Description of Parameters

Description of parameters

Hint: Not all the parameters described need to be implemented in the control module. This varies between different systems and markets.
Bank 1: indicates cylinders 1-3 on 6 cylinder engines and all cylinders on 5-cylinder engines.
Bank 2: indicates cylinders 4-6 on 6-cylinder engines.

Engine speed
Measurement range 0-10400 rpm.
The control module derives the engine speed (RPM) from the engine speed (RPM) sensor signal.
Idle speed varies depending on the engine coolant temperature (ECT).

Idle speed, difference desired value
Measurement range -1280-1270 rpm.
The value indicates the idle speed deviation from the control module desired value (target value).

Engine coolant temperature (ECT)
Measurement range -48 to +143°C.
The control module derives the temperature from the engine coolant temperature (ECT) sensor signal.

Intake air temperature (IAT) inlet
Measurement range -48 to +143°C.
The engine control module (ECM) calculates the temperature from the intake air temperature sensor.

°
Ambient temperature C
Measurement range -40 to +110°C.
The engine control module (ECM) derives the temperature from the outside temperature sensor signal.

Atmospheric pressure
Measurement range 0-5120 hPa.
The value indicates atmospheric pressure at the engine control module (ECM).
Normal value at sea level is 1,013 hPa.

Boost pressure
Measurement range 0-2550 hPa.
The value indicates the pressure in
The engine control module (ECM) calculates the boost pressure from the boost pressure sensor. The pressure is relative to atmospheric pressure.

Ignition advance
Measurement range -96 to +95.3° before top dead center (BTDC).
The value when idling varies depending on the engine coolant temperature (ECT).

Air mass
Measurement range 0-1020 kg/h.
The value indicates the mass air flow that passes through the mass air flow (MAF) sensor.
The engine control module (ECM) calculates the value based on the mass air flow (MAF) sensor signal.
Normal value with the engine at operating temperature and idling, neutral and air conditioning (A/C) switched off: approximately 14 kilograms per hour.

Note! Other values apply if the generator (GEN) is under load, if for example, high beam is on, the heated rear windshield is on etc.

Mass air flow, correction value
Measurement range 0-4.
The value is a stored average of the correction factor of the mass air flow that the engines draws in.
Mass air flow, correction factor= The control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.
Normal range: 1 (±0.1).

Battery voltage
Measurement range 0-17.95 V.
The normal value is 13.5-14.5 V when the generator (GEN) is charging.
The value indicates the voltage from the system relay to engine control module (ECM) terminal #A17.

Power supply, 5 V
Measurement range 0-5 V.
Normal value approximately 5 V.
The value indicates the voltage supplied to the components from engine control module (ECM) terminal #A39.

Accelerator pedal (AP) position sensor, analogue
Measurement range 0-320 V.
Analogue signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the analogue output for the accelerator pedal (AP) position sensor.
The value indicates the accelerator pedal (AP) position.
Approximately 0.5 V = the accelerator pedal (AP) completely released.
Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Accelerator pedal (AP) position sensor, pulse width modulation (PWM) average voltage
Measurement range 0-320 V.
Average voltage of the pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.
The value indicates the accelerator pedal (AP) position.
Approximately 0.5 V = the accelerator pedal (AP) completely released.
Approximately 4.0 V = the accelerator pedal (AP) completely depressed.

Hint: The value must follow the parameter "Accelerator pedal (AP) position sensor, analog".

Accelerator pedal (AP) position sensor, pulse width modulation (PWM)
Measurement range 0-100 %.
Pulse width modulation (PWM) signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The control module derives the value from the digital output for the accelerator pedal (AP) position sensor.
The value indicates the accelerator pedal (AP) position.
Approximately 5 %= the accelerator pedal (AP) completely released.
Approximately 80 %= the accelerator pedal (AP) completely depressed.

Throttle angle
Measurement range 0-100 %.
The control module derives the value from the throttle position (TP) sensor, potentiometer 1. The value indicates the throttle opening.
If a fault is detected in the throttle position (TP) sensor, potentiometer 1 by the engine control module (ECM), the value from the throttle position (TP) sensor, potentiometer 2 will be used to represent the throttle angle. This presumes that the function of throttle position (TP) sensor, potentiometer 2 is OK.
0 % = throttle shut.
100 % = throttle fully open.

Hint: The value must follow the parameter "Throttle angle, desired value" when the accelerator pedal (AP) is affected.

Throttle angle, desired value
Measurement range 0-100 %.
The control module calculates a target value for the throttle opening (throttle angle) using the accelerator pedal (AP) position sensor signals.
The value indicates what the throttle angle should be.
0 % = throttle shut.
100% = throttle fully open.

Throttle position (TP) sensor, potentiometer 1
Measurement range 0-80 V.
The control module derives the value from potentiometer 1 for the throttle position (TP) sensor.
The value must increase with increased throttle angle.
Approximately 0.5 V = throttle closed.
Approximately 4.0 V = wide open throttle (WOT).

Throttle position (TP) sensor, potentiometer 2
Measurement range 0-80 V.
The control module derives the value from potentiometer 2 for the throttle position (TP) sensor.
The value must decrease with an increased throttle angle.
Approximately 4.0 V = throttle closed.
Approximately 0.5 V = wide open throttle (WOT).

Throttle unit adaptation
If necessary the engine control module (ECM) runs an adaptation of the throttle unit by guiding the throttle to the limit positions (open/closed) so that it "learns" the parameters of that actual throttle unit.
The status indicates if the adaptation has been run or not.
OK = Adaptation of the throttle unit has run.
NOT OK = Adaptation of the throttle unit has not run.

Note! The basic conditions must be met before an adaptation of the throttle unit can be carried out.

Leakage flow over throttle
Measurement range 0-655 kg/h.
The value indicates how much air passes through the throttle at closed throttle position (CTP). The control module calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signal.
The normal value is approximately 5 ± 4 kg/h.

Note! Other values apply if there is air leakage on the intake system.

Clutch pedal position
Measurement range 0-100 %.
The engine control module (ECM) calculates the value from the clutch pedal sensor signal.
The value indicates the clutch pedal position.
When the clutch pedal released the value is 60-70 %. The value decreases as the clutch pedal is depressed.

Clutch position sensor
The engine control module (ECM) calculates the value from the clutch pedal sensor signal.
The value indicates how the engine control module (ECM) interprets the clutch pedal position.
Active = clutch pedal depressed.
Not active = clutch pedal released.

Brake pedal position (via the brake control module (BCM))
Measurement range 0-100 %.
The engine control module (ECM) receives the value from the brake control module (BCM) via the Control area network (CAN).
The value indicates the brake pedal position.
When the brake pedal is not affected the value is 0 %. The value increases when the brake pedal is depressed.

Brake lamp switch
The engine control module (ECM) calculates the value from the clutch pedal sensor signal.
ON = brake lamp switch on.
OFF = brake lamp switch unaffected.

Air conditioning (A/C) pressure
Measurement range -176 to +3277 kPa.
The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure sensor.
The value indicates the pressure at the high-pressure side of the air conditioning (A/C) system.
The engine control module (ECM) calculates pressure based on the signal from the air conditioning (A/C) pressure sensor. The pressure is given as a value relative to the atmospheric pressure.

Air conditioning (A/C) compressor, active
The deployment signal from the engine control module (ECM) to the air conditioning (A/C) compressor relay.
OFF = The engine control module (ECM) does not activate the air conditioning (A/C) compressor relay.
ON = The engine control module (ECM) activates the air conditioning (A/C) compressor relay.

Turbocharger (TC) control valve
Measurement range 0-100 %.
The value indicates the deployment signal from the control module for deploying the turbocharger (TC) control valve, the amount the turbocharger (TC) control valve opens to adjust the turbo pressure.
0 % = no control (turbocharger (TC) control valve closed).
100 % = full control (the turbocharger (TC) control valve opens completely).

Canister purge (CP) valve
Measurement range 0-100 %
The value indicates the deployment signal from the control module for deploying the EVAP canister purge valve (the amount the valve opens to empty the canister).
0 % = no control (EVAP canister purge valve closed).
100% = full control (EVAP canister purge valve opens completely).

Canister purge (CP) valve, flow
Measurement range 0-25 kg/h
The value indicates the flow through the EVAP canister purge valve and increases with increased flow.

Reset valve camshaft, (intake / exhaust)
Intake camshaft reset valve: 6 cylinder engines
Exhaust camshaft reset valve: turbocharged engines
Measurement range 0-100 %
The pulse ratio transmitted by the engine control module (ECM) to control the camshaft reset valve.
The value indicates control of the camshaft reset valve to control the camshaft shift angle.
The value decreases with increased control of the camshaft shift angle.

Camshaft shift angle, (intake/ exhaust)
Intake camshaft reset valve: 6 cylinder engines
Exhaust camshaft reset valve: turbocharged engines
Measurement range between -128 to +128°.
The control module calculates the value by comparing the position of the camshaft with the position of the crankshaft.
The value indicates the offset of the camshaft 0-position in relation to the crankshaft TDC (0°). (The camshaft 0-position = the camshaft position set alignment with the crankshaft TDC (0°).

Hint: The value must follow the "Camshaft shift angle, desired value" parameter with an accuracy of ±10°. Comparisons must be carried out under stable conditions such as stable engine speed (RPM) and load.

Camshaft shift angle, (intake/ exhaust), desired value
Camshaft shift angle intake, desired value: only 6 cylinder engines
Exhaust camshaft shift angle, desired value: turbocharged engines only
Measurement range between 0 to +64°.
The target value calculated by the engine control module (ECM) for the "Camshaft cam timing".
The value indicates what the " Camshaft shift angle" should be.
Comparisons with the "Camshaft shift angle" parameter must be carried out under stable conditions such as stable engine speed (RPM) and load.

Intake camshaft adaptation (6 cylinder engines)

Measurement range between -511 to +511°.
The value indicates how much the control module has adapted the camshaft position, i.e. the deviation from the basic camshaft position set at the factory.
Normal value is between -8 and +8°.
The value must be controlled at idle speed.

Exhaust camshaft adaptation (6 cylinder engines)
Measurement range between -511 to +511°.
The value indicates how much the control module has adapted the camshaft position, i.e. the deviation from the basic camshaft position set at the factory.
Normal value is between -8 to +8°.
The value must be controlled at idle speed.

Exhaust camshaft adaptation (5 cylinder engines)
Measurement range between -511 to +511°.
The value indicates how much the control module has adapted the camshaft position, i.e. the deviation from the basic camshaft position set at the factory.
Normal value is between -8 and +8°.
The value must be controlled at idle speed.

Leak diagnostic unit pump
Certain markets only.
Measurement range 0-400 mA.
The control module calculates the value from the pump in the leak diagnostic unit.
The value varies depending on the pressure in the fuel tank system. Higher pressure results in increased power consumption.

Injection period, bank x
Measurement range 0.0-150 ms.
The engine control module (ECM) controlled signal for injection period.
Normal value when the engine is idling at operating temperature: 2.0-4.0 ms

Short-term fuel trim, bank x
Measurement range 0-2.
The value displays how much the injection period needs to be corrected (from the pre-programmed injection period in the control module ) to reach lambda=1. If the engine runs lean or rich (lambda deviates from 1), the short-term fuel trim injection period is increased or decreased so that lambda=1. The average value of this parameter from different engine speed and load ranges is used for in the different fuel trim adaptations (idling, lower partial load and upper partial load) so that the short-term fuel trim is always around 1.
Short-term fuel trim = the actual injection period required to reach lambda=1, divided by (/) the injection period in preprogrammed in the control module to reach lambda=1.
The normal value oscillates around 1, when the lambda adaptations for each engine speed (RPM) / load range are ready.
Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).
Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).
The parameter must be checked under stable conditions, such as stable engine speed (RPM) and load.

Hint: When lambda deviates from 1, the short-term fuel trim initially compensates at every engine speed (RPM) / load range (idling speed, lower partial load and upper partial load). The diagnostic trouble codes (DTCs) are erased, the adaptation values are reset. This means short-term fuel trim will be high or low when driving in the low engine speed/load ranges before the adaptations are ready. For more information about fuel-trim adaptation, see VADIS Design and Function, Fuel trim.

Long-term fuel trim bank x idle speed
Measurement range from -72 to +72 %.
Additive adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at idle speed. The value indicates how much the short-term fuel trim has been corrected at idle speed so that the short-term fuel trim value can again oscillate around 1.
In the event of an air leakage for example, the value will increase at idle speed (= longer injection time). This is to compensate the fuel / air mix for air capacity. Regardless of the load /engine speed, the same injection time is added. This means that the parameter value does not significantly affect the fuel / air mix at higher loads / engine speeds.
Normal value when the engine is idling: 0 ± 5 %.
Value over 0 %: the control module increases the injection period (to prevent a lean fuel / air mix).
Value under 0 %: the control module decreases the injection period (to prevent a rich fuel air mix).

Hint: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 0%. For more information about fuel-trim adaptation, see VIDA Design and Function, Fuel trim.

Long-term fuel trim bank x lower part load
Measurement range 0-2.
Multiplicative adaptation of the short-term fuel trim (correcting the injection period), adaptation that occurs at lower part load (normal road driving). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the lower part load.
In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.
Normal value 1± 0.1. The lower part load range of the engine must be reached for the value to be updated (normal road driving).
Approximately 30 minutes of driving in the lower part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at lower part load).
Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).
Value under 1: the control module decreases the injection period (to prevent a rich fuel air mix).

Hint: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1. For more information about fuel-trim adaptation, see VIDA Design and Function, Fuel trim.

Long-term fuel trim bank x, upper part load
Measurement range 0-2.
Multiplicative adaptation of the short-term fuel trim, adaptation that occurs at the upper part load (high speed / acceleration on the road). The value stored in the control module indicates how much the short-term fuel trim in the upper part load range has been corrected so that the short-term fuel trim value can again oscillate around 1 at the upper part load.
In the event of low fuel pressure for example, the value will increase (= longer injection time). This is to compensate the fuel/air mix for the lack of fuel.
Normal value 1 ± 0.1. The upper part load range of the engine must be reached for the value to be updated (accelerating road driving).
Approximately 30 minutes of driving in the upper part load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at upper part load).
Value over 1: the control module increases the injection period (to prevent a lean fuel / air mix).
Value under 1: the control module decreases the injection period (to prevent a rich fuel / air mix).

Hint: When diagnostic trouble codes (DTCs) are erased, the adaptation returns to 1. For more information about fuel-trim adaptation, see VIDA Design and Function, Fuel trim.

Long-term fuel trim, bank x
C/L= Closed Loop, fuel trim is active
O/L = Open Loop, fuel trim is not active

Front heated oxygen sensor (HO2S), bank x
Measurement range 0-16.
Normal value is lambda=1.
At rich mixture is lambda < 1.
At lean mixture is lambda > 1.

Rear heated oxygen sensor (HO2S), bank x
Measurement range -0.2 to +1.13.
The signal from the rear heated oxygen sensor (HO2S) to the engine control module (ECM).
Normal value when the engine is running at even load is approximately 0.6 V.
The voltage may vary between -0.2 and 0.9 V. The voltage may, during engine braking for example, drop to -0.2 V.

Fuel pump (FP) relay
OFF = The engine control module (ECM) does not activate the fuel pump (FP) relay.
ON = The engine control module (ECM) activates the fuel pump (FP) relay via the central electronic module (CEM).

Vehicle speed
Measurement range 0-319 km/h
The value displays the vehicle speed.

Engine cooling fan (FC) stage 1
ON = The engine control module (ECM) activates the lowest speed of the engine cooling fan (FC).
OFF = The engine control module (ECM) does not activate the lowest speed of the engine cooling fan (FC).

Engine cooling fan (FC) stage 2
ON = The engine control module (ECM) activates the intermediate speed of the engine cooling fan (FC).
OFF = The engine control module (ECM) does not activate the intermediate speed of the engine cooling fan (FC).

Engine cooling fan (FC) stage 3
ON = The engine control module (ECM) activates the highest speed of the engine cooling fan (FC).
OFF = The engine control module (ECM) does not activate the highest speed of the engine cooling fan (FC).

Cruise control resume
The cruise control must be on when reading this parameter.
OFF= resume button unaffected.
ON = resume button activated.

Cruise control set+
The cruise control must be on when reading this parameter.
OFF= SET+ unaffected.
ON = SET+ affected.

Cruise control set-
The cruise control must be on when reading this parameter.
OFF= SET- unaffected.
ON = SET- affected.

Boost pressure (actual value)
Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).
The Engine control module (ECM) receives information about the current boost pressure via the boost pressure sensor.
The actual value must correspond to the desired value ± 50hPa.

Boost pressure (desired value)
Measurement range: 0-2000 hPa, absolute pressure (boost pressure- absolute zero pressure(0 hPa)).
The engine control module (ECM) receives information about the current throttle angle via the throttle position sensor, speed (rpm), engine load, knocks etc. These parameters are used to calculate the boost pressure that is permitted in various operating conditions.