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Home >> Volvo >> 2004 >> S60R AWD L5-2.5L Turbo VIN 52 B5254T4 >> Repair and Diagnosis >> Powertrain Management >> Computers and Control Systems >> Testing and Inspection >> Scan Tool Testing and Procedures >> Vehicle Communication Information, Engine Control Module (ECM) >> Description of Parameters

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.
The rear heated oxygen sensor (HO2S) on cars with fuel trim using the Y-concept (two front heated oxygen sensors (HO2S) and one rear heated oxygen sensors (HO2S)) is called "Bank 1".
Bank 2: indicates cylinders 4-6 on 6-cylinder engines.

Engine speed
Measurement range 0-10400 rpm.
The engine control module (ECM) derives the engine speed (RPM) from the engine speed (RPM) sensor signal.
The 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 engine control module (ECM) desired value (target value).

Engine coolant temperature (ECT)
Measurement range -48 to +143°C.
The engine control module (ECM) 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 temperature sensor for the intake air.

°
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 intake system downstream of the turbocharger (TC).
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 centre (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 signal from the mass air flow (MAF) sensor.
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 engine draws in.
Mass air flow, correction factor= The engine control module (ECM) 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 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 engine control module (ECM) 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.
The mean PWM signal voltage from the accelerator pedal (AP) position sensor to the engine control module (ECM). The engine control module (ECM) 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 %.
The PWM signal from the accelerator pedal (AP) position sensor to the engine control module (ECM). The engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) calculates the value from the mass air flow (MAF) sensor and the throttle position (TP) sensor signals.
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 released.
Not active = clutch pedal depressed.

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 brake lamp switch signal.
ON = brake lamp switch on.
OFF = brake lamp switch unaffected.

AC 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 the 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 signal transmitted by the engine control module (ECM) for activating 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 engine control module (ECM) 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 engine control module (ECM) 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 evaporative emission system (EVAP) valve and increases with increased flow.

Reset valve camshaft, intake/exhaust
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 normal value varies depending on how much the camshaft is controlled.

Camshaft shift angle, intake/exhaust
Measurement range between -256° to +256°.
The engine control module (ECM) calculates the value by comparing the position of the camshaft with the position of the crankshaft.
The value indicates the offset of the camshaft position in relation to the crankshaft TDC (0). (The camshaft 0-position = the camshaft position set alignment with the crankshaft TDC).

Camshaft shift angle leeway, intake/exhaust
Measurement range between -256° to +256°.
The value indicates the difference between the "Camshaft shift angle" (actual shift angle) and the desired value for the camshaft shift angle (target value for the engine control module (ECM)).
Ensure that the camshaft is operated by checking that the value of the "Camshaft shift angle" changes. Changing the "Camshaft shift angle" is achieved by changing the engine speed (RPM)/load.
The normal value varies depending on how far the camshaft is operated and the temperature/grade of the engine oil, although the value must never deviate by more than between +/-10° for longer than 4 seconds.

Hint: Check the camshaft control function by choosing "Quick test camshaft control" in the vehicle communication input.

Adaptation camshaft, intake/exhaust
Measurement range between -511 to +511°.
The value indicates how much the engine control module (ECM) 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 checked when idling and with the engine at operating temperature.

Leak diagnostic unit pump
Certain markets only.
Measurement range 0-400 mA.
The engine control module (ECM) 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 signal transmitted by the engine control module (ECM) 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 engine control module (ECM)) 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 part load and upper part 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 pre-programmed in the engine control module (ECM) 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 engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).
Value under 1: The engine control module (ECM) 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 engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).
Value under 0 %: The engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).
Value under 1: The engine control module (ECM) 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 engine control module (ECM) 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 engine control module (ECM) increases the injection period (to prevent a lean fuel / air mix).
Value under 1: The engine control module (ECM) 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).

Fuel pressure
Measurement range 50-4680 kPa.
The engine control module (ECM) calculates the value from the fuel pressure sensor. The parameter indicates the absolute pressure in the system. When idling, with the engine at operating temperature and in neutral, the value should be approximately 400 kPa.

Hint: The value must follow "Fuel pressure, desired value".

Fuel pressure, desired value
Measurement range: 0-6553.5 kPa.
The engine control module (ECM) calculates the target value for "Fuel pressure". The value indicates what the fuel pressure should be. The parameter indicates absolute pressure.

Fuel temperature
Measurement range -40 to +215°C.
The engine control module (ECM) derives the temperature from the fuel temperature sensor signal. The fuel temperature sensor is integrated in the fuel pressure sensor.

Fuel pump (FP) workload
Measurement range 0-100 %.
The value shows the PWM signal between the engine control module (ECM) and the fuel pump (FP) control module. A higher pulse ratio gives a higher fuel pressure. At 400 kPa the pulse ratio must be approximately 35% (+/- 5%). The values are not relevant if the battery voltage is too low.

Oil level
Measurement range 0-100 %.
The value indicates the oil level signal pulse ratio from the PWM signal generated by the oil level sensor. The signal passes between the engine control module (ECM) and the oil level sensor. The value must be between 17-83% depending on the oil level.

Vehicle speed

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

Engine cooling fan (FC)
Measurement range 0-100%
Signals transmitted by the engine control module (ECM) to the engine cooling fan (FC) control module to activate the engine cooling fan (FC).
16%=step 1
25%=step 2
39%=step 3
61%=step 4
89%=step 5
93%=step 6

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.

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