window defroster /A/C readiness
RPM
(actual value) RPM (specified value) Idle air control valve Operating conditions
[1/min]
[1/min] [ [7]] x0xxx 8¦¦¦¦L- A/C ¦¦¦¦ compressor ON ¦¦¦L-- Driving ¦¦¦ range selected ¦¦L--- A/C readiness,¦¦ rear window¦¦ defroster
¦¦ ON ¦L----always 0 L Steering
to stop
056 Idle air control Systems without separation for rear window defroster /A/C readiness
RPM
(actual value) RPM (specified value) Idle air control valve Operating conditions
[1/min]
[1/min] [ [8]] xxxxx [9] ¦¦¦¦L-
A/C¦¦¦¦ compressor ON ¦¦¦L-- Driving¦¦¦ range selected ¦¦L--- A/C readiness,¦¦ rear window ¦L---- defroster¦ ON L Steering to stop
057 Idle air control, pressure signal A/C
compressor
RPM
(actual value) RPM (specified value) A/C compressor Duty
cycle pressure receiver
[1/min]
[1/min] Text: ON/OFF/decreasing [%]
058
RPM Load Engine
bearing 1 right Engine bearing 2
left
[1/min]
[%] ON/OFF
ON/OFF
059
Groups
060 - 069: Throttle Valve Control 060 ESB adaption Vehicles with ESB
Throttle
valve angle (potentiometer) Throttle
valve angle (potentiometer) Operating
condition Adaption condition
[%] [%] Text:
(Idle, partial load, full load, deceleration enrichment, acceleration
enrichment) Text:(ADP
runs/ADP OK/ERROR [1])
060 E-Gas adaption Vehicles with E-Gas
Throttle
valve angle (potentiometer 1) Throttle
valve angle (potentiometer
2) Electrically controlled throttle
valve adaption status Operating
condition
[%] [%] [n]
Text:
ADP runs/ADP OK/ERROR
061 ESB/E-Gas Systems
without separation for rear window defroster /A/C readiness
RPM Supply voltage Ubat Triggering throttle valve control Operating condition
[1/min]
[V] [%]
if possible 0xxx [2] ¦¦¦L- A/C¦¦¦ compressor ON ¦¦L-- driving¦¦ range selected ¦L--- A/C readiness/ r rear
window defroster ON¦ L----always 0
061 ESB/E-Gas Systems
with separation for rear window defroster /A/C readiness
RPM Supply voltage Ubat Actuating throttle valve control Operating condition
[1/min]
[V] [%] xxxx 15 ¦¦¦L-A/C¦¦¦ compressor ON ¦¦L--driving¦¦ range selected ¦L---A/C readiness¦ ON L----Rear window defroster ON
062 E-Gas, potentiometer voltage relationship U/Uref
Angle
sensor 1 for throttle valve drive (0->100%) Angle
sensor 2 for throttle valve drive
(0->100%) Sensor 1
accelerator pedal position (0->100%) Sensor
2 accelerator pedal position (0->100%)
[%] [%] [%]
[%]
063 Kick-down adaption
Sensor
1 accelerator pedal position (0->100%) Sensor
1 learned Kick-down point (0->100%) Switch
Result
[%] [%] Kick-down
Actuated; ADP runs; ADP OK; ERROR
064 Throttle valve potentiometer adaption values
Potentiometer
1 lower adaption Potentiometer 2 1
lower adaption Emergency air gap
potentiometer 1 Emergency air gap
potentiometer 2
[V] [V] [V]
[V]
065
066 Cruise control switched free for 4 position
operating lever
Vehicle
speed actual Switch positions Vehicle speed specified Switch positions
[km/h]
xxxxxxxx
¦¦¦¦¦¦¦Lbrake light switch¦¦¦¦¦¦¦Pedal pressed ¦¦¦¦¦¦Lbrake pedal switch ¦¦¦¦¦¦
Pedal pressed ¦¦¦¦¦L--clutch switch¦¦¦¦¦ Pedal
pressed¦¦¦¦L---CC function¦¦¦¦ switched
free ¦¦¦L----ADR-Function¦¦¦ switched
free ¦¦¦ ¦¦L-----not used¦¦ 00 ADR/CC
not active (also used for not
installed) 01 ADR/CC in control mode 10 Condition „over controlled“, driver accelerates more than cruise control regulator 11 ADR not
released 1: Condition fulfilled 0: Condition not fulfilled [km/h] in 1 km/h-steps (only displayed
when cruise control function is freely
switched) For 4 position operating
lever xxxxxxxx
¦¦¦LCC ON / OFF ¦¦Lmemory set
¦¦ /CC OFF ¦L-Set /tip down / ¦
decelerate L-Resume / Tip up/ acceleration ----0000 CC engaged OFF ----0001 CC tipped
OFF ----0011 CC engaged ON
(stand by) ----01x1 Set/Tip down/ decelerate ----1011 Resume/Tip
up/ accelerate
066 Cruise control switched free for 6 position
operating lever
Vehicle
speed actual Switch positions Vehicle speed specified Switch positions
[km/h]
xxxxxxxx
¦¦¦¦¦¦¦L brake light switch¦¦¦¦¦¦¦ Pedal pressed ¦¦¦¦¦¦L brake pedal switch
¦¦¦¦¦¦ Pedal pressed ¦¦¦¦¦L-- clutch
switch ¦¦¦¦¦ Pedal pressed¦¦¦¦L--- CC
function¦¦¦¦ switched free ¦¦¦L----ADR
function¦¦¦ switched free ¦¦¦ ¦¦L-----
not used¦¦ 00 ADR/ CC not active (also used for not installed) 01 ADR/ CC in
control mode 10 Condition „over-controlled“,
driver accelerates more than
cruise control regulator 11 ADR not released 1: Condition fulfilled 0:
Condition not fulfilled [km/h] in 1
km/h-steps (is only issued with freely switched cruise control function) For 6 position operating lever xxxxxxxx ¦ ¦¦¦¦¦LCC
ON /OFF engaged ¦ ¦¦¦¦¦ (CAN)¦
¦¦¦¦LCC tipping, yes/no ¦
¦¦¦¦ Memory set ¦
¦¦¦L-Tip down / decelerate¦ ¦¦L-
Tip up/ accelerate ¦ ¦L Set ¦ L Resume L
CC ON/OFF engaged (Hardware
PIN) 0-000000 CC engaged OFF 1-000001 CC engaged ON (stand-by) 1-000011 CC
tipped OFF 1-000101 Tip down/decelerate 1-001001 Tip up/accelerate 0-010000 Set
(with CC engaged OFF) 1-010001 Set
(with CC engaged ON) 1-100001
Resume
067
068
069
Groups
070 - 079: Emission Control
Systems (EVAP, Sec. AIR, EGR) 070 Fuel
tank venting and valve testing, short trip
Opening
degree fuel tank ventilation [1] Lambda
regular/ diagnostic value with active diagnose Idle air control valve / diagnostic value with
active diagnose Result
[%] [%] [
[2]] / [%] / [g/sec] Test ON/ Test
OFF/Fuel tank ventilation OK/ Fuel tank ventilation not OK.
071 Fuel tank leak test, short trip
Condition
reed contact DTC Test status Result
Text
Reed Open / Reed Closed Text Small
leak/large leak System test/measurement/measurement
end Test ON/ Test OFF/ AbortSyst.
OK/ Syst. Not OK
072 Tank leak test
073
074 EGR regulator solenoid adaption
Null-Position
Max. stop Current potentiometer value Text
[V] [V] [V]
Leak detection pump runs/ LDP OK/ ERROR
075 EGR, short trip Systems with Temp.-sensor
Engine
RPM EGR-Temp. Sensor EGR temperature difference Result
[1/min]
[°C] [°C]
Test ON/ Test OFF/ Syst. OK/ Syst. Not OK
075 EGR, short trip Systems with intake manifold pressure sensor
Engine
RPM Intake manifold pressure Intake manifold pressure difference Result
[1/min]
[mbar] [mbar] Test ON/ Test OFF/Syst. OK/ Syst. Not OK
075 EGR, for map adaption short trip Systems with intake manifold pressure sensor
Pressure
difference diagnostics EGR phase 1 and 2 Pressure
difference diagnostics EGR phase 2 and 3 Pressure
difference diagnostics EGR phase 1 and 3 Result
[hPa] [hPa] [hPa]
Test ON/ Test OFF/Syst. OK/ Syst.
Not OK
076 EGR for pressure systems
Engine
RPM Intake manifold pressure Opening degree (U/Uref)
EGR potentiometer Duty cycle EGR valve
[1/min]
[mbar] [%] [%]
076 EGR for air mass system
Engine
RPM Last Opening
degree (U/Uref) EGR potentiometer Duty cycle EGR valve
[1/min]
[%] [%]
[%]
076 EGR map adaption
Actual
EGR value – potentiometer without offset Correction
factor in the upper opening range Correction
factor in the lower opening range Status
[V] [%] [%]
Test OFF / Leak detection pump runs/ LDP
OK/ ERROR
077 Test secondary air injection system, short
trip, Bank 1 Systems with conventional
oxygen sensor
RPM Engine air mass Air mass secondary air injection system Result
[1/min] [g/sec] [g/sec] Test ON/
Test OFF/ AbortSyst. OK/ Syst. Not OK
077 Test secondary air injection system, short
trip, Bank 1 Systems with linear oxygen
sensor
RPM Engine air mass relative Air mass Result
[1/min]
[g/sec] [ ] Test
ON/ Test OFF/ Abort
Syst. OK/ Syst. Not OK
078 Test secondary air injection system, short tripBank 2 Systems
with conventional oxygen sensor
RPM Engine air mass Air mass secondary air injection system Result
[1/min]
[g/sec] [g/sec] Test ON/ Test OFF/ AbortSyst.
OK/ Syst. Not OK
078 Test secondary air injection system, short
trip, Bank 2 Systems with linear oxygen
sensor
RPM Engine air mass Relative air mass Result
[1/min]
[g/sec] [ ] Test
ON/ Test OFF/ AbortSyst. OK/ Syst. Not OK
079
Groups
080-085: Control module
identification080 Control module
identification (display shown at NA-No. 63)
080 Manufacturer’s
code and marking Manufacturing date Manufacture’s change status Manufacturer’s test stand number. Manufacturer’s running number.
081 Control module identification (display shown
at NA-No. 63)
Vehicle
identification number Limit No or
serial number Type test number
WVWZZZ1JZWW12345
12345678901234 1234567
082 Control module identification (display shown
at NA-No. 63)
Flash
tool code (FTC) Flash date Hardware Comp. group type Software
Comp. group type
1234567890123
dd.mm.yy 123 12
123 12
083 Control module identification
084 Control module identification
085 Control module identification
Groups 090 - 098 Camshaft & Intake Manifold Control 090 Camshaft adjustment Intake
RPM Adjustment Adjustment Bank 1 Adjustment
Bank 2
[1/min]
Text ON/OFF [°KW] [°KW]
090 Camshaft adjustment Exhaust
RPM Adjustment Adjustment Bank 1 Adjustment
Bank 2
[1/min]
Text ON/OFF [°KW] [°KW]
090 Continuous camshaft adjustment Exhaust Bank 1
RPM Duty cycle Adjustment
specified Adjustment actual
[1/min]
[%] [°KW]
[°KW]
091 Camshaft adjustment Intake Bank 1
RPM Last Adjustment
Adjustment
[1/min]
[%] Text
ON/OFF [°KW]
091 Continuous camshaft adjustment, Intake Bank 1
RPM Duty cycle Adjustment
specified Adjustment actual
[1/min]
[%] [°KW]
[°KW]
092 Camshaft adjustment Intake Bank 2
RPM Last Adjustment
Adjustment
[1/min]
[%] Text
ON/OFF [°KW]
092 Continuous camshaft adjustment, Intake Bank 2
RPM Duty cycle Adjustment
specified Adjustment actual
[1/min]
[%] [°KW]
[°KW]
093 Camshaft adaption values Intake 2-Bank Systems
RPM Last Phase
position [1]
Bank 1 [2] Phase position Bank 2
[1/min]
[%] [°KW]
[°KW]
093 Continuous camshaft adaption values
Phase
position intake Bank 1 Phase
position intake Bank 2 Phase
position exhaust Bank 1 Phase
position exhaust Bank 2
[°KW] [3] [°KW]
[°KW] [°KW]
094 Camshaft adjustment Banks 1 and 2 Intake,
short trip
RPM Camshaft adjustment Test result Bank 1 Test
result Bank 2
[1/min]
Text: Camshaft position ON / Camshaft positionOFF Test ON/
Test OFF/ Syst.
OK/ Syst. Not OK Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
094 Continuous camshaft adjustment Banks 1 and 2
intake, short trip
RPM Phase position intake Test result Bank 1 Test
result Bank 2
[1/min]
[°KW] Test
ON/ Test OFF/ Syst.
OK/ Syst. Not OK Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
095 Intake manifold change-over Single step change-over
Engine
RPM Last Coolant
temperature Status
[1/min]
[%] [°C]
Text:ein/aus
095 Intake manifold change-over Multi-step change-over
Engine
RPM Last Coolant
temperature Status
[1/min]
[%] [°C]
Text:Off
/step 1/step 2
096 Camshaft adjustment Banks 1 and 2 Exhaust,
short trip
RPM Camshaft adjustment Test result Bank 1 Test
result Bank 2
[1/min]
Text: Camshaft position ON / Camshaft positionOFF Test ON/
Test OFF/ Syst.
OK/ Syst. Not OK Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
096 Continuous camshaft adjustment Banks 1 and 2
Exhaust, short trip
RPM Phase position exhaust Test result Bank 1 Test
result Bank 2
[1/min]
[°KW] Test
ON/ Test OFF/ Syst.
OK/ Syst. Not OK Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
097 Intake air change-over / Snow flap
RPM Last Temperature
/ Pressure Intake air change-over
[1/min]
[%] [°C]/[mbar] ON/ OFF
098 Continuous camshaft adjustment Exhaust Bank 2
RPM Duty cycle Adjustment
specified Adjustment actual
[1/min]
[%] [°KW]
[°KW]
Groups 099 & 100:
Compatibility Groups099 Shut-off l-Regulation (via
basic setting) (for compatibility reasons with older
systems)
RPM Coolant temperature Lambda regulation Lambda
regulation
[1/min]
[°C] [%]
ON/OFF
100 Readiness code (for
compatibility reasons with older systems)
Ready
bits (concluded tests) 1= not concluded 0= concluded Coolant temperature Time
since engine start OBD-Status
xxxxxxx
¦¦¦¦¦¦¦L Cat. ¦¦¦¦¦¦¦ converters
¦¦¦¦¦¦LHeat cat ¦¦¦¦¦L AKF-System ¦¦¦¦L SL-System
¦¦¦L A/C ¦¦L Oxygen sensors ¦L Oxygen sensor heating L EGR [°C] xxxxxxxx ¦¦¦¦¦¦¦L no warm-¦¦¦¦¦¦¦ up cycle ¦¦¦¦¦¦¦ possible ¦¦¦¦¦¦L warm-up ¦¦¦¦¦¦ cycle finished ¦¦¦¦¦L not used ¦¦¦¦L not used
¦¦¦L at least one DTC¦¦¦ recognized ¦¦L
Trip complete ¦L Driving cycle fulfilled L MIL ON 1: Description fulfilled 0:
Description not fulfilled
Groups
101 - 109: Fuel Injection
101 Fuel injection Systems with Air mass measurement
RPM Last Mean
injection time (at deceleration = 0) Air
mass
[1/min]
[%] [ms] [g/s]
101 Fuel injection Systems with intake manifold pressure measurement
RPM Last Mean
injection time (at deceleration = 0) Intake
manifold pressure
[1/min]
[%] [ms] [mbar]
102 Fuel injection
RPM Coolant temperature Intake air temperature Mean
injection time
[1/min]
[°C] [°C]
[ms]
103 Air-shrouded fuel injectors, short trip
RPM Air mass idle air control LFR-Offset adaptation Results
[1/min]
[g/s] [n] Test
ON/Test OFF/l injector OK /l injector not OK
104 Start adaptation values
Start
engine temperature Temperature
adaptation factor 1 Temperature
adaptation factor 2 Temperature
adaptation factor 3
[°C]
[%] [%]
[%]
105 Cylinder shut off
RPM
(actual) Last Coolant temperature Shut-off
[U/min]
[%] [°C]
Text: ON/OFF [1]
106
107 Lambda regulation, short trip
RPM Lambda regulation Bank 1 (average value) Lambda regulation Bank 2 (average value) Result
[1/min]
[%] [%]
Text Test ON/ Test OFF/ Syst. OK/ Syst. Not OK
108
109
Groups
110 - 119: Load Registration & Boost Pressure
Control 110 Load, full load enrichment
RPM Coolant temperature Average injection time Throttle
valve angle (potentiometer)
[1/min]
[°C] [ms] [%]
111 Boost pressure control
Adaption
value boost pressure control RPM range 1 Adaption
value boost pressure control RPM range 2 Adaption
value boost pressure control RPM range 3 Adaption
value boost pressure control RPM range 4
[%] [%] [%]
[%]
112 Exhaust gas temperature
Exhaust
gas temperature Bank 1 Enrichment
factor sensor Bank 1 Exhaust gas
temperature Bank 2 Enrichment factor
sensor Bank 2
[°C]
[%] [°C]
[%]
113 Last
RPM Last Throttle valve angle (potentiometer) Air pressure
[1/min]
[%] [%]
[mbar]
114 Boost pressure control
Specified
load without correction Specified load after correction Actual load Duty
cycle Boost pressure valve
[%] [%] [%]
[%]
115 Boost pressure control
RPM Last Boost
pressure specified value Boost pressure
actual value
[1/min]
[%] [mbar] [mbar]
This is a very
helpful channel for diagnosing boost leaks, trying to figure out why your
car went into limp mode, and seeing if the software or hardware (electronic
or manual boost controllers) are doing what they should be. This channel
displays the boost requested by the computer (requested boost) in the first
column and the boost actually made by the turbo (actual boost) in the second
column. The readings you will see here can be misleading. First, you should
know that the numbers you will see are not yet corrected for atmospheric
pressure (about 1040mbar at sea level). The atmospheric pressure seen at the
boost sensor is tough to estimate with complete precision, but I have found
that subtracting 1000mbar from the numbers gets you close enough to actual
boost unless you are living at 20,000 feet above sea level. The next thing
you have probably noticed about these numbers are that they are displayed in
mbar instead of psi like we are all used to. Well, this won't be a problem
thanks to the metric system. 1000mbar = 1 bar and 1 bar = 14.5psi.
116 Boost pressure control
RPM Correction factor fuel Correction factor coolant temperature Correction factor intake air temperature
[1/min]
[%] [%]
[%]
117 Boost pressure control
RPM Gas pedal position Throttle valve angle Boost
pressure specified
[1/min]
[%] [%]
[mbar]
118 Boost pressure control
RPM Intake air temperature Duty cycle boost pressure control valve Boost pressure before throttle valve
[1/min]
[°C] [%]
[mbar]
118: Θερμοκρασία εισαγωγής, Ν75, πίεση.
119 Boost pressure control
RPM Actual adaption value boost pressure control
valve Duty cycle boost pressure control
valve Boost pressure before throttle
valve
[1/min]
[%] [%]
[mbar]
Groups
120 - 129: Communcations between Control Modules 120 ASR/FDR
Engine
RPM Specified moment ASR/FDR Engine moment Status
[1/min]
[Nm] [Nm]
Text (ASR active/ASR not active)
121
122 Transmission
Engine
RPM Specified moment Transmission Engine moment Status
[1/min]
[Nm] [Nm]
Text (Engine intervention /no
intervention)
123 Reserved for CAN Bus signals
124 Reserved for CAN Bus signals
125 CAN
Bus signals
see CAN-Product Description Manual
Transmission
[1] ABS22 Instrument
cluster22 A/C22
126 CAN
Bus signals
ADR22 LWS 22 Airbag22 Electrical wiring22
127 CAN
Bus signals
All
wheel22 Level Steering wheel
128 CAN
Bus signals
129 CAN
Bus signals
Groups
130-137: Engine cooling
130 Map cooling (coolant filling), Short trip
Temperature
Engine outlet Temperature Radiator
outlet Duty cycle Thermostat Result
[°C]
[°C] [%]
Text: Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
131 Map cooling
Temperature
Engine outlet Temperature Engine outlet
(specified) Temperature Radiator
outlet Duty cycle Thermostat
[°C]
[°C] [°C]
[%]
132 Map cooling
Temperature
Radiator outlet (specified) Temperature
difference Engine and radiator outlet Heater
pre-run potentiometer Status cooling
[°C]
[°C] [%]
xxxxxxxx
¦¦¦¦¦¦¦L Error ¦¦¦¦¦¦¦ in system
¦¦¦¦¦¦L Thermostat-¦¦¦¦¦¦ actuation ¦¦¦¦¦¦ active ¦¦¦¦¦L Cooling van ¦¦¦¦¦ triggering active ¦¦¦¦LControl
deviation ¦¦¦¦0 > specified temp. ¦¦¦¦1 < specified temp ¦¦¦L Fan stage 2
active¦¦L Fan stage 1 active ¦L not used L not used 1: Description fulfilled 0:
Description not fulfilled
133
134 Temperature
Oil
temperature Ambient
temperature Intake air temperature Engine outlet temperature
[°C]
[°C] [°C] [°C]
135 Coolant fan control, short trip
Temperature
Radiator outlet (specified) Duty
cycle Coolant fan actuation 1 Duty
cycle Coolant fan actuation 2 Result
[°C]
[%] [%] Text:
Test ON/ Test OFF/
Syst. OK/ Syst. Not OK
136 Relay for coolant fan actuation
Relay
1 Relay 2 Relay 3 Relay 4
ON /
OFF ON / OFF ON / OFF ON / OFF
137 A/C requirements
AC-inlet
Compressor High pressure switch or Pressure of A/C system Fan request from A/C system
ON /
OFF ON / OFF ON / OFF or [bar] [%]
Groups
140-147:BDE
140 Pressure control valve, short trip
Duty
cycle DSV Rail pressure specified Rail pressure actual Result
[%] [bar] [bar]
Text: Test ON/ Test OFF/ Syst. OK/ Syst. Not
OK
141 Fuel supply system
Rail
pressure regulator Regulator rail pressure system Regulator rail pressure system residual portion Status rail pressure system
[bar] [-]
[-] [-]
Πίεση της αντλίας υψηλή
142
143
144
145 Exhaust gas temperature sensor, short trip
Exhaust
gas temperature from model Bank 1 Exhaust
gas temperature sensor measured Bank 1 Exhaust
gas temperature sensor measured Bank 2 Result
[°C]
[°C] [°C] Text:
Test ON/ Test OFF/ Syst.
OK/ Syst. Not OK
146
147 Charge movement flap for BDE
Charge
movement flap Actual position Charge
movement flap Specified position Offset
value of potentiometer voltage LBK Adaptation
condition
[%] [%] [V] TextADP runs/ ADP OK/ Error(in
emergency running mode)
Groups 160-169:
Lambda control / SULEV-ULEV 160 Individual
cylinder recognition/ Individual cylinder control
Normal
Lambda control starting point cylinder 1 Normal
Lambda control starting point cylinder 2 Normal
Lambda control starting point cylinder 3 Normal
Lambda control starting point cylinder 4
[-] [-] [-] [-]
161 Individual cylinder recognition/ Individual
cylinder control
Normal
Lambda control starting point cylinder 5 Normal
Lambda control starting point cylinder 6 Normal
Lambda control starting point cylinder 7 Normal
Lambda control starting point cylinder 8
[-] [-] [-] [-]
Channel 1: Lambda Correction
This is a fuel
correction table used by the computer when it senses the car richening and
leaning from the programmed air/fuel tables. The numbers will be displayed as a
percentage starting from 0% indicating NO fuel correction is needed. This means
the car is doing what it has been asked to do. No fuel is having to be added or
removed to maintain harmony. The computer can correct for these rich and lean
conditions up to 25% or so. Note that seeing numbers higher than 0 does not
necessarily mean your car is running dangerously rich or lean just because of a
little correction. Positive numbers displayed indicate fuel is having to be
added to compensate for lean conditions. Negative numbers indicate fuel is
having to be removed to compensate for a richer condition. The lower the
numbers the better. Numbers upwards of 20 indicate some real problems that bear
much closer attention. Remember that lean is your ultimate enemy. Note: This
channel can not be substituted for channel 31 which
displays the actual air/fuel ratio. This channel displays the deviance or the
correction from the a/f that is requested, but if the
incorrect air/fuel is requested by the programming than one could still be
running an unsafe air/fuel ratio and the computer would not correct for it. To
determine the actual a/f that is being requested and achieved you would defer
to channel 31. To determine if the vehicle is having to remove or add fuel to
achieve that a/f you would rely on this channel.
Channel 2: Mass
Air Flow Sensor (MAF)
This channel
measures the grams per second or airflow taken into account by the MAF sensor.
Input I have collected from tuners suggest that this is not a direct measure
and depends on other sensors, so programming may be able to affect the g/s
independent of changes to actual airflow. Nevertheless, while this may not be a
reading that can completely state the airflow your car is taking in, it can
provide a good estimate. This is a great log to look at if you suspect a common
failure, the dying MAF sensor. On a chipped car one would expect MAF numbers to
increase linearly as the car approaches redline. Your highest numbers will be
seen at or near redline and are likely to be in the neighborhood of 160-180
g/s. Low numbers at redline such as 120 g/s are a good indicator your MAF is on
the way out. Codes may not be thrown at this point. Terribly low or NO readings
means she is dead.
Channel 4: Intake
Air Temperatures
This channel
displays the coolant temperature of the car and in the last column the intake
air temperatures of the car. The intake air temperature sensor probe is located
in the intake manifold just after the throttle body assembly. This sensor will
measure the temperature in degrees Celsius of the air after it has passed
through the intercoolers and is preparing to enter the motor to mix with the
fuel. Unfortunately this channel is not ideal to be used to measure ultimate
intercooler efficiency because this would require two probes to be installed on
the vehicle, one to measure pre-intercooled air and another to measure the air
post intercooler such as the case with this sensor we are dealing with for
channel 4. On the other hand, being able to measure the post intercooled intake
air temperatures will at least give us a general idea of the adequacy of the
intercooling abilities as well as yet another heads up on the possibility of
other problems with the car that would cause increased air temps post turbo
compressor and intercoolers. Ideally the intake air should be as cool as
possible, perhaps remaining at or below ambient temps. The intercoolers are
designed to make use of the air flowing over the car to cool the intake air so
it may be common to see temps begin to rise after a spirited driving regimen
while the car is back at idle. Watching those temps rise while idling and then
observing how quickly they once again reduce as the car goes underway gives
some insight into the recovery rates of the intercoolers. In adddition, you may want to observe the temps througout a 3rd gear wide open throttle (WOT) run to see if
the temps remain cool and stable. If the temps start to rise too high, this may
be an indicator that an intercooler upgrade would be of benefit or a change in
the state of the tune of the car is in order.
Channel 20:
Ignition Knock Control-Timing Retard for Each Cylinder
This channel is
very straight forward. You should see a field of 0s everywhere with a few
possible spikes in retard up to 6 degrees retard. The number 0 in each of the
cylinder boxes indicates NO timing retard is taking place. This means no timing
is having to be removed by the computer as it senses knock. Now, what if you
see some random numbers like "1.5" and "3" every once in awhile? This should be fine. If you were a tweaker, ideally you would want to find that point where
you are able to use the most timing without triggering problems. Since most
people do not mess with timing adjustments, we want to see as close to zero as
possible though. Timing retard of greater than "6" would have me
worried and I would want some further investigation and adjustments made.
Running overly aggresssive timing will result in
lower power (BTDC is adjusted down based on knock activity in channel 20) and
is a major player in engine destruction.
Examples:
CAR RUNNING TOO
MUCH TIMING
RPM CYL 1 CYL 2
CYL 3 CYL 4
2500 0 0 0 0
2750 0 0 0 0
3000 0 0 0 0
3250 3 0 1.5 4
3500 3 3 4 4
3750 4 6 6 6
4000 3 0 3 4
4250 6 6 6 6
4500 6 6 6 6
4750 6 4 6 4
5000 8 6 8 4
5250 2 8 6 8
5500 6 8 8 6
5750 8 4 6 6
6000 6 6 6 4
6250 8 8 8 8
6500 8 6 6 6
6750 6 6 6 6
CAR RUNNING
AGGRESSIVE TIMING (performance tuned)
RPM CYL 1 CYL 2
CYL 3 CYL 4 Retard
2500 0 0 0 0
2750 0 0 0 0
3000 0 0 0 0
3250 0 0 0 0
3500 0 1.5 0 0
3750 3 0 0 1.5
4000 0 0 3 0
4250 1.5 1.5 3 3
4500 3 3 3 3
4750 1.5 3 1.5
1.5
5000 3 3 6 3
5250 0 1.5 3 0
5500 3 3 1.5 1.5
5750 3 4 3 1.5
6000 1.5 3 1.5 4
6250 3 3 3 3
6500 4 3 3 3
6750 1.5 3 1.5 3
CAR RUNNING VERY
SAFE TIMING
RPM CYL 1 CYL 2
CYL 3 Cyl 4 Retard
2500 0 0 0 0
2750 0 0 0 0
3000 0 0 0 0
3250 0 0 0 0
3500 0 0 0 0
3750 0 0 0 1.5
4000 0 0 0 0
4250 0 0 0 0
4500 0 0 0 0
4750 1.5 0 0 0
5000 0 0 0 0
5250 0 1.5 0 0
5500 0 0 0 0
5750 0 0 0 0
6000 0 0 0 0
6250 0 0 0 0
6500 0 0 0 0
6750 0 0 0 0
Channel 31:
Lambda Reading or A/F Ratio
This value is
particularly important to be viewed and interpreted only when the car is under
full throttle input as lifting up on the throttle will result in funky numbers.
Take your log in third gear (or higher if your local authorities will allow)
from 2500rpm or so until redline. The values you will see are: 1 = 14.7:1
ratio, .85 = 12.5:1 ratio, .75 = 11:1 ratio. As you have probably figured,
simply multiply the lambda value by 14.7 to obtain the ratio. A car that runs
14:1 (lambda value of about .95) all the way up to redline on increased boost
is running a bit lean. Conversely, a car that is running 10:1 (lambda value of
about .70) from idle to redline is running a bit rich. Remember that lean is
your ultimate enemy. Running too lean for too long will spell disaster for the
motor. Ideally you would like to see the A/F pass linearly from the factory
14.7:1 at idle towards 13:1 in the mid rpms (3500rpm or so) to at least 12:1 at
redline (NOTE: New FSI platforms are running approximately 10.5:1 at WOT). This
would show a car that is getting good fuel mileage under easy driving, but
richens up nicely as you wind it out under full throttle to redline. This would
make you feel at ease driving the car under high load conditions at high speeds
(freeway cruising at 120mph) or using the car for frequent track days.
Example of
manifold injection performance tuned a/f ratio readings: (NOTE: New FSI will
request richer mixtures than this such as Lambda = .75 up top):
RPM Lambda
2500 .99
2750 .95
3000 .95
3250 .95
3500 .90
3750 .90
4000 .90
4250 .85
4500 .85
4750 .85
5000 .85
5250 .85
5500 .85
5750 .85
6000 .80
6250 .80
6500 .80
6750 .80
Channel 34:
Exhaust Gas Temperatures (EGT)
Pretty straight
forward here and a great channel to use to give you the heads up that other things
are going wrong. This monitors the exhaust gas temperatures of the car. You
want to see what the limits are here and it will take some beating on the car
to find it. When the car is still warming up, your readings may not accurately
reflect just how high these temps can get. Take your car out for some spirited
full boost runs, then start logging in the normal 3rd gear WOT manner. Exhaust
gas temperatures at 900 degrees Celsius and below are common for our engines
when heavily boosted. This sensor appears to be only accurate up to 999 degrees
Celsius or so. If you see readings creeping up this high, you have a great
indicator that something is not right on your car and your engine is not happy
with you. Running too high of temps for too long will spell disaster.
Channel 115:
Requested Boost and Actual Boost
This is a very
helpful channel for diagnosing boost leaks, trying to figure out why your car
went into limp mode, and seeing if the software or hardware (electronic or
manual boost controllers) are doing what they should be. This channel displays
the boost requested by the computer (requested boost) in the first column and
the boost actually made by the turbo (actual boost) in the second column. The
readings you will see here can be misleading. First, you should know that the
numbers you will see are not yet corrected for atmospheric pressure (about
1040mbar at sea level). The atmospheric pressure seen at the boost sensor is
tough to estimate with complete precision, but I have found that subtracting 1000mbar
from the numbers gets you close enough to actual boost unless you are living at
20,000 feet above sea level. The next thing you have probably noticed about
these numbers are that they are displayed in mbar instead of psi like we are
all used to. Well, this won't be a problem thanks to the metric system.
1000mbar = 1 bar and 1 bar = 14.5psi. There you have it.
So, can we all
figure out what boost level in psi this car is requesting and making at
3000rpm?
RPM Requested
Boost Actual Boost
2500...2100...1800
2750...2200...1950
3000...2200...2250
3250...2200...2200
3500...2200...2100
The correct
answer is:
The computer is
requesting 1.2 bar of boost at 3000rpm. This can also be expressed as 17.4psi.
The turbo is
boosting 1.25 bar of boost at 3000rpm. This can also be expressed as 18.1psi.
So why are the
above numbers important to us other than acting as a boost guage
to entertain us? Well, as you can imagine, if you had a boost leak you would
have a car that is requesting the correct boost but you would see very little
in the actual boost column. In the case that you had just installed your new
little boost controller or N75 valve you could do some logging to find that
your actual boost was far exceeding your computers' requested boost numbers
causing your car to go into limp mode due to it's
sensing an "overboost condition. For those of us
who dare to run a turbo that was not designed specifically for the software
they are using, this is a great way to see why it is not working out for you.
For example, the boost maps on a K03 will show the ECU requesting max boost at
around 3000rpms (this is a small turbo that makes its boost low in the rpm
range). Now if you were to throw on a Garrett gt28r or T28 turbo or even larger
you would see that the computer will still request the max boost at 3000rpm,
but the turbo is not capable of making it's max boost until closer to 3800rpm
leaving you with an "underboost" condition.
NOTE: The sensor
will only measure up to 2540mbar including atmospheric pressure. This means
that if you are running more than 1.5bar or 21.75psi of boost this sensor will
not measure beyond it. Both values will show maxed out at 2540mbar.