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 all cylinders on 5 cylinder engines.

Parameters, value

Engine speed (rpm)
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).

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

Battery voltage (V)
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 the engine control module (ECM).

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

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

Atmospheric pressure (Pa)
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.

Ignition advance (°BTDC)
Measurement range -96 to +95.3° before top dead centre (BTDC).
The value is calculated from the engine speed (RPM) sensor signal.
The value when idling varies depending on the engine coolant temperature (ECT).

Boost pressure (hPa)
Measurement range 0-2550 hPa.
The value which is calculated from the boost pressure, 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.

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).

Mass air flow (kg/h)

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) derives 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 12-20 kg/h.

Note! Other values apply if the generator is under load, e.g., high beam is on, the heated rear window 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 control module's calculated desired value for the mass air flow divided by (/) the actual measured mass air flow.
Normal range: 1 (±0.2).

Accelerator pedal (AP) position sensor, analog (via CEM) (V)
Measurement range 0-320 V.
The engine control module (ECM) receives the value for the accelerator pedal (AP) position sensor signal from the central electronic module (CEM) via CAN communication.
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.

Throttle angle (%)
Measurement range 0 - 100 %.
The engine control module (ECM) calculates the value from potentiometer 1 for the throttle position (TP) sensor. 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.
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.

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, desired value (%)
Measurement range 0 - 100 %.
The engine control module (ECM) calculates a target value for the throttle opening (throttle angle).
The value indicates what the throttle angle should be.
0 % = throttle shut.
100% = throttle fully open.

Throttle position (TP) sensor, potentiometer 1 (V)
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 (V)
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).

Leakage flow over the throttle (kg/h)
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.

Air conditioning (A/C) pressure (kPa)
Measurement range -176 to +3277 kPa.
The engine control module (ECM) derives the value from the air conditioning (A/C) pressure sensor signal.
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.

Evaporative emission system (EVAP) 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).

EVAP, flow (kg/h)
Measurement range 0-25 kg/h
The engine control module (ECM) calculates the flow through the evaporative emission system (EVAP) valve. This value increases with increased flow.

Injection period (ms)

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: 1.0-3.0 ms

Short-term fuel trim, bank 1

Measurement range 0-2.
The value displays how much the injection period needs to be corrected (from the preprogrammed 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 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 (idle speed and load). When erasing the diagnostic trouble codes (DTCs), the adaptation values will be reset. This means the 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 VIDA Design and Function, Fuel trim.

Long-term fuel trim bank 1, 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 1, load
Measurement range 0 -2.
Multiplicative adaptation of the short-term fuel trim, adaptation that occurs at load. The value stored in the control module indicates how much the short-term fuel trim in the 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 load range of the engine must be reached for the value to be updated.
At least 30 minutes of driving with load may be required before the adaptation is complete (complete = short-term fuel trim oscillates around 1 at 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 1
C/L= Closed Loop, fuel trim is active
O/L = Open Loop, fuel trim is not active

Front heated oxygen sensor (HO2S), bank 1 (lambda)
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 1 (V)
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 pressure (Pa)
Measurement range 50-4680 kPa.
The parameter indicates absolute pressure.
The engine control module (ECM) derives the pressure from the fuel pressure sensor signal. 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 (Pa)
Measurement range: 0-6553.5 kPa.
The parameter indicates absolute pressure.
The engine control module (ECM) calculates the target value for "Fuel pressure". The value indicates what the fuel pressure should be.

Fuel temperature (°C)
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.

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

Engine cooling fan (FC) (%)
Measurement range 0-100%
Pulse width modulation (PWM) signals transmitted by the engine control module (ECM) to the engine cooling fan (FC) control module to activate the engine cooling fan (FC).

Reset valve camshaft, intake / exhaust (CA)
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 position (angle).
The normal value when the camshaft is deployed and in the fixed position is approximately 50%. The value increases/decreases depending on control of the camshaft.

Intake valves, opening angle (CA)
The parameter corresponds to the "Camshaft shift angle" but is calculated from another reference position on the crankshaft.
Measurement range between -256CA and +256CA.
The engine control module (ECM) calculates the value using the signals from the engine speed (RPM) sensor (crankshaft position) and the camshaft position (CMP) sensor (camshaft position).
The value indicates when the intake valves open relative to top dead center (TDC) for the cylinders. The value decreases with increased control of the camshaft.
When the camshaft is in its 0-position (camshaft not deployed), the angle is 27°CA. When the camshaft is fully deployed, the angle is -23°CA.
(CA=Crank Angle).

Hint: The value must follow the parameter "Intake valves, target value opening angle".

Intake valves, target value opening angle (CA)
Measurement range between -256 CA and +256 CA.
The value indicates the engine control module (ECM) target value for "Intake valves, opening angle".

Exhaust valves, closing angle (CA)
The parameter corresponds to the "Camshaft shift angle" but is calculated from another reference position on the crankshaft.
Measurement range between -256 CA and +256 CA.
The engine control module (ECM) calculates the value using the signals from the engine speed (RPM) sensor (crankshaft position) and the camshaft position (CMP) sensor (camshaft position).
The value indicates when the exhaust valves close relative to top dead center (TDC) for the cylinders. The value decreases with increased control of the camshaft.
When the camshaft is in its 0-position (camshaft not deployed), the angle is 26.5 °CA. When the camshaft is fully deployed, the angle is -3.5 °CA.
(CA=Crank Angle).

Hint: The value must follow the parameter "Exhaust valves, target value closing angle".

Exhaust valves, target value closing angle (CA)
Measurement range between -256 CA and +256 CA.
The value indicates the engine control module (ECM) target value for "exhaust valves, closing angle".

Exhaust camshaft, leeway (CA)
Measurement range between -511 to +511°.
The value indicates the camshaft deviation from the basic setting.
The value is 0° when the camshaft position (angle) corresponds with the crankshaft position (angle). The normal value is 0° +/-8°.
The value is updated following adaptation of the camshaft position (angle position). The adaptation is performed when the camshaft control is not active (fully returned camshaft).

Intake camshaft, leeway (CA)
Measurement range between -511 to +511°.
The value indicates the camshaft deviation from the basic setting.
The value is 0° when the camshaft position (angle) corresponds with the crankshaft position (angle). The normal value is 0° +/-8°.
The value is updated following adaptation of the camshaft position (angle position). The adaptation is performed when the camshaft control is not active (fully returned camshaft).

Misfire counter emissions impact
The engine control module (ECM) calculates the overall total for the number of misfires affecting emissions for all cylinders during a certain number of crankshaft revolutions. The value is also affected by misfires that cause catalytic converter damage.
The value is reset when the ignition is switched off.
Normal value is 0 (= no misfire).

Misfire counter, cyl x
Can only be read off on vehicles from model year 2005- inclusive.
The value indicates the number of misfires for each cylinder during the present operating cycle.
The value is affected by misfires which affect emissions and cause catalytic converter damage.
The value is reset when the ignition is switched off.
The normal value is 0 (= no misfiring).

Ignition retardation, knocking (CA)
Ignition retardation requested due to knock in the cylinders.
Measurement range 0 -72 CA.
Normal value 0 CA.
This value indicates the mean value of the timing retardation for all cylinders.
CA = Crank Angle.

Generator (GEN), current
The instantaneous generator (GEN) current to charge the battery.
The engine control module (ECM) receives information about the value of the signal from the alternator control module (ACM) via LIN communication.

Generator (GEN), target value
The engine control module (ECM) controls the generator (GEN) via LIN communication when requested by the central electronic module (CEM). The parameter indicates the charge voltage requested by the engine control module (ECM) for the alternator control module (ACM).
When the engine is running, the value of the parameter must be approximately the same (or slightly higher) than battery voltage.
With the ignition on, the value of the parameter must be approximately 10.6 volts.

Parameter, status

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 performed.

Position gear selector

Only vehicles that have an automatic transmission.
The engine control module (ECM) calculates the status of the signal from the directly connected cable from the transmission control module (TCM).
P/N engaged = gear selector position is in "Park"or "Neutral".
P/N disengaged = gear selector position is not in "Park"or "Neutral".

Position gear selector (via CAN)

Only vehicles that have an automatic transmission.
The engine control module (ECM) calculates the status of the signal from the transmission control module (TCM) via CAN.
P/N engaged = gear selector position is in "Park" or "Neutral".
P/N disengaged = gear selector position is not in "Park"or "Neutral".

Ignition switch
The engine control module (ECM) calculates the status of the signal from the directly connected cable from the central electronic module (CEM).
Position 2 = Ignition switch position in position 2 (ignition on).
Position 3 = Ignition switch position in position 3 (start).

Ignition switch (via CAN)
The engine control module (ECM) calculates the status of the signal from the central electronic module (CEM) via CAN communication.
Position 2 = Ignition switch position in position 2 (ignition on).
Position 3 = Ignition switch position in position 3 (start).
Engine running = Ignition switch position in position 2 (ignition on) and the engine running.

Immobilizer, start permitted
YES = The immobilizer allows start up
NO = The immobilizer does not allow start up

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.

Clutch pedal position sensor
Measurement range 0 - 100 %.
The engine control module (ECM) receives the value for the clutch pedal position sensor signal from the central electronic module (CEM) via CAN communication.
The value indicates the clutch pedal position.
0 % = released clutch pedal.
100 % = Clutch pedal pressed down.

Clutch pedal switch
Engine control module (ECM) receives the value for the clutch pedal switch.
The value indicates the clutch pedal position:
Clutch pedal pressed down.
Released clutch pedal.

Stop lamp switch
The engine control module (ECM) calculates the value from the directly connected signal from the brake light switch.
ON = brake lamp switch on.
OFF = brake lamp switch unaffected.

Air conditioning (A/C) compressor, status
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.

Air conditioning (A/C) pressure switch
The engine control module (ECM) calculates the value from the signal from the air conditioning (A/C) pressure switch.
OFF = Engine control module (ECM) allows start up of compressor.
ON = Engine control module (ECM) does not allow start up of compressor.

Oil pressure sensor
The engine control module (ECM) calculates the value from the oil pressure switch signal. The value is only relevant when the engine is running.
ON = the oil pressure switch circuit is closed, signal to the driver information module (DIM) via CAN for lit oil pressure warning lamp.
OFF = the oil pressure monitor's circuit is open, signal to the driver information module (DIM) via CAN for oil pressure warning light not lit.