Obd2 Diagnostics

OBDII
GENERIC
PID
DIAGNOSIS
BY KARL SEYFERT
ome scan tools call it the

global OBD II mode, while
others describe it as the
OBD II generic mode. The
OBD II generic mode allows
a technician to attach his
scan tool to an OBD II-compliant vehicle and begin collecting data without
entering any VIN information into the
scan tool. You may need to specifically
select OBD II Generic from the scan
tool menu. Some scan tools may need a
software module or personality key before theyll work in generic OBD II test
mode.
The original list of generic data parameters mandated by OBD II and described in SAE J1979 was short and designed to provide critical system data
only. The useful types of data we can retrieve from OBD II generic include
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September 2007
short-term and long-term fuel trim values, oxygen sensor voltages, engine and
intake air temperatures, MAF or MAP
values, rpm, calculated load, spark timing and diagnostic trouble code (DTC)
count. Freeze frame data and readiness
status also are available in OBD II
generic mode. A generic scan tool also
should be able to erase trouble codes
and freeze frame data when commanded to do so.
Data coming to the scan tool through
the mandated OBD II generic interface
may not arrive as fast as data sent over
one of the dedicated data link connector (DLC) terminals. The vehicle manufacturer has the option of using a
faster data transfer speed on other DLC
pins. Data on the generic interface also
may not be as complete as the information youll get on many manufacturer-
Photo: Karl Seyfert
A wealth of diagnostic information is

available on late-model OBD II-compliant
vehicles, even when enhanced or
manufacturer-specific PIDs are not
accessible. It doesnt take much to use
this information to its best advantage.
September 2007
53
Photos: Karl Seyfert
OBD II GENERIC PID DIAGNOSIS
Heres a basic scanner display showing OBD II generic

PIDs. Slow-changing PIDs like IAT and ECT can be followed fairly easily in this format, but its difficult to spot
glitches in faster moving PIDs like Spark Advance.
Mode 1: Show current data

Mode 2: Show freeze frame data
Mode 3: Show stored trouble codes
Mode 4: Clear trouble codes and stored
values
Mode 5: Test results, oxygen sensors
Mode 6: Test results, noncontinuously
monitored
Mode 7: Show pending trouble codes
Mode 8: Special control mode
Mode 9: Request vehicle information
Modes 1 and 2 are basically identical.
Mode 1 provides current information,
Mode 2 a snapshot of the same data
taken at the point when the last diagnostic trouble code was set. The exceptions are PID 01, which is available only
Photo courtesy Snap-on Diagnostics
specific or enhanced interfaces. For example, you may see an engine coolant
temperature (ECT) value in degrees on
the OBD II generic parameter identification (PID) list. A manufacturerspecific data list may display ECT status
in Fahrenheit or Celsius and add a separate PID for the ECT signal voltage.
In spite of these and other limitations,
OBD II generic mode still contains
many of the trouble codes, freeze frame
data and basic datastream information
needed to solve many emissions-related
issues.
There are nine modes of operation
described in the original J1979 OBD II
standard. They are:
This scan tool also allows the user to graph some PIDs,
while continuing to display the others in conventional
numeric format. Due to OBD IIs refresh capabilities on
some vehicles, its best to limit your PID choices to
those directly related to your diagnostic approach.
This photo illustrates how far PID data collection and display have come. Several
hundred thousand techs are still using the original Snap-on brick (on the left),
which displays a limited amount of PID data on its screen. Scrolling up or down
revealed more PIDs. The color version on the right brought graphing capability to
the brick, and extended the products life span by several years.
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September 2007
in Mode 1, and PID 02, available only

in Mode 2. If Mode 2 PID 02 returns
zero, then theres no snapshot and all
other Mode 2 data is meaningless. Vehicle manufacturers are not required to
support all modes. Each manufacturer
may define additional modes above
Mode 9 for other information.
Most vehicles from the J1979 era supported 13 to 20 parameters. The recent
phase-in of new parameters will make
OBD II generic data even more valuable. The California Air Resources
Board (CARB) revisions to OBD II
CAN-equipped vehicles have increased
the number of potential generic parameters to more than a hundred. Not all
vehicles will support all PIDs, and there
are many manufacturer-defined PIDs
that are not included in the OBD II
standard. Even so, the quality and
quantity of data have increased significantly. For more information on the new
PIDs that were added to 2004 and later
CAN-equipped vehicles, refer to Bob
Pattengales article Interpreting Generic Scan Data in the March 2005 issue of
MOTOR. A PDF copy of the article can
be downloaded at www.motor.com.
Establish a Baseline
If youre repairing a vehicle that has
stored one or more DTCs, make sure
you collect the freeze frame data before
erasing the stored codes. This data can
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September 2007
Photo courtesy Injectoclean
Photo courtesy SPX/OTC
Screen capture: Jorge Menchu
be used for comparison after

IAC counts look too high or
your repairs. The before
too low? Compare data items
freeze frame shot and its PID
to known-good values youd
data establish the baseline.
expect to see for similar opAs you begin your diagnoerating conditions on similar
sis, correct basic problems
vehicles.
firstloose belts, weak batCheck short-term fuel
teries, corroded cables, low
trim (STFT) and long-term
coolant levels and the like.
fuel trim (LTFT). Fuel trim
The battery and charging sysis a key diagnostic parameter
tem are especially important,
and tells you what the comdue to their effect on vehicle
puter is doing to control fuel
electronics. A good battery, a
delivery and how the adapproperly functioning alternative strategy is operating.
tor and good connections at
STFT and LTFT are expower and ground circuits
pressed as a percentage, with
are essential. You cant asthe ideal range being within
The Snap-on MODIS is a combination scanner, lab/ignisume that OBD II will detect tion scope, DVOM and Troubleshooter. In scanner mode, 5%. Positive fuel trim pera voltage supply problem that MODIS can graph several parameters simultaneously, centages indicate that the
can affect the entire system. as seen in this screen capture. Remember, although powertrain control module
If you have an intermittent these may look like scope patterns, the reporting rate (PCM) is attempting to enproblem that comes and for PID data on a scanner isnt nearly as fast.
richen the fuel mixture to
goes, or random problems
compensate for a perceived
that dont follow a logical pattern, check down the battery voltage and the results lean condition. Negative fuel trim perthe grounds for the PCM and any other of any simple tests, such as fuel pressure centages indicate that the PCM is atcontroller in the vehicle.
or engine vacuum. Look at the Readi- tempting to enlean the fuel mixture to
If the basics check out, focus your di- ness Status display to see if there are compensate for a perceived rich condiagnosis on critical engine parameters any monitors that arent running to tion. STFT will normally sweep rapidly
and sensors first. Write down what you completion.
between enrichment and enleanment,
find; theres too much information to
while LTFT will remain more stable. If
keep it all in your head. Add any infor- Datastream Analysis
either STFT or LTFT exceeds 10%,
mation collected from the vehicle own- Take your time when you begin looking this should alert you to a potential
er regarding vehicle performance. Jot at the live OBD II datastream. If you se- problem.
lect too many items at one time, the scan
tool update will slow. The more PIDs
you select, the slower the update rate
will be. Look carefully at the PIDs and
their values. Is there one line of data that
seems wrong? Compare data items to
one another.
Do MAP and BARO agree key on,
engine off (KOEO)? Are IAT and ECT
the same when the engine is cold
KOEO? The ECT and IAT should be
within 5F of each other. ECT should
reach operating temperature, preferably
190F or higher. If the ECT is too low,
the PCM may richen the fuel mixture to
compensate for a (perceived) coldengine condition. IAT should read ambient temperature or close to underhood When scan tool screen real estate is
temperature, depending on the location limited, porting the scan tool into a
laptop or desktop PC allows you to
of the sensor.
graph more PIDs simultaneously.
An on-screen description of the PID
Is the battery voltage good KOEO? The PCs much larger memory cadisplayed below the graphing data
Is the charging voltage adequate when pacity also makes it possible to colmay help you to understand what
lect PID data in movie format for
youre looking at, and avoid misunder- the engine starts? Do the MAP and
BARO readings seem logical? Do the later playback and analysis.
standings with measurement units.
Screen captures: Jorge Menchu
Graphs arent the only way to display PID data. Once

transferred to the PC with its greater screen real estate, PID data can be converted to formats that relate
to the data. A red thermometer scale is much easier to
follow than changing numbers on a scan tool.
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September 2007
The PCM uses this information to calculate the amount of fuel that should be
delivered to achieve the desired air/fuel
mixture. Check the MAF sensor for accuracy in various rpm ranges, including
wide-open throttle (WOT), and compare it with the manufacturers recommendations.
When checking MAF sensor read-
Screen capture courtesy Bosch Diagnostics
Determine if the condition exists in

more than one operating range. Check
fuel trim at idle, at 1500 rpm and at
2500 rpm. If LTFT B1 is 20% at idle but
corrects to 5% at both 1500 and 2500
rpm, focus your diagnosis on factors that
can cause a lean condition at idle, such
as a vacuum leak. If the condition exists
in all rpm ranges, the cause is more likely to be fuel-related, such as a bad fuel
pump, restricted injectors, etc.
Fuel trim can also be used to identify
which bank of cylinders is causing a
problem on bank-to-bank fuel control
engines. For example, if LTFT B1 is
25% and LTFT B2 is 5%, the source
of the problem is associated with B1
cylinders only, and your diagnosis
should focus on factors related to B1
cylinders only.
The following parameters could affect fuel trim or provide additional diagnostic information. Also, even if fuel
trim is not a concern, you might find an
indication of another problem when reviewing these parameters:
Fuel System 1 Status and Fuel System 2 Status should be in closed-loop
(CL). If the PCM is not able to
achieve CL, the fuel trim data may not
be accurate.
If the system includes one, the mass
airflow (MAF) sensor measures the
amount of air flowing into the engine.
PC-based scan tools excel at capturing and displaying

large amounts of PID data for later analysis. Graphing
the data, then analyzing it on-screen, may allow you to
spot inconsistencies and provides an easy method for
overlaying similar or related PID data.
Heres a peek at some of the additional PID data thats available on latemodel vehicles. This screen capture
was taken from a CAN-enabled 2005
vehicle, and includes PIDs for EVAP
PURGE, FUEL LEVEL and WARM-UPS, as
well as familiar PIDs like BARO. This
much PID data in generic mode should
aid in diagnosis when manufacturerspecific PID data is not available.
ings, be sure to identify the unit of measurement. The scan tool may report the
information in grams per second (gm/S)
or pounds per minute (lb/min). Some
technicians replace the sensor, only to
realize later that the scan tool was not
set correctly. Some scan tools let you
change the units of measurement for
different PIDs so the scan tool matches
the specification in your reference manual. Most scan tools let you switch easily
between Fahrenheit and Celsius temperature scales, for example. But MAF
specs can be confusing when the scan
tool shows lb/min and we have a spec
for gm/S. Here are a few common conversion formulas, in case your scan tool
doesnt support all of these units of
measurement:
Degrees Fahrenheit 32 5/9 Degrees Celsius
Degrees Celsius 9/5 + 32 Degrees Fahrenheit
lb/min 7.5 gm/S
gm/S 1.32 lb/min
The Manifold Absolute Pressure
(MAP) Sensor PID, if available, indicates manifold pressure, which is used
by the PCM to calculate engine load.
The reading is normally displayed in
inches of mercury (in./Hg). Dont confuse the MAP sensor parameter with intake manifold vacuum; theyre not the
same. Use this formula: barometric
pressure (BARO) MAP intake

manifold vacuum. For example, BARO
(27.5 in./Hg) MAP (10.5) intake
manifold vacuum (17.0 in./Hg). Some
vehicles are equipped with only a MAF
sensor, some have only a MAP sensor
and some are equipped with both.
The PIDs for Oxygen Sensor Output
Voltage B1S1, B2S1, B1S2, etc., are
used by the PCM to control fuel mixture and to detect catalytic converter
degradation. The scan tool can be used
to check basic sensor operation. The
sensor must exceed .8 volt and drop below .2 volt, and the transition from low
to high and high to low should be quick.
A good snap throttle test will verify the
sensors ability to achieve the .8 and .2
voltage limits. If this method doesnt
work, use a bottle of propane to manually richen the fuel mixture to check the
oxygen sensors maximum voltage output. To check the sensors low voltage
range, simply create a lean condition
and check the voltage.
Remember, your scan tool is not a lab

scope. Youre not measuring the sensor
in real time. The PCM receives the data
from the oxygen sensor, processes it,
then reports it to the scan tool. Also, a
fundamental OBD II generic limitation
is the speed at which that data is delivered to the scan tool. In most cases, the
fastest possible data rate is approximately 10 times a second, with only one parameter selected. If youre requesting
and/or displaying 10 parameters, this
slows the data sample rate, and each parameter is reported to the scan tool just
once per second. You can achieve the
best results by graphing or displaying
data from each oxygen sensor separately.
If the transition seems slow, the sensor
should be tested with a lab scope to verify the diagnosis before you replace it.
The Engine Speed (RPM) and Ignition Timing Advance PIDs can be used
to verify good idle control strategy.
Again, these are best checked using a
graphing scan tool. Check the RPM,
Vehicle Speed Sensor (VSS) and Throttle Position Sensor (TPS) PIDs for accuracy. These parameters can also be
used as reference points to duplicate
symptoms and locate problems in
recordings.
Most PID values can be verified by
a voltage, frequency, temperature,
vacuum or pressure test. Engine
coolant temperature, for example, can
be verified with a noncontact temperature tester, while intake manifold vacuum can be verified with an accurate
vacuum gauge. Electrical values also
should be tested with a DVOM. If the
electrical value exists at the sensor but
not at the appropriate PCM terminal,
then the component might be experiencing a circuit fault.
Calculated Values
Calculated scan tool values can cause a
lot of confusion. The PCM may detect a
failed ECT sensor or circuit and store a
DTC. Without the ECT sensor input,
Circle #31
September 2007
59

the PCM has no idea what the coolant
temperature really is, so it may plug in
a temperature it thinks will work to
keep the engine running long enough to
get it to a repair shop. When it does
this, your scanner will display the failsafe value. You might think its a live value from a working sensor, when it isnt.
Also be aware that when a component such as an oxygen sensor is disconnected, the PCM may substitute a default value into the datastream displayed
on the scan tool. If a PID is static and
doesnt track with engine operating conditions, it may be a default value that
merits further investigation.
Circle #32
Circle #33
Circle #35
Circle #34
Graphing Data
If youve ever found it difficult to compare several parameters at once on a
small scan tool screen, graphing PIDs is
an appealing proposition. Graphing
multiple parameters at the same time
can help you compare data and look for
individual signals that dont match up to
actual operating conditions.
Although scan tool graphing isnt
equivalent in quality and accuracy to a
lab scope reading, it can provide a comparative analysis of the activity in the
two, three, four or six oxygen sensors
found in most OBD II systems.
Many scan tools are capable of storing a multiple-frame movie of selected
PIDs. The scan tool can be programmed
to record a movie after a specific DTC
is stored in the PCM. Alternatively, the
scan tool movie might be triggered
manually when a driveability symptom
occurs. In either case, you can observe
the data or download it and print it later. Several software programs let you
download a movie, then plot the values
in a graphical display on your computer
monitor.
Make the Most of

What Youve Got
Take the time to learn what your scan
tool will do when connected to a specific make or model. Do your best to
gather all relevant information about
the vehicle system being tested. That
way you can get the most out of what
the scan tool and PCM have to offer.
The OBD II system wont store a DTC
unless it sees (or thinks it sees) a problem that can result in increased emissions. The only way to know what the
PCM sees (or thinks it sees) is to look
through the window provided by the
scan tool interface.
You have a DTC and its definition.
You have freeze frame data that may
help you zero in on the affected component or subsystem. PIDs have already
provided you with additional clues
about the operation of critical sensors.
Keep your diagnosis simple as long as
you can. Now fix the car.
Visit www.motor.com to download
a free copy of this article.
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September 2007
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March 2005
Photo & screen captures: Bob Pattengale
INTERPRETING
GENERIC
SCAN DATA
BY BOB PATTENGALE
Readily available generic scan data provides an

excellent foundation for OBD II diagnostics.
Recent enhancements have increased the value of
this information when servicing newer vehicles.
f you dont have a good starting point, driveability diagnostics

can be a frustrating experience. One of the best places to start
is with a scan tool. The question asked by many is, Which
scan tool should I use? In a perfect world with unlimited resources, the first choice would probably be the factory scan tool.
Unfortunately, most technicians

dont have extra-deep pockets. Thats
why my first choice is an OBD II
generic scan tool. Ive found that approximately 80% of the driveability
problems I diagnose can be narrowed
down or solved using nothing more
than OBD II generic parameters. And
all of that information is available on
an OBD II generic scan tool that can
be purchased for under $300.
The good news is the recent phase-in
of new parameters will make OBD II

generic data even more valuable. Fig. 1
on page 54 was taken from a 2002 Nissan Maxima and shows the typical parameters available on most OBD IIequipped vehicles. As many as 36 parameters were available under the original
OBD II specification. Most vehicles
from that era will support 13 to 20 parameters. The California Air Resources
Board (CARB) revisions to OBD II
CAN-equipped vehicles will increase
the number of potential generic parameters to more than 100. Fig. 2 on page
56 shows data from a CAN-equipped
2005 Dodge Durango. As you can see,
the quality and quantity of data has increased significantly. This article will
identify the parameters that provide the
greatest amount of useful information
and take a look at the new parameters
that are being phased in.
No matter what the driveability issue happens to be, the first parame-
March 2005
53
INTERPRETING GENERIC SCAN DATA
Fig. 1
ters to check are short-term fuel trim

(STFT) and long-term fuel trim
(LTFT). Fuel trim is a key diagnostic
parameter and your window into what
the computer is doing to control fuel
delivery and how the adaptive strategy
is operating. STFT and LTFT are expressed as a percentage, with the ideal
range being within 5%. Positive fuel
trim percentages indicate that the
powertrain control module (PCM) is
attempting to enrichen the fuel mixture to compensate for a perceived
lean condition. Negative fuel trim
percentages indicate that the PCM is
attempting to enlean the fuel mixture
to compensate for a perceived rich
condition. STFT will normally sweep
rapidly between enrichment and enleanment, while LTFT will remain
more stable. If STFT or LTFT exceeds 10%, this should alert you to
a potential problem.
The next step is to determine if the
condition exists in more than one op-
54
March 2005
erating range. Fuel trim should be

checked at idle, at 1500 rpm and at
2500 rpm. For example, if LTFT B1 is
25% at idle but corrects to 4% at both
1500 and 2500 rpm, your diagnosis
should focus on factors that can cause
a lean condition at idle, such as a vacuum leak. If the condition exists in all
rpm ranges, the cause is more likely to
be fuel supply-related, such as a bad
fuel pump, restricted injectors, etc.
Fuel trim can also be used to identify which bank of cylinders is causing a
problem. This will work only on bankto-bank fuel control engines. For example, if LTFT B1 is 20% and LTFT
B2 is 3%, the source of the problem is
associated with B1 cylinders only, and
your diagnosis should focus on factors
related to B1 cylinders only.
The following parameters could affect fuel trim or provide additional
diagnostic information. Also, even if
fuel trim is not a concern, you might
find an indication of another problem
when reviewing these parameters:

Fuel System 1 Status and Fuel
System 2 Status should be in closedloop (CL). If the PCM is not able to
achieve CL, the fuel trim data may not
be accurate.
Engine Coolant Te m p e r a t u re
(ECT) should reach operating temperature, preferably 190F or higher. If
the ECT is too low, the PCM may
richen the fuel mixture to compensate
for a (perceived) cold engine condition.
Intake Air Temperature (IAT)
should read ambient temperature or
close to underhood temperature, depending on the location of the sensor.
In the case of a cold engine check
Key On Engine Off (KOEO)the
ECT and IAT should be within 5F of
each other.
The Mass Airflow (MAF) Sensor,
if the system includes one, measures
the amount of air flowing into the engine. The PCM uses this information
to calculate the amount of fuel that
Fig. 2
should be delivered, to achieve the

desired air/fuel mixture. The MAF
sensor should be checked for accuracy in various rpm ranges, including
wide-open throttle (WOT), and compared with the manufacturers recommendations. Mark Warrens Dec.
2003 Driveability Corner column covered volumetric efficiency, which
should help you with MAF diagnostics. A copy of that article is available
at www.motor.com, and an updated
volumetric efficiency chart is available
at www.pwrtraining.com.
When checking MAF sensor readings, be sure to identify the unit of
measurement. The scan tool may report the information in grams per second (gm/S) or pounds per minute
(lb/min). For example, if the MAF
sensor specification is 4 to 6 gm/S and
your scan tool is reporting .6 lb/min,
change from English units to metric
units to obtain accurate readings.
Some technicians replace the sensor,
only to realize later that the scan tool
was not set correctly. The scan tool
manufacturer might display the para-
56
March 2005
meter in both gm/S and lb/min to help

avoid this confusion.
The Manifold Absolute Pressure
(MAP) Sensor, if available, measures
manifold pressure, which is used by
the PCM to calculate engine load. The
reading in English units is normally
displayed in inches of mercury
(in./Hg). Dont confuse the MAP sensor parameter with intake manifold
vacuum; theyre not the same. A simple formula to use is: barometric pressure (BARO) MAP intake manifold vacuum. For example, BARO
27.5 in./Hg MAP 10.5 intake
manifold vacuum of 17.0 in./Hg. Some
vehicles are equipped with only a
MAF sensor, some have only a MAP
sensor and some are equipped with
both sensors.
Oxygen Sensor Output Voltage
B1S1, B2S1, B1S2, etc., are used by
the PCM to control fuel mixture. Another use for the oxygen sensors is to
detect catalytic converter degradation.
The scan tool can be used to check basic sensor operation. Another way to
test oxygen sensors is with a graphing
scan tool, but you can still use the data

grid if graphing is not available on
your scanner. Most scan tools on the
market now have some form of graphing capability.
The process for testing the sensors
is simple: The sensor needs to exceed
.8 volt and drop below .2 volt, and the
transition from low to high and high
to low should be quick. In most cases,
a good snap throttle test will verify
the sensors ability to achieve the .8
and .2 voltage limits. If this method
does not work, use a bottle of
propane to manually richen the fuel
mixture to check the oxygen sensors
maximum output. To check the low
oxygen sensor range, simply create a
lean condition and check the voltage.
Checking oxygen sensor speed is
where a graphing scan tool helps. Fig.
3 on page 57 and Fig. 4 on page 58
show examples of oxygen sensor data
graphed, along with STFT, LTFT and
rpm, taken from two different graphing scan tools.
Remember, your scan tool is not a
lab scope. Youre not measuring the
Fig. 3
sensor in real time. The PCM receives the data from the oxygen sensor, processes it, then reports it to the
scan tool. Also, a fundamental OBD
II generic limitation is the speed at
which that data is delivered to the
scan tool. In most cases, the fastest
possible data rate is approximately 10
times a second with only one parameter selected. If youre requesting
and/or displaying 10 parameters, this
slows the data sample rate, and each
parameter is reported to the scan tool
just once per second. You can achieve
the best results by graphing or displaying data from each oxygen sensor
separately. If the transition seems
slow, the sensor should be tested with
a lab scope to verify the diagnosis before you replace it.
Engine Speed (RPM) and Ignition Timing Advance can be used
to verify good idle control strategy.
Again, these are best checked using a
graphing scan tool.
The RPM, Vehicle Speed Sensor
(VSS) and Throttle Position Sensor
(TPS) should be checked for accuracy.
These parameters can also be used as

reference points to duplicate symptoms
and locate problems in recordings.
Calculated Load, MIL Status,
Fuel Pressure and Auxiliary Input
Status (PTO) should also be considered, if they are reported.
Additional OBD II
Parameters
Now, lets take a look at the more recently introduced OBD II parameters.
These parameters were added on 2004
CAN-equipped vehicles, but may also
be found on earlier models or nonCAN-equipped vehicles. For example,
the air/fuel sensor parameters were
available on earlier Toyota OBD II vehicles. Fig. 2 was taken from a 2005
Dodge Durango and shows many of
the new parameters. Parameter descriptions from Fig. 2 are followed by
the general OBD II description:
FUEL STAT 1 Fuel System 1
Status: Fuel system status will display
more than just Closed Loop (CL) or
Open Loop (OL). You might find one
of the following messages: OL-Drive,

indicating an open-loop condition
during power enrichment or deceleration enleanment; OL-Fault, indicating
the PCM is commanding open-loop
due to a system fault; CL-Fault, indicating the PCM may be using a different fuel control strategy due to an
oxygen sensor fault.
ENG RUN TIME Time Since Engine Start: This parameter may be
useful in determining when a particular problem occurs during an engine
run cycle.
DIST MIL ON Distance Traveled
While MIL Is Activated: This parameter can be very useful in determining how long the customer has allowed a problem to exist.
COMMAND EGR EGR_PCT:
Commanded EGR is displayed as a
percentage and is normalized for all
EGR systems. EGR commanded
OFF or Closed will display 0%, and
EGR commanded to the fully open
March 2005
57
Fig. 4
position will display 100%. Keep in

mind this parameter does not reflect
the quantity of EGR flowonly what
the PCM is commanding.
EGR ERROR EGR_ERR: This
parameter is displayed in percentage
and represents EGR position errors.
The EGR Error is also normalized for
all types of EGR systems. The reading
is based on a simple formula: (Actual
EGR Position Commanded EGR)
Commanded EGR EGR Error. For
example, if the EGR valve is commanded open 10% and the EGR valve moves
only 5% (5% 10%) 10% 50%
error. If the scan tool displays EGR Error at 99.2% and the EGR is commanded OFF, this indicates that the PCM is
receiving information that the EGR
valve position is greater than 0%. This
may be due to an EGR valve that is
stuck partially open or a malfunctioning
EGR position sensor.
EVAP PURGE EVAP_PCT: This
parameter is displayed as a percentage and is normalized for all types of
purge systems. EVAP Purge Control
58
March 2005
commanded OFF will display 0% and

EVAP Purge Control commanded
fully open will display 100%. This is
an important parameter to check if
the vehicle is having fuel trim problems. Fuel trim readings may be abnormal, due to normal purge operation. To eliminate EVAP Purge as a
potential contributor to a fuel trim
problem, block the purge valve inlet
to the intake manifold, then recheck
fuel trim.
FUEL LEVEL FUEL_PCT: Fuel
level input is a very useful parameter
when youre attempting to complete
system monitors and diagnose specific problems. For example, the misfire
monitor on a 1999 Ford F-150 requires the fuel tank level to be
greater than 15%. If youre attempting to duplicate a misfire condition by
monitoring misfire counts and the fuel
level is under 15%, the misfire monitor may not run. This is also important for the evaporative emissions
monitor, where many manufacturers
require the fuel level to be above
15% and below 85%.
WARM-UPS WARM_UPS: This

parameter will count the number of
warm-ups since the DTCs were cleared.
A warm-up is defined as the ECT rising
at least 40F from engine starting temperature, then reaching a minimum
temperature of 160F. This parameter
will be useful in verifying warm-up cycles, if youre attempting to duplicate a
specific code that requires at least two
warm-up cycles for completion.
BARO BARO: This parameter is
useful for diagnosing issues with
MAP and MAF sensors. Check this
parameter KOEO for accuracy related to your elevation.
C AT
TMP
B1S1/B2S1

CATEMP11, 21, etc.: Catalyst temperature displays the substrate temperature for a specific catalyst. The temperature value may be obtained directly
from a sensor or inferred using other
sensor inputs. This parameter should
have significant value when checking
catalyst operation or looking at reasons
for premature catalyst failure, say, due
to overheating.
Fig. 5
CTRL MOD (V) VPWR: I was

surprised this parameter was not included in the original OBD II specification. Voltage supply to the PCM is
critical and is overlooked by many
technicians. The voltage displayed
should be close to the voltage present
at the battery. This parameter can be
used to look for low voltage supply issues. Keep in mind there are other
voltage supplies to the PCM. The ignition voltage supply is a common source
of driveability issues, but can still be
checked only with an enhanced scan
tool or by direct measurement.
ABSOLUT LOAD LOAD_ABS:
This parameter is the normalized value
of air mass per intake stroke displayed
as a percentage. Absolute load value
ranges from 0% to approximately 95%
for normally aspirated engines and 0%
to 400% for boosted engines. The information is used to schedule spark and
EGR rates, and to determine the
pumping efficiency of the engine for diagnostic purposes.
OL EQ RATIO EQ_RAT: Commanded equivalence ratio is used to determine the commanded air/fuel ratio
of the engine. For conventional oxygen
sensor vehicles, the scan tool should display 1.0 in closed-loop and the PCM-
60
March 2005
commanded EQ ratio during openloop. Wide-range and linear oxygen

sensors will display the PCM-commanded EQ ratio in both open-loop
and closed-loop. To calculate the actual
A/F ratio being commanded, multiply
the stoichiometric A/F ratio by the EQ
ratio. For example, stoichiometric is a
14.64:1 ratio for gasoline. If the commanded EQ ratio is .95, the commanded A/F is 14.64 0.95 13.9 A/F.
TP-B ABS, APP-D, APP-E, COMMAND TAC: These parameters relate
to the throttle-by-wire system on the
2005 Dodge Durango of Fig. 2 and will
be useful for diagnosing issues with this
system. There are other throttle-by-wire
generic parameters available for different types of systems on other vehicles.
There are other parameters of interest, but theyre not displayed or available on this vehicle. Misfire data will be
available for individual cylinders, similar
to the information displayed on a GM
enhanced scan tool. Also, if available,
wide-range and linear air/fuel sensors
are reported per sensor in voltage or
milliamp (mA) measurements.
Fig. 5 above shows a screen capture
from the Vetronix MTS 3100 Mastertech. The red circle highlights the
greater than symbol (>), indicating
that multiple ECU responses differ in
value for this parameter. The blue circle highlights the equal sign (=), indicating that more than one ECU supports this parameter and similar values
have been received for this parameter.
Another possible symbol is the exclamation point (!), indicating that no responses have been received for this
parameter, although it should be supported. This information will be useful
in diagnosing problems with data on
the CAN bus.
As you can see, OBD II generic data
has come a long way, and the data can
be very useful in the diagnostic process.
The important thing is to take time to
check each parameter and determine
how they relate to one another.
If you havent already purchased an
OBD II generic scan tool, look for
one that can graph and record, if possible. The benefits will immediately
pay off. The new parameters will take
some time to sort out, but the diagnostic value will be significant. Keep
in mind that the OBD II generic
specification is not always followed to
the letter, so its important to check
the vehicle service information for
variations and specifications.
DATASTREAM
Photoillustration: Harold Perry; photos: Wieck Media & Jupiter Images
IN-DEPTH
ANALYSIS
BY SAM BELL
We began this two-part article with a
discussion of preliminary OBD II datastream
analysis, conducted with the engine off.
Were going deeper this time, to explain
the value of datastream information
collected with the engine running.
ast months installment

on datastream analysis
focused on the value of
freeze frame data, Mode
5 and Mode 6 data and
KOEO (key on, engine
off) datastream. This months discussion
picks up where we left off, with KOER
(key on, engine running) analysis. So go
ahead, start the engine!
I recommend that KOER data collection always start in the generic, or
global OBD II interface. Why? Because
generic datastream PID values are never substitutes for actual sensor readings.
For example, you can disconnect the
MAP sensor connector on a Chrysler
product and drive it around while monitoring datastream in the enhanced

(manufacturer-specific) interface. (Try
this yourself; dont just take my word for
it.) Youll see the MAP PID change
along with the TPS sensor reading and
rpm, showing a range of values that reflect likely MAP readings for each condition, moment by moment. These are
substituted values. If you looked at the
MAP voltage PID, however, it would
show an unchanging reference voltage.
In the enhanced interface, substitutions
can and do occur. But in the generic interface, substituted values are never allowed. You would see MAP shown at a
constant pressure equal to something a
August 2008
37
Chart & screen capture: Sam Bell
DATASTREAM IN-DEPTH ANALYSIS
Data collection and analysis might yield some

helpful information, if you can find the wheat
within the chaff. This is only a small portion of a
larger data set with 100 values per PID.
bit higher than BARO. The generic interface allows calculated values, but
never substituted values.
So, what are we looking for, now that
weve finally started the engine? The
specific answer, of course, will depend
largely on the details of the customer
complaint and/or DTC(s) that are
stored. We might, for example, be focusing on fuel trim numbers (and trends) if
our code suggests an underlying air/fuel
metering problem. We might be looking
most closely at engine coolant temperature, and time-until-warm measurements when that seems warranted. Perhaps our problem lies in the evap area,
or involves EGR flow. But ultimately, it
doesnt matter what the specific issue is;
well have to focus in on the systemic interactions that determine the overall
characteristics of a particular data set.
Heres a concrete example to illustrate what I mean. The vehicle in question is a 1999 Chevy Venture minivan
with the 3.4L V6. There was a DTC
38
August 2008
P0171 (Exhaust Too Lean, Bank 1) in

memory with an active MIL. The sum
of Short Term and Long Term Fuel
Trims in freeze frame was in excess of
When evaluating a
fuel trim trouble
code, one of the
first steps must
always be to verify
that the oxygen
sensor (on which the
DTC is based) is
functioning correctly.
50%. Fuel pressure and volume had

been verified as within specification.
When evaluating a fuel trim trouble
code, one of the first steps must always
be to verify that the oxygen sensor (on
which the DTC is based) is functioning
correctly. During the test drive, I observed the O2 sensor switching rich, but
not as often as would be expected if the
very large fuel trim corrections shown
were actually effective. Indeed, on the
face of it, datastream seemed to confirm
the DTC. Longtime readers, however,
can probably anticipate what my next
tests were: I checked the actual lambda
value of the exhaust gases. Then I
looked for a dynamic response as I artificially enriched the system with a blast of
propane, then enleaned it by disconnecting a major vacuum hose. (See
What Goes InHarnessing Lambda as
a Diagnostic Tool in the September
2005 issue of MOTOR. Search the index
at www.motormagazine.com for all MOTOR magazine articles mentioned.) Hav-
Graphical representations of scan data movies can speed analysis. As an added bonus,
using your scanners flight recorder mode allows you to concentrate on your driving. The
data set here clearly points to a lack of adequate fuel volume. This graphical representation is derived from the exact same movie capture seen in the chart on the previous page.
ing found the idle lambda at a ridiculously low value of .85 (indicating a mixture with 15% more fuel than needed), I
was not surprised to see that the O2 sensor didnt register a rich condition until
the engine was very nearly flooded with
propane. When I removed the purge
hose, engine rpm climbed and the engine smoothed out, while lambda
marched toward the stoichiometric ideal
value of 1.00. Once the faulty O2 sensor
was replaced, all aspects of driveability
improved, and the minivan returned to
its previous fuel consumption levels.
Dynamic tests verify DTC accuracy.
In some instances, we may be able to
utilize bidirectional controls embedded
within our scan tool packages to actuate
various components. In other cases, we
may need to improvise, using signal
simulators, power probes, jumpers,
propane or just good, old-fashioned test
driving as required to initiate change
within the system were working on.
(Im not saying that it will always be as
easy as it was with the Venture. You and

I know there will be problems that dont
set DTCs, problems that do set DTCs
that have no apparent connection to the
One of the most

powerful features
of most scan tools
the so-called flight
recorderseems to
be one of the least
used. But its an
analytical tool of
considerable value.
actual root fault and, of course, problems that set appropriate codes yet are
still really hard to diagnose.)
Floodlights and Spotlights

One of the most powerful features of
most scan tools is, as nearly as I can
tell, one of the least used. This is the
so-called flight recorder, data logger or
movie mode. By whatever name its
known, this is an analytical tool of considerable value.
Take a look at the portion of saved
scan data portrayed in the chart on page
38. As you see, any value in that information is well hidden. This might be
termed a floodlight view, showing too
many values for too many parameters.
But look at the spotlight view above,
where Ive selected and graphed a few
of the same PID values. This was a vehicle where there was no DTC stored in
memory. By including both upstream
O2 sensors, I have provided myself a
cross-check, as there is less likelihood of
August 2008
39

both being bad. Similarly, MAF and
rpm track nicely with one another, again
providing a good cross-check. The data
values at the cursor (the vertical line at
frame 2) are called out at the left side of
each PIDs plot. The upstream O2 sensors are switching nicely at 2000 rpm (as
shown at frame 51), but the graphic
interface reveals an obvious problem at
higher speeds as the O2 sensors flat-line

lean. A new fuel pump restored the
missing performance.
Slow Motion and

High Speed
Moviemakers speed up or slow down
the action on the screen by shooting at
different numbers of frames per sec-
ond. When film shot at 20 frames per

second is played back at 60 frames per
second, the action seems to be occurring at three times the speed. Just as a
56k dial-up modem is slower than a
DSL Internet connection, scan data
transfer rates also vary according to the
interface used. Generic communication modes often travel at a crawl, es-
Monitors 1.01
ost MOTOR readers have at least a passing familiarity with the concept of OBD II monitor
completion status. Even so, a brief refresher may be
in order. OBD II monitors are simply formalized sets
of self-tests all related to a particular system or
component.
Continuous monitors. With a few very rare exceptions (mostly for 1998 and earlier models), the
so-called continuous monitors always show up as
complete, done or ready. Take this status report with a grain of salt. Unplug the IAT sensor, start
the engine and check that the Comprehensive
Component Monitor readiness status shows complete. Is the MIL on? Are there any pending codes?
How long would you have to let the vehicle idle before it will trip the MIL and show a P0113 (IAT Sensor Circuit Voltage High) DTC?
As it turns out, depending on the specific make,
model and powertrain package, there are several
specific criteria that must be met before the code
will set. In one instance, the PCM must detect a VSS
signal of 35 mph or more and an ECT value of 140F
or more, the calculated IAT must be less than 38F
and all of these conditions must be met for at least
180 seconds of continuous duration, during which
no other engine DTCs are setall while MAF is less
than 12 grams per second. (This particular example,
incidentally, is a two-trip code. Some other manufacturers may make this and other DTCs under the
component monitors jurisdiction into one- or twotrip codes, sometimes with even more complicated
entry criteria.)
Continuous monitors include the comprehensive
component monitor, the fuel monitor and the misfire monitor. Each monitor runs continuously when
conditions are appropriate, but not during all actual driving. For example, the misfire monitor is often
suspended during 4WD operation, since feedback
through the axles over rough roads might cause
uneven disruption of the CKP signals, which could
40
August 2008
otherwise be misidentified as misfires. Similarly, extremely low fuel tank levels may suspend both misfire and fuel system monitors to avoid setting a
DTC for running out of gas.
Noncontinuous monitors. As I pointed out last
month, its important to note the readiness status of
the other, noncontinuous monitors as well. These are
the monitors whose status will change to incomplete, not ready or not done when the codes
are cleared. If a vehicle arrives at your shop showing
one or more incomplete monitors, its likely that
someone has already cleared the codes before it got
to you. (There are a few vehiclesfor example, some
1996 Subaruswhich may reset monitor status to incomplete at every key-off, or other vehicles which
may have certain monitors which cannot be made to
run to completion in normal driving, such as the evap
monitor on some Toyota Paseos.) If a vehicle shows
up with incomplete monitors, however, you should
certainly document that fact on your work order and
be sure to advise the customer that theres a very real
possibility that one or more other codes may recur after the current repair has been completed. For more
on this subject, see my article How Not to Get MILStoned in the April 2004 issue of MOTOR.
More importantly, for our present purposes, the
existence of incomplete monitors means that you
may not be getting the whole picture as to what
ails the vehicle youre looking at. Keep an open
mind, remembering that there may be other, as yet
unknown issues hidden behind that incomplete
monitor, and try not to rush your diagnosis. As
mentioned in last months installment, there may
be some valuable data accessible via Mode 6 even
if the monitor is not complete, but there is a very
real possibility that Mode 6 data for any incomplete monitor may turn out to be unreliable. And,
of course, dont overlook any pending DTCs. Remember, these do not illuminate the MIL, so you
must seek them out on your own.

pecially in comparison to CAN speeds.
If youre stuck with a generic interface,
you can often accomplish more by
looking at less.
The key here is PID selection.
Choose the smallest number of PIDs
that will give you the information you
actually need. Three or four are usually sufficient. This is your version of
the filmmakers high-speed action
trick, as you get more updates per
unit time the fewer PIDs you select.
With several hundred possible PIDs
from which to choose, its just too
Lights Out?
t seems like a no-brainer: When youre done with all

your diagnostic tests and youve made the necessary
repairs, you should turn off the MIL, right? Thats
what your customer probably expects, and as we all
know, meeting customer expectations is an important
part of running a successful business.
But there are often times when you should leave
the MIL on. If your area uses an OBD II plug & play
emissions test, the regulations usually require that no
more than one monitor can be incomplete as of the
time of testing for model year 2001 and newer vehicles, with no more than two incomplete monitors for
1996 to 2000 models. In some areas, retest eligibility
requires that the converter monitor must show complete before a retest is valid.
If an emissions test or retest is looming in your customers future, you and he must work out the pros
and cons of clearing the codes and resetting the monitors to incomplete. If you clear the codes, the monitors will reset as well. This will require that someone
will have to drive a sufficient number of monitors to
completion before a retest will be valid. If local
weather conditions, for example, will prevent the
monitors from running in a timely way, your customer
might be better off if you leave the MIL on. Then your
customer would have to drive only those portions of
the drive trace needed to run the monitor under
which the current DTC set.
For example, if youre in the frigid climes of an upper Midwestern winter and a customers vehicle failed
an emissions test because of a faulty O2 sensor heater,
youll both be ahead if you dont clear the code, letting
it expire naturally as the heater monitor runs successfully to completion on the next two trips. This will
avoid the necessity of rerunning all the rest of the
monitors. Of course, if the vehicle failed the evap monitor, youll be better off clearing the code, because prolonged subfreezing temperatures may make running
that particular monitor successfully virtually impossible
for weeks at a time.
42
August 2008
easy to miss an intermittent data

glitch, or to drown in a sea of too
much information (see Live Data vs.
Live Data on page 44).
Most MOTOR readers are familiar
with the ways in which some of the major OEMs have organized data PIDs
for display in their enhanced scan tool
interfaces. Groupings such as Misfire,
Driveability, Emissions, Accessories
and the like are good examples of the
types of data sets you may want to construct while analyzing different sorts of
problems. Tracking down a nasty intermittent problem? Dont hesitate to
pare down the OEM groupings even
further to speed data updates.
Code-Setting Criteria and

Operating Conditions
If were trying to resolve a MIL-on
complaint, its critical that we first review both the exact code-setting criteria and the operating conditions as revealed in our previously recorded
freeze frame data. Well need to drive
in such a way as to complete a good
trip so the affected monitors can
run to completion. (For a more detailed discussion of OBD II trips and
monitors, see Monitors 1.01 on
page 40.) If we fail to meet the conditions under which the self-test (monitor) will run, we cannot hope to make
progress. Using the previously recorded freeze frame parameters gives us a
good general idea of the operating
conditions required. Merely duplicating speed, load, temperature and other basic characteristics may not be
enough. This is why we need to review and understand the details of the
code-setting criteria and the monitors
self-test strategy. For example, some
monitors cannot run until others have
already reached completion. A typical
example would be a catalytic converter monitor that is suspended until the
oxygen sensor monitors have run and
passed.
Some trouble codes, or even pending
codes, suspend multiple monitors. Other vehicle faults may then go undetected until all monitors can run again. A
P0500 (VSS Malfunction) in a Corolla,
for example, will effectively suspend
even the misfire monitor.
DATASTREAM ANALYSIS
The net result is that we may have to clear the current
DTCs and extinguish the MIL before our test drive can
bear fruit. (But again, please be sure to read and record
all the freeze frame data, the status of all monitors, the list
of both current and pending DTCs and any available
Mode 6 data before clearing the MIL (see Lights Out?
on page 42).
Well need to drive long enough to let the monitors in
question reach completion. In some cases, this may require
an extended period of time. Many Ford products, for example, normally require a minimum of a six-hour cold-soak before the evap monitor can run, although there may be ways to
force this issue in some instances. Many Chrysler oxygen sensor monitors run only after engine shut-down (with key off),
Live Data vs. Live Data
ntermittent interruptions of sensor data

can cause tricky driveability problems.
Some glitches may set a DTC while others
may not. While viewing datastream may
reveal an intermittent sensor problem, it
should not be relied upon to do so. The issue, once again, is in the data rate. Even a
moderately fast interface, say the 41.6
kbps (kilobytes per second) J-1850 PWM
used on many Ford products, can easily
miss a several-millisecond dropout if its
not that particular PIDs turn in the datastream. Where symptoms or DTCs point toward an intermittent sensor glitch, youre
probably better off breaking out your
scope or graphing multimeter.
so that no amount of driving will ever bring them to completion. Certain monitors, and apparently even certain scan tools,
may require a key-off sequence before the monitor status will
update from incomplete to complete. MOTOR offers an excellent resource to help you understand these detailsthe OBD
II Drive Cycle CD Version 7.0, available from your local
MOTOR Distributor (1-800-4A-MOTOR).
In some cases, local weather conditions may make monitor
completion seem impossible until a later date, usually because of ambient temperature requirements, although sometimes as a result of road conditions. In most cases, however, it
will still be possible to complete the monitor by running the
vehicle on a lift or dynamometer. This option may occasionally result in setting, say, an ABS code, but most monitors can
be run to completion swiftly and successfully on a lift. This
option may also offer a safer, faster alternative to actual driving, as trees and telephone poles are less likely to jump in
front of a vehicle on a stationary lift.
Circle #22
44
August 2008
Conclusions
Proper in-depth datastream analysis
can often light the way toward correct
diagnosis of driveability concerns.
Recording all available DTCs, pending
DTCs, freeze frame data and Mode 5
and Mode 6 results before clearing any
DTCs is essential. Specific setting criteria for each DTC are manufacturerdetermined, regardless of whether the
code assigned is generic or manufacturer-specific. Freeze frame data sets
can be used to recreate the operating
conditions under which a previous failure occurred and can help illuminate
the conditions under which certain
self-tests are conducted. Mode 5 and
Mode 6 test results can help in analyzing the type and extent of certain failures. KOEO datastream analysis can
sometimes reveal sensor faults or rationality concerns that might otherwise be
overlooked.
Looking at KOEO and KOER datastream on a regular basis makes knowngood values familiar. Once you know
the correct values, the conditions accompanying problems identified by

freeze frame are easier to spot. KOER
data can highlight current problems, es-
When trying to
resolve a MIL-on
complaint, its
critical to first
review the exact
code-setting
criteria and the
operating
conditions as
revealed in the
freeze frame data.
pecially when used in conjunction with

graphical scanner interfaces. Generic
data PIDs cannot include substituted
values, and so may point up faults easily
overlooked in more enhanced interfaces. Careful selection of customgrouped PIDs can provide faster scanner update rates.
Pick your tools wisely. To verify hard
faults, monitor datastream as you run
actuator tests. Look for any mismatch
between the command sent to a component and its actual response. For intermittent problems, record and graph
data. In tough cases, test circuits with
your scope or meter to verify actual
voltage for comparison to specs.
Used properly, these techniques
will help you arrive quickly and confidently at an accurate diagnosis of the
root cause of most driveability complaints.
This article can be found online at
www.motormagazine.com.
Circle #23
August 2008
45
28
July 2006
SUCCESSFUL
MAF
SENSOR
Photoillustration by Harold Perry; photos courtesy Wells Manufacturing Corp.
nce in a while we may

encounter a total failure of a MAF sensor,
one that is, perhaps,
short circuited or internally open. Much more
common, however, are failure modes in
which the MAF sensor has become unreliable, underreporting or overreporting the true airflow into the engine. Indeed, as we shall see, many MAF sensor failures actually result in both underreporting and overreporting!
Before we get down to brass tacks, a
brief review of the basics of MAF systems is in order. Fuel control systems
for most modern gasoline engines are
centered either on MAF or MAP (manifold absolute pressure). MAF systems,
which, as their name suggests, measure
the weight of incoming air and then
meter the appropriate amount of fuel to
ensure efficient combustion, are potentially more precise, although MAP systems, which calculate fuel requirements
based on engine load, have historically
demonstrated greater reliability.
As you already know, combustion is
most efficient when the ratio of air to
fuel is approximately 14.7:1 by weight.
Mass and weight are essentially synonymous in the presence of a sufficiently
strong gravitational field such as the
Earths. Thus, knowing the weight of
the air entering the engine allows the
engine controller to meter the exact
amount of fuel required to achieve efficient combustion. The controller commands the fuel injectors to open for an
amount of time calculated to be sufficient to allow the correct weight of fuel
to enter the engine, providing that the
fuels pressure is known. Fuel delivery is
fine-tuned by applying fuel trim corrections derived from the closed-loop feedback of the oxygen sensor(s).
If the entire system is working as designed, fuel trim corrections, expressed
as a percentage deviation from the base
fuel delivery programming, will be within 10% (either positive or negative) of
the programmed quantity. In the absence of a MAF-specific diagnostic trouble code (DTC), what would first lead
us to even suspect that a faulty MAF
sensor might underlie a particular driveability problem?
To function correctly, all of the air
DIAGNOSIS
BY SAM BELL
A broad range of seemingly unrelated or
contradictory driveability complaints
may arise from MAF sensor
performance faults. Use this guide to
navigate out of a diagnostic thicket or,
better still, to avoid one entirely.
entering an engines combustion chambers must be seen by the MAF sensor. This means that any vacuum or air
leak downstream of the sensor will result in insufficient fuel metering, causing a lean condition in open-loop operation and higher-than-normal fuel trim
values in closed-loop. When we encounter a MAF sensor-equipped vehicle exhibiting these symptoms, we need
to check for unmetered airflow first.

Remember, too, that unmetered airflow
may not require an external air leak. An
incorrectly applied or faulty PCV valve
can result in incorrect MAF data where
the PCV intake through the breather
hose is upstream of the MAF.
So, the first two rules of MAF sensor
diagnosis are:
1. Find and eliminate all external air
or vacuum leaks downstream of the

MAF sensor. When in doubt, use a
smoke machine, or lightly pressurize
the intake manifold and spray with a
soap & water solution.
2. Verify that the manufacturer-specified PCV valve is correctly installed and
functioning as designed. (This is one instance where precautionary replacement may be cost-justified.)
Only after these two steps have been

completed can you safely proceed with
other diagnostics. The foremost clue
that the fault lies with the MAF sensor
itself will be excessive fuel trim corrections, usually negative at idle, more or
less normal in midrange operation and
positive under high load conditions (see
How Contamination Affects Hot-Wire
& Hot-Film MAF Sensors on page 32).
While there are several distinct MAF

sensor technologies ranging from hotwire or hot-film to Karman vortex and
Corialis sensors, and while MAF sensor
outputs may take the form of variable
frequency, variable current or a simple
analog voltage, the diagnostic principles
remain largely the same.
Lets start with Ford vehicles, for a
couple of reasons. First, they are so
widespread that most of us are familiar
with them. Second, most MAF sensorequipped Ford products make use of a
PID (Parameter IDentification) called
BARO (barometric pressure). Up to
2001 models, this was an inferred, or
calculated, value generated by the PCM
(powertrain control module) in response to the maximum MAF flow
rates observed on hard wide-open
throttle (WOT) acceleration. Where
this calculated BARO PID is available,
it is of great diagnostic value, since it
can confirm MAF sensor accuracy, if
only under high flow rate conditions.
To use the BARO PID, you must
first know your approximate local barometric pressure. You might consult the
BARO PID on a known-good MAP
sensor-equipped vehicle. Alternatively,
your local airport can provide this data.
Do not rely on local weather stations,
however, since these usually report a
corrected barometric pressure. If
weather information is the only available source, a rule of thumb is to subtract about 1 in. of mercury (1 in./Hg)
for every 1000 ft. of elevation above sea
level. This will yield a rough estimate of
your actual local barometric pressure.
For greater accuracy, you can purchase
a functional barometer for something
less than $40. Compare this data with
the BARO PID. A large discrepancy
heresay, more than 2 in./Hgshould
direct your suspicions toward the MAF.
Confirm your hypothesis as follows:
First, make sure you have followed the
steps outlined in the two rules above.
Next, record all freeze frame data and
all DTCs, including pending DTCs. If
the OBD monitor readiness status for
oxygen sensors shows READY, proceed
to the next step. If it doesnt, refer to
the procedures in the following paragraph now. Next, perform a KAM
(Keep Alive Memory) reset and drive
the vehicle. Make sure your test drive
July 2006
29
Fig. 1
includes at least three sustained WOT
accelerations. (Its not necessary to
speed to accomplish a sustained WOT
acceleration. Rather than a WOT snap
from idle, an uphill downshift at 20 to
30 mph is usually sufficient. The WOT
prescription can be met at throttle
openings as low as 50% to 70%.) The
BARO PID should update from its default reading by the end of the third
WOT acceleration. If its now close to
your local barometric pressure, the
MAF sensor is not likely to be faulty. If
BARO is not close, try one of the cleaning techniques explained in the sidebar
Keeping It Clean on page 34, then
again reset KAM and take a test drive. If
the BARO is still out of range, a replacement MAF sensor is in your customers
future. Unfortunately, in many 2002 and
later Fords, the calculated BARO PID is
supplanted by a direct BARO reading
Fig. 3
30
July 2006
Fig. 2
taken from a sensor incorporated into
the ESM (EGR System Management)
valve, greatly lessening its diagnostic value for our current purposes.
If the oxygen sensor monitor status
showed INCOMPLETE above, youll
have to verify O2 sensor accuracy and
performance before performing the
KAM reset procedure. Use a 4- or 5-gas
analyzer to determine whether the
air/fuel ratio is correct in closed-loop
operation. The notes about lambda ()
below should help.
Outside of the Ford family, MAF
sensor diagnosis is more difficult. Large
fuel trim correctionseither positive or
negativeare often the only initial
pointer to MAF sensor problems.
Again, any and all air leaks downstream
of the MAF sensor must be repaired
first. Since accurate fuel trim corrections depend on correct O2 sensor out-
puts, you must verify the functionality

of these sensors first. The easiest and
fastest way to do this is by checking
lambda, a type of measure of the air/fuel
ratio. (For a detailed explanation, see
my article in the September 2005 issue
of MOTOR.) If the O2 sensors are functioning correctly, lambda at idle should
be very nearly equal to 1.00 in closedloop. You may wish to check this also at
1500 to 1800 rpm to verify adequate
mixture control off idle. Once lambda is
found to be correct, the O2 sensors are
proven good. Then any fuel trim adjustments must result from unmetered or
incorrectly metered airflow or from incorrect fuel delivery.
Distinguishing between fuel delivery
problems and MAF sensor problems
can be very frustrating. Start by verifying fuel pressure and volume. (Those
who rely on pressure alone may regret
Fig. 4
Screen captures: Sam Bell
SUCCESSFUL MAF SENSOR DIAGNOSIS
Fig. 5
it.) Use your scan tool to record critical
data PIDs and graph them for analysis.
Here are a couple of examples:
In Fig. 1 on page 30, taken during a
period of closed-loop operation, shortterm fuel trims (blue and green traces)
for each bank were above 13% at 1100
rpm (red trace), yet dropped sharply
negative at 3600 rpm, proving that inadequate fuel delivery was not the problem.
The values indicated in the legend boxes correspond to the readings obtained
Fig. 6
at the indicated cursor position (vertical
black line). The vertical white line indicates the trigger point for the recording.
Subsequent diagnostics focused on the
MAF sensor and the PCV system.
Take a look at the scan data graph
shown in Fig. 2. It shows a car whose
faulty fuel pump was unable to deliver
sufficient fuel under high load conditions. Notice the very low O2 sensor
readings (displayed in blue) corresponding to the cursor (black vertical
How Contamination Affects Hot-Wire &

Hot-Film MAF Sensors
ot-wire and hot-film MAF sensors calculate airflow based on

monitoring the current required to maintain a constant temperature in the sensing element.
When dirt accumulates, the additional surface area allows greater
heat dissipation at low airflow rates.
The dirt, however, also functions as
an insulator, with an overall net resistance to heat transfer at very high
airflow rates.
At idle and under relatively low
flow/load rate conditions where the
majority of operation may take
place, the surface area effect usually predominates, causing a rich condition with fuel trim corrections
usually in the range of 10% to
5%. At sustained high flow/load
rates, the insulative effect usually
takes over, causing a lean mixture
needing fuel trim corrections as
high as +30%.
Worse still is a complex case of
32
July 2006
mass confusion that may arise under hard acceleration when longterm negative fuel trim corrections,
learned in closed-loop under lowflow-rate conditions, are applied
precisely when positive fuel trim corrections would be more appropriate.
So, for example, when the system
goes to open-loop during hard acceleration where the MAF is already
underreporting airflow by up to
30%, the PCM may subtract an additional 10% to 15% (LTFT) from the
normal fuel delivery calculation,
leaving the system as much as 45%
leaner than desired!
In midrange operation, the two
effects (surface area and insulative
properties) may roughly cancel each
out, with fuel trims being more or
less normal. Additionally, the exact
chemistry and configuration of dirt
buildups can vary, changing the balance of power between the surface
area and insulative effects.
line just to the right of the zero time

stamp). Fuel pressure was within spec
at idle and at about 2000 rpm, but volume was very low. The sudden dropoff in O2 activity in response to hard
acceleration is a characteristic observed in many instances of MAF sensor faults as well.
Ultimately, known-good snapshots,
waveforms and other data sets are invaluable. Take a look at the scan snapshot in Fig 3. Does it show good fuel
trim and appropriate MAF sensor
readings?
Since total fuel trim stays well within
the 0 10% range throughout the
trace, its a good bet that the MAF sensor is working well, at least under the
sampled conditions.
How about the data set shown in
Fig. 4? In fact, the snapshot was taken
during open-loop, closed-throttle deceleration when fuel was not being injected, so the O2 sensor PID makes
sense. Its actually a substituted default
value inserted whenever the vehicle is
in closed-throttle decel mode. What
about the reported MAP value? A
reading of 4.00 in./Hg shows very high
engine vacuum, which jibes with the
reported TPS PID. The fuel trim data
is within the usually accepted range of
0 10%. Good data can come in a variety of formats.
Of course, waveform captures from
your scope are often all that are needed
to confirm a faulty MAF sensor. In our
shop, weve found that a snap-throttle
MAF test for Ford products should always produce a peak voltage of at least
3.8 volts DC. The snap-throttle test is

performed the same way as
for ignition analysis. The idea
is not to race the engine, but
simply to open the throttle
abruptly to allow a momentary surge of maximum airflow as the intake manifold
gets suddenly filled with air.
Its critical that the throttle be
opened (and closed) as quickly as possible during this test.
The waveform in Fig. 5 on
page 32 is from a known-good
MAF sensor. Note the peak
voltage of 3.8 volts. The rapid
rise and fall after the throttle
was first opened is normal
and reflects the initial gulp of
air hitting the intake manifold
walls and suddenly reaching maximum
density, greatly reducing subsequent
flow. The exact shape of the waveform
may vary from model to model, based
on intake manifold and air duct
(snorkel) design.
Whats the relationship between
MAF and engine speed? As Fig. 6
shows, rpm and airflow rate track one
another closely under the moderate acceleration conditions during which this
screen capture was taken. The similarity
of the shapes of the two traces shown
Fig. 7
here suggests, but does not prove, that
the MAF sensor is functioning well under these conditions. If the airflow report was consistently increased or decreased by the same factor, say 10% or
even 50%, the shape of its graph would
remain the same.
Consider the additional plots presented in Fig. 7 above. Does the extra
data shed any light on the MAF sensors
accuracy? Or is this just an example of
too much information?
Since short-term and long-term fuel
Keeping It Clean
ost MAF sensor failures result from contamination.

Sometimes the dirt is visible,
but more often its not. Technicians
have tried a variety of cleaners, with
mixed success. Many use an aerosol
brake/electrical parts cleaner, waiting until the MAF sensor is cold. A
Ford trainer in my area swears by
the most popular consumer glass
cleaner. Several top technicians report good results from steam cleaning, while others prefer a spray induction cleaner.
The vast majority of technicians
warn that the MAF sensor may be
damaged by any type of cleaning
where the electrical connector is not
held upright. This is particularly true
where strong chemicals are used, as
they may pool and work their way
34
July 2006
into the delicate electronic circuitry.

To avoid future contamination, be
wary of oiled air filters or any that
appear likely to shed lint. Poor sealing of air filter housings may contribute to contamination. Never
spray an ill-fitting air filter with a silicone lubricant or sealer; such sprays
are likely to render the MAF sensor
inaccurate. If an engine produces excessive blowby gases, these may contaminate the MAF sensor, as well. Be
sure any specified filter breather element is installed. If none is specified,
but oil accumulates in the air intake
housing, the MAF sensor or associated intake ducts, be sure to investigate and remedy the cause to prevent repeat failures. Be sure to check
manufacturers TSBs, the iATN
archives and other sources as well.
trims remain within single

digits throughout, we can be
reasonably sure that the MAF
sensor is functioning correctly.
Do we really benefit from
looking at the O2 sensor data
here? We could probably do
almost as well without it, since
we have both STFT and
LTFT, but the O2 trace (blue)
serves as an additional crosscheck on the validity of the
fuel trim calculations. More
importantly, the O 2 sensor
trace proves both that an appropriately rich mixture was
obtained on hard acceleration
and that applied fuel trim
corrections were effective
throughout the captured data set.
I said at the outset that hard failures
were relatively rare, but they do occur
from time to time, and I owe it to you to
discuss this type of failure as well as intermittent failures. Open-circuited or
short-circuited MAF sensors usually set
a trouble code, most frequently P0102
or P0103 (low input and high input, respectively). P0100 is a nonspecific MAF
sensor circuit fault, while P0104 indicates an intermittent circuit failure.
Checking scan data is a vital first step
toward successful diagnosis of any of
these codes. On pre-OBD II vehicles
especially, unplugging a faulty MAF
sensor will often restore a minimum degree of driveability as the PCM reverts
to TPS, rpm and/or MAP as fuel determinants. Certain mid-80s GM vehicles
were notorious for intermittent MAF
sensor failures. These usually could be
easily recreated by lightly tapping with a
small screwdriver on the MAF sensor
housing at idle. A noticeable stumble
occurring with each tap clinches the
condemnation (Fig. 8, page 36).
Of course, backprobing the MAF
sensor connector for voltage drops at
both the power and ground terminals
KOER is a required step before any final condemnation. The coincidence of
VBATT and MAF both showing 0.0
volts cannot be ignored. Neither should
the mouse nest in the MAF, nor the
gnawed wires throughout the engine
compartment.
Why is this a hard diagnosis? Conta-

minated MAF sensors often
overreport airflow at idle (resulting in a rich condition and
negative fuel trim corrections)
while underreporting airflow
under load (resulting in a lean
condition and positive fuel
trim corrections).
This double whammy makes
diagnosis more difficult for a
number of reasons: First, many
technicians incorrectly eliminate the MAF sensor as a potential culprit because they expect it to show the same bias
(either over- or underreporting) throughout its operating range. Second, a lack of a direct MAF fault DTC
(such as P0100) is often mistaken to
mean that the MAF sensor must be
good. Third, the symptoms mimic
(among other possibilities) those of a vehicle suffering from low fuel pump output coupled with slightly leaking injectors or an overly active canister purge
system. Even sluggish, contaminated or
Fig. 8
biased oxygen sensors may cause similar
symptoms. Without appropriate testing,
its hard to distinguishjust by drivingamong certain ignition or knock
sensor faults and MAF sensor malfunctions. Additionally, since MAF sensors
are somewhat pricey, many technicians
are afraid to condemn them, fearing either the customers or the boss wrath if
their diagnosis is not borne out. Perhaps
the biggest obstacle is lack of a

comprehensive database of
known-good waveforms, voltages and scan data against
which to compare the suspect.
My own data set features
known-good scan data and
scope captures made KOEO,
at idle and on snap-throttle. In
general, these three data points
should be sufficient to identify
a faulty MAF sensor even before it sets a fuel trim code.
A bad Bosch hot-wire MAF
sensor may be the result of a
failed burn-off circuit. Dont
simply replace the sensor; make sure
the burn-off is functional. (The purpose
of the burn-off is to clean the hot-wire
of contaminants after each trip.) Burnoff is usually a key OFF function after
engine operation exceeding 2000 rpm.
Burn-off circuit faults may be in the
PCM or a relay. The hot-wire should
glow visibly red during burn-off.
So what can we conclude from all
this? A broad and seemingly unrelated
or even contradictory range of fuel system-related driveability complaints may
arise from MAF sensor performance
faults. Fuel trim data showing excessive
corrections from base programming
casts strong suspicion on MAF sensor
performance issues. After recording all
DTCs and freeze frame data, many experienced techs recommend unplugging a suspect MAF sensor to see if basic driveability is improved. Scope
traces at idle and on snap-throttle acceleration help verify MAF sensor guilt or
innocence.
As usual, a library of known-good
scan data and waveforms is invaluable.
The Min/Max voltage feature on your
DMM may not be fast enough to catch
actual peak voltage on a snap-throttle
test, but is usually sufficient for verifying performance of frequency-generating (digital) MAF sensors. If your scope
is capable of pulse-width triggering, using that function will provide exact captures of digital MAF sensors in snapthrottle testing.
Circle # 27
36
July 2006
DOING IT ALL WITH
20
July 2014
Photoillustration: Harold A. Perry; images: Thinkstock, David Kimble, Sun & General Motors
he Greek root gen- under lies many words in

common parlancegeneric is one of them.
Your medical insurance
provider and your pharmacist both know that when it comes to
prescriptions, generic equivalents can
save us all big money, with identical results. In the last few years, generic has,
for complex reasons, become a pejorative term, often used to convey the idea
of something of lesser quality than a socalled name-brand alternative.
Yet, for diagnostic purposes, the
generic datastream sometimes offers a
better window into powertrain management operating conditions than even
the name-brand enhanced or manufacturer-specific interface can. In fact,
even though I own several much more
powerful and expensive scan tools, I
routinely use the generic interface residing on the cheapest of the bunch as
my go-to choice for initial code retrieval
and data analysis.
This particular machine, an aging
AutoXray EZ6000, offers no bidirectional controls above code clearing, but
has the signal virtues of speed and a
very high overall connectivity rate. It also quickly compiles a printable report
which includes current operating PIDs,
DTCs (including pending codes) and
freeze frame data, all of which are obviously useful. Individual monitor completion status requires a separate query,
as do both Mode $05 (oxygen sensor
test results) and Mode $06 (monitor
self-test results) data. Its nice graphing
program makes data analysis easy after
a road test, and Im actually happy that
you cannot both read and record data
simultaneously, as the trees in my
neighborhood view that particular behavioral combination as an excuse to
jump out in front of you.
One of the primary benefits of the
BY SAM BELL
A resourceful diagnostician knows
complicated and expensive equipment
isnt always needed. Tools with a narrower
focus, combined with an enlightened
approach, allow him to get the job done.
GENERIC DATASTREAM
generic datastream stems from the requirement that it not display substituted
values. While many so-called enhanced
interfaces offer access to a greater number of data PIDs, some of these may reflect substituted values not based on
current operating data. For example,
most Chrysler products will substitute a
reasonable guess for the actual intake
manifold vacuum value when the MAP
sensor is unplugged. If you look in the
enhanced datastream, youll see that
value varying quite believably as you rev
the engine or drive the vehicle. If you
look at MAP_Volts, however, youll see
a fixed value reflecting reference voltage (Vref) for the sensor circuit. But
how often do you actually look at that
PID instead of the vacuum reading?
While substituted values are prohibited in the generic datastream, calculated
values are not. Thus, for example, an
ECT PID of 40F reflects the calculated temperature of an open ECT sensor circuit. In such cases, Toyota, for example, has for many years, then substituted a value of 176F in its enhanced
datastream, but not in the generic data.
In our unplugged Chrysler MAP sensor
example above, using a generic interface, youd see an unmoving value of
something in the neighborhood of
255kPa or higher, corresponding to a
boost pressure of about 25 psi above atmospheric.
As a technical consultant to our state
EPA, several times a year I encounter
vehicles which have failed our OBD II
plug & play state emissions test for a
MIL-on condition with one or more current DTCs that simply do not appear in
the enhanced interface, but which are
readily retrieved using a generic hookup. Im afraid I cant shed a lot of light
on why this would occur since, clearly, it
should not. Thus far, I have not encountered this issue in any 2008 or later vehicles. There seem to be a few makes
July 2014
21
which are more prone to this problem,

but my data set is too sparse to be certain of any meaningful correlation. For
the moment, suffice it to say that the
states testing interface is also a generic
one, and, apparently, there are instances
in which a DTC may set but not be retrieved via even the factory scan tool. On
these occasions, only a generic interface
will work. As the saying has it, truth is
stranger than fiction.
An additional advantage of using the
generic datastream becomes apparent
when youre working on a vehicle for
which your scan tool doesnt provide an
enhanced interface. Dont laugh; Ive
had students call me up to ask what to
do because they didnt have a scan tool
that offered, say, a Saab or Daihatsu option. A gentle reminder that they could
at least start in the generic interface
usually nets an embarrassed oops! Because the generic interface contains the
data most critical to engine operations
(see the starred items in the Generic
PIDs list on page 24), its normally sufficient to rule in or rule out a particular
area of concern such as fuel delivery, for
example, early in the diagnostic process.
While you might well prefer to work
with a dealer-equivalent scan tool in almost all cases, in the real world you may
not be able to justify buying a tool with
limited utility vis--vis your regular customer base.
Lets take a look at what the generic
interface typically offers these days (see
the screen captures on this page). The
J1979 SAE standard specifically defines
128 generic data PIDs, but not all manufacturers use or support all of them.
Some, such as Mode $01, PID$6F (current turbocharger compressor inlet
pressure), are highly specialized and
wont apply to most current-production
vehicles, while others, such as PID $06
(engine RPM), are pretty universal. A
typical PID list of current values (Mode
$01) or of freeze frame values (Mode
$02) would include some or all of the 74
items listed in the generic PIDs list.
Your scan tool may use slightly different
acronyms or abbreviations to identify
various data items.
Most of the PIDs in the list are probably familiar to you, but a few may have
you scratching your head. As you see,
22
July 2014
Screen captures: Sam Bell
DOING IT ALL WITH GENERIC DATASTREAM
These two screen shots show the 60 lines of generic data available from a
known-good 2014 Mazda CX-5, as captured via a Snap-on SOLUS Ultra scan tool.
starting with a model year 2005 phasein, several new parameters have been
added to the original generic data list.
These include both commanded and actual fuel-rail pressure, EGR command
and EGR error calculation, commanded
purge percentage, commanded equivalence ratio and a host of others, including many diesel-specific PIDs.
In-use counters may also indicate
how many times each of the various onboard monitors has run to completion
since the codes were last cleared. The
list on page 24 includes most of the
generic PIDs currently in widespread
use. However, since not all manufacturers support all PIDs, and since their
choices may vary by model, engine
and/or equipment, the list given here
represents only a portion of the PIDs
potentially supported. Additionally,

manufacturers are free to establish and
define supplemental modes and PIDs
which may or may not be accessible via
a generic interface. All ECUs with authority or control over emissions-related
issues, however, must be accessible via
the generic interface.
From our generic PIDs list, I want to
focus on commanded equivalence ratios
first. In essence, this is the PCMs way
of reporting how rich or lean a mixture
its commanding. The PID is presented
in a lambda format, with 1.0 indicating a
stoichiometric (ideal) air/fuel ratio.
Larger numbers indicate more aira
command to run at a leaner air/fuel ratiowhile numbers less than 1.0 indicate a correspondingly richer mixture.
If you have a gas analyzer capable of

displaying lambda, it should coincide
extremely well with the Commanded
Equivalence PID.
As with all fuel trim-related issues, its
he five starred () critical

PIDs in the list below are
the most influential inputs. Virtually all the others function
merely to fine-tune (trim) the
basic spark and fuel (base
map) commands mapped out
in response to these PIDs. The
cause of any fuel trim corrections (STFT, LTFT) beyond the
range of approximately 5%
must be investigated.
Standards Compliance - such
as OBD II (Federal), OBD II
(CARB), EOBD (Europe), etc.
MIL - malfunction indicator
lamp status (off/on)
MON_STAT - monitor completion status since codes cleared
DTC_CNT - number of confirmed emissions-related DTCs
available for display
RPM - revolutions per minute: also, engine crankshaft (or
eccentric shaft) speed, sourced
from the CKP
IAT - intake air temperature
ECT - engine coolant temperature
MAP and/or MAF - manifold absolute pressure or mass
airflow, respectively
TPS or TP - throttle position
sensor, usually given as calculated percentage; see absolute
TPS below
CALC_LOAD - calculated, based
on current airflow, as percentage of peak airflow at sea level at current rpm, with correction for current BARO
LOOP - status: closed, closed
with fault, open due to insufficient temperature, open due
to high load or decel fuel cut,
open due to system fault
STFT_x (per bank) - shortterm fuel trim; the percentage of fuel added to or subtracted from the base fuel
schedule (for speed, load,
temperature, etc.) in order to
achieve stoichiometry as determined by the relevant
air/fuel or O2 sensor
24
July 2014
best to check this PID at idle, at about

1200 rpm and at about 2500 rpm. If
your actual tailpipe measurements dont
coincide with the PID, be sure to check
for any exhaust leaks first. If there are

none, youll have to check for factors
that could account for the discrepancy,
such as fuel pressure faults, vacuum
Generic PIDs
LTFT_x (per bank) - long-term
fuel trim
VSS - vehicle speed sensor
HO2SBxSy - heated oxygen
sensor, Bank x, Sensor y, such
as B1S2 for a bank 1 downstream sensor
IGN_ADV - ignition timing,
measured in crankshaft degrees
SAS or SEC_AIR - commanded
secondary air status off/on; may
include information such as atmosphere, upstream or downstream of converter, commanded on for diagnostic purposes
RUN_TIME - seconds since last
engine start; some manufacturers stop the count at 255
seconds
DISTANCE TRAVELED WITH
MIL ON in miles or km
FRP - fuel rail pressure relative
to intake manifold pressure
FRP_G - fuel rail pressure,
gauge reading
O2Sx_WR_lambda(x) - wide
range air/fuel sensor, bank x,
equivalence ratio (0-1.999) or
voltage (0-7.999)
EGR - commanded EGR percentage
EGR_ERR - deviation of sensed
or calculated position from
commanded position, percent
PURGE - commanded percentage
FUEL_LVL - fuel level input percentage; can provide especially
invaluable information in freeze
frame diagnostics of misfire
codes set under ran-out-ofgas conditions; unfortunately,
not universally implemented
WARMUPS - number of warmups since codes cleared; a
warm-up is an ECT increase of
at least 40F in which the ECT
reaches at least 160F
DIST SINCE CLR - distance
since codes cleared
EVAP_PRESS - evaporative system pressure
BARO - absolute atmospheric

pressure (varies with altitude
and weather)
O2Sx_WR_lambda(x) - equivalence ratio or current - wide
range air/fuel sensor , position x,
equivalence ratio (0-1.999) or
current (-128mA to +127.99mA)
CAT_TEMP BxSy - catalyst temperature by bank and position
(may be wildly unreliable)
MON_STAT - monitor status,
current trip
CONT_MOD_V - control module voltage; usually measured
on the B+ input for the KeepAlive-Memory (KAM) but may
be measured on a switched ignition input line
ABS_LOAD - absolute load,
percentage, 0-25,700%
REL_TPS - relative throttle position percentage
AMB_AT or AMB_TEMP - ambient air temperature; where
used, usually measured in
front of the radiator, while IAT
or MAT (manifold air temperature) are usually collected in
the intake ductwork, or inside
the throttle body or intake
manifold, respectively
ABS_TPx - absolute throttle
position, percentage, sensor B
or C
APP_x - accelerator pedal position sensors D-F
TP_CMD - commanded throttle actuator percentage
MIL_TIM - time run with MIL
on, minutes
FUEL_TYP - fuel type
ETOH_PCT or ETH_PCT ethanol fuel %
ABS_EVAP - absolute evap
system vapor pressure, 0327.675kPa
EVAP_P or EVAP_PRESS - evap
system vapor pressure (gauge),
from -32,767 to +32,768Pa
STFTHO2BxS2 short-term
secondary (postcatalyst) oxygen sensor trim by bank
LTFTHO2BxS2 - long-term secondary oxygen sensor trim by

bank
HY_BATT_PCT - hybrid battery
pack remaining life, percentage
E_OIL_T or ENG_OIL_TEMP engine oil temperature
INJ_TIM - fuel injection timing,
in crankshaft degrees from
210 BTDC to 302 ATDC
FUEL_RAT - engine fuel rate in
volume per unit timee.g.,
liters per hour, gallons per
minute, etc.
TRQ_DEM - drivers demand
engine, percent torque
TRQ_PCT - actual engine, percent torque
REF_TRQ - engine reference
torque in Nm (0 to 65,535)
TRQ_A-E - engine percent
torque data at A=idle; B, C, D,
E = defined points
AFC - commanded diesel intake airflow control and relative intake airflow position
EGR_TEMP - exhaust gas recirculation temperature
COMP_IN_PRESS - turbocharger compressor inlet pressure
BOOST - boost pressure control
VGT variable-geometry turbo
control
WAST_GAT - wastegate control
EXH_PRESS - exhaust pressure
TURB_RPM - turbocharger rpm
TURB_TEMP - turbocharger
temperature
CACT - charge air cooler temperature
EGTx - exhaust gas temperature, by bank
DPF - diesel particulate filter
DPF_T - diesel particulate filter
temperature
NOX - NOX sensor
MAN_TEMP - manifold surface temperature
NOX_RGNT - NOX reagent system
PMS - particulate matter sensor

leaks or a biased oxygen or air/fuel sensor. If you observe a close correlation
with lambda, youll be able to use this
PID with confidence in lieu of actual
lambda readings while conducting additional tests.
In general, you should expect this
PID to read very close to 1.00 at idle in
closed-loop operation with conventional
oxygen sensors in the upstream positions. (Wide-range air/fuel [WRAF] ratio sensors may target alternate values
under various driving conditions, typically targeting a leaner mix under lightthrottle cruise, for example. Additionally, vehicles using gasoline direct injection [GDI] may deviate from stoichiometry even at idle or under light-throttle
cruise conditions.) Keep in mind that
the name says a lot: This PID reports
the command, not necessarily the effect
of the command.
Once in a blue moon you may find
that commanded equivalence ratio
seems to travel exactly opposite from
lambda, so that a Com_Eq_Rat of .95
corresponds to an actual lambda value of
1.05, for instance. After the one instance
in which Ive encountered this, I eventually learned to think of the PID value as
a deviation from 1.00, then move exactly
that far in the opposite direction. (An
unfortunate computer crash led to the
OBD - on-board diagnostics.
OBD II - second-generation OBD, as
specified by SAE J1979.
EOBD - Euro-specification OBD;
slightly different from SAE-spec.
JOBD - Japanese-specification OBD;
slightly different from SAE-spec.
DTC - diagnostic trouble code; Pcodes refer to powertrain management faults; U-codes flag communication network errors; B-codes relate
to faults in body system management; C-codes are chassis system
based.
PDTC - Permanent DTC; one that
cannot be cleared directly via scan
tool command; such codes will selfclear after the affected monitors
have successfully run to completion
with no further faults. PDTCs are
written into a section of nonvolatile
memory, so they persist even if the
26
July 2014
Fuel Type Table:

Mode $01, PID $51
Value Description
0 .........Not available
1 .........Gasoline
2 .........Methanol
3 .........Ethanol
4 .........Diesel
5...........LPG (liquid propane gas)
6...........CNG (compressed natural gas)
7 .........Propane
8 .........Electric
9..........Bifuel running gasoline
10..........Bifuel running methanol
11 ........Bifuel running ethanol
12 ........Bifuel running LPG
13 ........Bifuel running CNG
14.........Bifuel running propane
15 .........Bifuel running electricity
16.........Bifuel running electric
and combustion engine
17 ........Hybrid gasoline
18 ........Hybrid ethanol
19 ........Hybrid diesel
20 ........Hybrid electric
21.........Hybrid running electric
and combustion engine
22 ........Hybrid regenerative
23 ........Bifuel running diesel
Any other value is reserved by ISO/SAE.
There are currently no definitions for
flexible-fuel vehicles.
Glossary
battery is disconnected and all capacitors are discharged.
PID - parameter identification; a value found in current or freeze frame
data; may indicate a sensor reading,
calculated value or command status.
In a nongeneric (enhanced) interface,
may indicate a substituted value.
$- or -$ - prefix or suffix indicating
that an alphanumeric string is hexadecimal (presented in base 16.) The
J1979 specifications which establish
the OBD II protocol are written using
hexadecimal notation throughout.
Datastream - a set of PID values, DTCs,
test results and/or PDTCs; the display
of such data on or via a scan tool.
Freeze frame - a set of PID values indicating then-current data written
into the PCMs memory when a DTC
loss of my notes from that vehicle, and I

can no longer remember even which
foreign nameplate make it was, much
less the year, model and engine. What I
do remember is that it sure threw me
for a loop! I also remember rechecking
this at the time with another scan tool
with the same result, so I suspect that it
was simply the result of a mistranslation
somewhere along the way, and not a tool
glitch per se.)
One more note on the commanded
equivalence ratios PID: Youll find it in
use for diesels as well. Stoichiometric
conditions for gasoline engines result in
an air/fuel ratio of approximately 14.7:1.
The advent of oxygenated fuels has accustomed us to seeing lambda values
showing slightly lean, up to as high as
1.04 in some cases, with no apparent
fault. Since fuel blends vary both regionally and seasonally, normal values for
your area may differ. With diesels, the
ratio is closer to 14.5:1, with propane
running best at 15.7:1 and natural gas
working out to about 17.2:1. If youre using your gas analyzer on a vehicle burning one of these fuels, youll have to reset your lambda calculations accordingly.
Most gas analyzers with a computer
plotting interface readily accommodate
multiple fuel types, usually from the
setup menu. In the case of flex-fuel
sets, similar to an aircraft flight
recorder. Note: Freeze frame data is
erased when codes are cleared; be
sure to read and record before clearing DTCs.
CAN - controller area network; also,
communication via the same.
Monitor - one or more self-tests executed by the OBD system to determine whether a specific subsystem is
functioning within normal limits.
Monitor status changes to incomplete or not done when DTCs are
cleared, and returns to complete or
done once all relevant self-tests
have been run. A monitor status
showing completion is not a guarantee of a successful repair unless there
are no codes and no pending codes,
and unless the vehicle has been operated under conditions similar to
those under which a previous fault
had occurred (see freeze frame).

cars, check the ETOH_PCT PID to
help your analyzer figure out the correct stoichiometric ratio. Once youve
made the proper selection, you can
work from lambda without bothering to
know or remember the exact stoichiometric ratio involved.
I was certainly glad to see the appear-
ance of purge data in the generic list, as

knowing the commanded purge status
can assist in diagnosing several types of
driveability faults above and beyond
evap leaks and malfunctions. Remember, however, that this PID reflects only
the current commanded state, not necessarily whats actually happening.
The PIDs for EGR Command and

EGR Error are likewise helpful. Depending on the interface you use, however, EGR_Error may be reported
backwards, with 100% indicating that
command and position are in complete
agreement and 0% indicating that one
shows wide-open while the other
shows shut. (Ive seen this on numerous Hondas, where a 99.5% error actually meant that the valve was closed
as commanded.) As usual, a few minutes checking known-good vehicles
can help avoid many wasted hours
hunting problems that arent really
there.
Other new PIDs inform us of the
mileage since the last time the codes
were cleared as well as the distance
driven since the MIL first illuminated
for any current codes. Both of these
pieces of information can be useful, especially if yours is not the first shop to
look at a particular problem. In the case
of intermittent faults, they can also help
give you a better idea of just how frequently the issue does arise.
Beyond PIDS
Circle #16
28
July 2014
Potentially both more helpful and more

problematic are the new Permanent
DTCs found in mode $0A. These cannot be cleared directly via a scan tool,
but will be self-erased once the corresponding monitors have successfully
run to completion. Attempts to circumvent plug & play emissions tests by simply clearing codes without fixing the
underlying causes led to the development of these Permanent DTCs. While
there are times when I would rather
just kill the MIL, the PDTCs make
me take the extra time to more fully educate my customers and to verify the
efficacy of my repairs, often by resorting to Mode $06 data analysis.
The key thing to remember when
working with Mode $06 data is that its
entirely up to the OEM to define all
TID$, CID$, MID$, etc. These definitions can vary by year, engine, model
and/or equipment even within the
same OEM division, so be sure to verify the accuracy of any information
youre using to interpret this data before you get yourself in trouble. Also
remember that many manufacturers
populate their Mode $06 datastream

with placeholder values after codes
are cleared and until affected monitors
have run to completion. This is a strong
argument for waiting as long as possible
before clearing codes.
Probably 90% of the MIL-on complaints we see in my shop are resolved
using just a generic scanner, coupled,
of course, with a few decades of experience! Nevertheless, since a generic
scan interface can take you only so far,
there are certainly other times when
we break out one of our more sophisticated scan tools with bidirectional functionality, access to additional PIDs,
guided diagnostics, etc.
Especially in an older vehicle, the
generic communications data rate
(baud speed) may also seem slow by todays standards. After an initial scan, this
limitation can often be overcome by selecting a relatively small number of
PIDs relevant to the problem at hand.
All vehicles since 2008 support CAN
communications even in the generic interface. The effective data transfer rates
here are plenty quick enough for almost

any practical purpose.
Since OBD II generic standards do
not apply beyond P-codes (and some Ucodes), any full-service shop needs one
or more scanners to deal with B-, Cand most U-code issues. Remember,
though, that many OEMs illuminate
TRAC, VSC and/or ABS lights in response to any P-code. This is nearly universally true in the case of drive-by-wire
(electronic throttle body) applications,
but may be found in many other instances as well. In all such cases, you
must resolve the P-code issue first, before worrying about any of these sideeffects codes. If you have an appropriate interface, once youve killed the
MIL, clear those extra codes as well, so
the next tech doesnt find them still in
memory if and when a legitimate B- or
C-code ever does set.
The bottom line is that there are several potentially important advantages to
using a generic scan interface for initial
code retrieval and data analysis, so dont
be afraid to get your feet wet! Since the
generic datastream focuses on the most

important inputs and commands, where
the bulk of problems occur, and since
all PID values reflect their associated
sensor states without substitution,
youre less likely to be capsized by a
flood of irrelevant data.
As always, checking known-good vehicles will help keep you on an even
keel and familiarize you with what
good looks like. While you may occasionally wind up switching over to an
enhanced interface, youll likely find
that routinely starting in generic using a
fast and inexpensive basic scanner results in much greater efficiency.
Whether your shop is large or small,
this practice also lets you avoid excessive wear and tear on the more expensive and advanced scanners and keeps
them free for those longer-term diagnostic challenges where their enhanced
features are actually needed.
This article can be found online at
www.motormagazine.com.
Circle #17
July 2014
29
DRIVEABILITY CORNER FEB 2015v2_Layout 1 1/22/15 10:22 AM Page 1
Driveability Corner
New PIDs provide additional information that can be included in
your diagnostic efforts. But before it can be used, you must understand how it was obtained and what its intended to represent.
Mark
Warren
PIDthere is no differentiation for Bank1

and Bank2.
Now lets get into the layout of the screen
capture below, from the 2010 Tacoma:
In the top chart, rpm is in red (the scale
on the left-hand side) and vehicle speed is
in green (the scale on the right-hand side).
In the second chart, air/fuel ratio sensors
Bank1 and Bank2 are in milliamps, and both
are scaled on the left-hand side.
In the third chart, the air/fuel ratio sensors Bank1 and Bank2 are in volts, and both
In the fourth chart. postcatalyst O 2 Sensors Bank1 and Bank2 are in volts, and both
In the last chart, the commanded EQ ratio is scaled on the left-hand side.
All data to the left of the dotted line in
the screen capture is a baseline test drive
ending with a long idle period prior to introducing a skew in B1S1 AFR sensor (the ver-
Screen capture & chart: Mark Warren
smwarren@motor.com
he commanded equivalence
(EQ) ratio parameter (PID) is
required in the generic datastream on all passenger vehicles since 2008 (see the EQ to
air/fuel ratio [AFR] matrix on
the next page and the SAE definition in the
box on page 13). An EQ of 1 equals 14.7:1
AFR. This PID should reflect the commanded air/fuel ratio. That being said,
there are no Bank1 and Bank2 EQ ratio
PIDs, and cant the EQ or AFR be different for each bank? Are the two averaged?
Yipes! How is this going to work on a
vehicle?
This test was performed on a 2010 Toyota
Tacoma with a 4.0L engine. Its important
to note that this may not be representative
of other vehicles; this is one test. Also, this
test is not intended to be critical of any implementation of the EQ PID. I think the
problem is in the original definition of this
10
February 2015
tical dotted line). The solid green

line is the point of measurement for
the reading in the small boxes to
the right of the parameter name on
the chart. Finally, Ive drawn a solid
fine black line horizontally in the
EQ chart to show EQ equals 1.
amount of amperage used and the

conversion to volts scaling. Note the
postcatalyst oxygen sensors also following each other reasonably close-
ly. Its noteworthy that at 105,000

miles, the rear O2 sensors dont go
above .8V and lay flat on zero for
some period of time. Perhaps these
continued on page 13
Data Analysis
Remember that the air/fuel ratio
sensors (charts 2 and 3) read high
when lean and low when richthe
opposite of the O2 sensors that are
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low when lean and high when rich.

The high (lean) spikes in the AFR
sensor data reflect deceleration fuel-cut enleanment. Note the Bank1
and Bank2 AFR sensors following
each other closely in the baseline
data.
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February 2015
11
Driveability Corner
sensors are showing some age.
Note that the EQ PID in the
baseline data period is pretty active
when the truck is being driven.
Look at the EQ relative to the top
At 105,000
miles, the rear O2
sensors dont
go above .8V
and lay flat on
zero for some
period of time.
chart of rpm and mph to get an idea
of the changing load. Notice that
the fuel-cut events that are reflected well in the AFR, and O2 sensor
SAE Definition:
Commanded
EQ Ratio
Fuel systems that utilize conventional oxygen sensors shall display the
commanded open-loop equivalence
ratio while the fuel control system is
in open loop. EQ_RAT shall indicate
1.0 while in closed-loop fuel.
Fuel systems that utilize widerange/linear oxygen sensors shall
display the commanded equivalence
ratio in both open-loop and closedloop operation.
To obtain the actual A/F ratio being commanded, multiply the stoichiometric A/F ratio by the equivalence ratio. For example, for gasoline, stoichiometric is 14.64:1 ratio. If
the fuel control system was commanding a .95 EQ_RAT, the commanded A/F ratio to the engine
would be 14.64 x 0.95 = 13.9 A/F
ratio.
data are not well represented in the

EQ data. The EQ ratio data looks
almost backwards when compared
to the rich periods on the AFRs
(low) and the O 2 s (high). The EQ
looks like its going in the opposite
direction.
Okay, now lets look at the point
of defect. I skewed the B1S1 AFR
sensor. You can see the immediate
skew in the AFR sensor and O2 sensor data. The O2 sensor rails at the
bottom (lean). The AFR B1S1 initially skews down, recovers at idle
and then skews down again under
load. The AFR sensor is skewed to
look rich, a false signal I created.
The fuel response is to react to lean
the rich mixture. The rear O2 sensor shows the enleanment and the
EQ shows the command to lean.
Is the EQ using just Bank1? Is it
an average of both banks? Right
now I have more questions than answers. Ill skew Bank2 next time
and see where it leads.
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February 2015
13
Pg_EDIT_Trouble:Layout 1
10/21/14
1:42 PM
Page 1
Trouble Shooter
One definition of insanity is repeating the same action and expecting a different outcome. After multiple replacements of the same
part, it may be saner to look elsewhere for the cause of the failure.
Dj Vu All Over Again
Karl
Seyfert
were the same (reduced power) and the same

DTC P0121 was stored in memory. I followed
all of the recommended diagnostic procedures,
then replaced the throttle body (a second time).
We recently heard from the customer, and the
vehicle is apparently experiencing the all-toofamiliar reduced power symptoms and the
Check Engine light is on. Is it time to install a
new OE part? I have not previously had any
problem with reman parts purchased from this
supplier. Is there an underlying issue that is
shortening the throttle bodys life span? I dont
want to throw any more of the customers money at this problem without finding an answer.
Jerry Burns
Trenton, NJ
Due to the large amount of time that has
elapsed between each failure occurrence, wed
have to consider this to be a very intermittent
Photo: Karl Seyfert
kseyfert@motor.com
A 2007 Chevy Impala with a 3.5L engine came

into our shop for the first time about a year and
a half ago. The MIL was on, the engine had reduced power and DTC P0121 (Throttle Position Sensor 1 Performance) was stored in the
PCM memory. I removed, cleaned and remounted the throttle body, then flashed the
PCM and inspected the wiring harness. The
DTC did not return, so the vehicle was returned to the customer. About six months later,
the throttle body failed with the same DTC
P0121 stored. At this time the throttle body was
replaced with a remanufactured aftermarket
part. The wiring harness was also rerouted, as
it did not appear to have enough slack between
the body and the engine.
Fast-forward another six months or so and
the throttle body failed again. The symptoms
Perhaps due to safety considerations, this 2007 Chevy Impala throttle-by-wire throttle housing has no
user serviceable parts inside. Any accumulated gunk can be removed from the area around the throttle
blade, but familiar adjustments to components like the TP sensor are no longer possible.
November 2014
10/21/14
1:43 PM
Page 2
Trouble Shooter
Circle #6
November 2014
problem. Intermittents are certainly

more difficult, but not impossible, to
diagnose.
Perhaps the most helpful information that could be used to solve this
problem would be the freeze frame
data. This would tell you the operating
conditions at or near the moment when
the DTC P0121 was stored. Were the
freeze frame data parameters the same
(or similar) each time the DTC was
stored? If they were, is it because more
than one throttle position sensor has
failed in exactly the same way? This
scenario is not impossible, but it seems
statistically unlikely, unless a series of
faulty parts were involved.
In general terms, what do we know
about the possible causes of a P0121? It
begins when the PCM detects a malfunction thats causing an excessively
low or high voltage signal to be sent
from throttle position sensor to the
PCM. This can be caused by a throttle
position sensor that has an internal
fault. Since the sensor cant be replaced
separately, this is probably why youve
been installing replacement throttle
body assemblies. The DTC can also be
caused by a throttle position sensor harness thats open or shorted. A poor or
intermittent electrical connection in
the throttle position sensor circuit
could also be to blame. Lastly, and
probably the least likely, the PCM may
be experiencing intermittent failures.
Because this is a throttle-by-wire
system, the PCM responds to problems with its inputs by reducing engine
power. Under normal conditions, the
PCM uses the TP sensor input to detect the actual position of the throttle
valve, as well as the opening and closing speed of the throttle valve. If the
TP sensor reports that the throttle
valve is closed, the PCM would use
this information to control other functions, such as fuel cut.
If the PCM does not have accurate
information about how far open or
closed the throttle valve may be at a
given moment, it cant accurately control the opening and closing of the
throttle from that point on. The reduced engine power allows the driver
to (barely) limp the car into a service
facility. This may be an inconvenience,
but should be considered safer than the

possibility of a runaway throttle.
When the customer brings the vehicle to your shop this time, make certain
you capture the freeze frame data before making any changes to the PCM
or its programming. When did the
DTC store? What was happening at
the time? With the original throttle
housing still in place, make your best
attempt to duplicate these conditions.
Monitor the relevant PIDs with your
scan tool. To open an even larger window into this problem, attach a digital
storage oscilloscope to the TP sensors
data lines. Watch the scope for any indication of signal abnormalities as you
work the throttle through its normal
range of movements. This may be a
temperature-related failure, so it may
be necessary to drive the vehicle long
enough to get everything under the
hood good and warm.
There are a few harness connections
between the TP sensor and the PCM.
Examine each of them closely for any
signs of looseness, fretting or other
damage. You mentioned that the harness appeared too tight between the
throttle housing and the body. Is it possible that this is or was causing a harness connector to partially separate,
causing the TP sensor signal to weaken
or intermittently drop out? Once again,
manipulating the harness while observing the TP sensor signal on the scope
may allow you to capture an intermittent failure.
Lastly, theres your question about
the quality of the parts involved, and
the possible link to repeated failures. In
my research, I found that throttle housing failures are not unheard of on these
vehicles, so the original equipment
parts certainly are not unbreakable.
Some techs have experienced problems
with remanufactured replacement
parts, while others have not. Before
pointing the finger of blame at any replacement part, be it original equipment or aftermarket, new or remanufactured, Id suggest you first make certain youve eliminated all of the other
possible problem causes. Installing another throttle housing without doing so
might buy you some time, but dj
vu could still be a possibility.
9/25/14
8:10 AM
Page 1
Trouble Shooter
Deciding to replace an expensive emissions control component
requires confidence in the accuracy of your diagnosis. Is the
decision tougher or easier when youre working on your own car?
Ready to Buy a Cat?
Karl
Seyfert
Freeze frame data: Pusheng Chen
kseyfert@motor.com
and listening for a sound change). I was unable to

find any leaks. The BARO reading of 98KPa
seems to be in agreement with where I live
(Metro Detroit area).
I am trying to rule out other possible explanations for the P0420 before having the faith to
replace the cat. What puzzles me is why bank 1
is in open loop while bank 2 is in closed loop
when P0420 is set.
I searched for the most common OBD II codes
on an automotive reference website. P0420 was at
top of the list (with 13.2% of the total). P0430 was
number 10 with 3.2% of the total. I cant think of
a reason why there are significantly more P0420s
than P0430s recorded. I think this is interesting.
I typically try to spend enough time on a diagnosis until I am confident about making a
recommendation to replace any parts. But this
P0420 with bank 1 in open loop puzzles me. I
have included the freeze frame data that was
stored at the same time the DTC was set. I
would appreciate your help.
Pusheng Chen
Novi, MI
I am having a problem with a DTC P0420 thats

puzzling me. The vehicle is my 2009 Cadillac STS,
which has about 85,000 miles on it. Its equipped
with a 3.6L direct fuel injection V6 engine, a sixspeed automatic transmission and AWD.
The freeze frame data indicates bank 1 was in
open loop when the P0420 was set. Bank 2 was in
closed loop. I cleared the code and it came back
in about 300 miles. Once again, bank 1 was in
open loop when the DTC set. During subsequent
testing, both bank 1 and bank 2 went into closed
loop within a few minutes after engine starts.
The B1S1 oxygen sensor switches normally,
and responds to throttle (wide-open and closed).
Even though it appeared to be functioning normally, I replaced the B1S1 O2 sensor with an OE
part anyway, thinking it might be an intermittent
O2 sensor. After that, I cleared the code, but it
came back again in about 700 miles.
I checked for intake leaks (with propane) and
exhaust leaks (by plugging the tailpipe with a rag
Freeze frame data is perhaps the most useful information available when attempting to determine the cause an OBD II diagnostic trouble code. This data
is collected at the moment the DTC is set and is the next best thing to being
there when it happens. What can the data shown here tell us about the
P0420 that was set on the 2009 Cadillac STS when it was collected?
October 2014
Any DTC that sets only every 300 to 700 miles is

going to be tough to diagnose. And one that points
to possible replacement of an expensive emissions
control component like a catalytic converter when
it does is going to be even tougher. So first let me
applaud your dedication. And second, thank you
for the foresight to save and include the freeze
frame data with your note. This data may not provide all of the information we need to reach a diagnostic conclusion, but it should help to get us
pointed in the right direction.
P0420 is a very popular DTCor unpopular,
depending on how you look at it. It indicates that
the PCM has determined that the catalytic converter is performing below an established
threshold. OBD IIs number one mission is to
keep vehicle emissions as low as possible, and it
cant do that without a properly functioning catalytic converter (or converters, in some cases).
OBD II keeps a close eye on converter perform-
9/24/14
3:22 PM
Page 2
Trouble Shooter
ance, and when performance drops below a prescribed level, the PCM will set
a DTC. Some might argue that performance levels are set too tightly, making it all too easy for a converter to fail
an OBD II monitor.
Many vehicles are equipped with 4cylinder engines, which typically have
just a single catalytic converter, or one
large and one small cat, coupled with a
set of pre- and postconverter oxygen
sensors situated at either end of the
main cat. Your STS is equipped with
two of everything because its a V6 with
separate emissions equipment for each
bank. P0430 points to a bank 2 catalytic
converter thats operating below an established threshold. Many vehicles
dont have this second converter, which
I believe explains why P0430 is so much
further down on the hit parade of
DTCs, when compared to the charttopping P0420. If all vehicles had two of
everything, the two catalyst efficiency
DTCs would probably be more evenly
ranked in terms of occurrence.
The PCM doesnt have a five-gas exhaust analyzer probe stuck up the
tailpipe of your STS, so how does it
make the determination that the converter is functioning below the performance threshold? The PCM runs a catalyst monitor test only when certain driving conditions have been met. The engine and converter must be at operating
temperature, and the engine may be
idling or running under light load at low
speed. Your freeze frame data indicates
the STSs engine speed was 1228 rpm.
The fuel system should also be in
closed-loop fuel control (this is key).
There must not be any other unfulfilled
criteria or previously stored DTCs that
would keep the catalyst efficiency monitor from running.
Once the PCM has determined that
all preconditions have been met, it temporarily forces the air/fuel mixture rich,
to deplete any stored oxygen in the converter. Then the PCM temporarily
forces the air/fuel mixture lean to determine how long it takes for the converter
to react and for the downstream oxygen
sensor to change its switching activity. If
the converter takes too long to resume
functioning (indicated by postconverter
oxygen sensor activity), it means the cat-
alyst is not working efficiently enough to

maintain the vehicles emissions levels
within prescribed limits. OBD II will
then fail the converter, set a DTC P0420
and turn on the Check Engine light.
I believe your vehicle is setting a
DTC P0420 only every 300 to 700 miles
because thats how long it takes for all of
the preconditions to be met, and for the
PCM to run the catalyst efficiency monitor. Alternately, the monitor may be
running more frequently, and failing
only once every 300 to 700 miles.
The key piece of information contained in the freeze frame data is the indication that bank 1 was in open loop at
the time the freeze frame data was
stored. On the face of it, this makes no
sense, as the catalyst efficiency monitor
should never have run in the first place
with half of the fuel system still in open
loop. Achieving closed loop is one of the
first preconditions the fuel system
would have to satisfy before the PCM
would even consider running the catalyst efficiency monitor.
We know that freeze frame data is
stored at the moment the PCM decides
to flag a DTC. So in this case the data
was probably collected a certain period
of time after the PCM attempted to run
the catalyst efficiency monitor. The fuel
system had to be in closed loop when
the monitor began to run, but something happened after that, and it was no
longer in closed loop when the freeze
frame data was stored. This is a hypothesis, as we dont know how quickly the
PCM updates the freeze frame data
were now using for our diagnosis.
Id suggest you look for a component
thats capable of intermittently kicking
the fuel system out of closed loop. This
may be happening at other times, besides when the PCM is attempting to
run the catalyst efficiency monitor. Besides the pre- and postcatalyst oxygen
sensors, most of the other input sensors
have their own OBD II DTCs that
should give you an indication of a problem. But it may be too intermittent to
trigger a DTC and the only way you
may be able to identify it is by monitoring a limited set of PIDs, waiting for the
glitch to reveal itself. It cant hide forever, and youve already shown that you
have the patience to wait.
October 2014
OBD II Code Diagnosis Part III
Bulletin TB-80035
September, 2011
Gary Stamberger Training Director

Magnaflow Exhaust Products
In the first part of this OBD II Code Diagnosis series I stated that we would discuss the principles of OBD II codes and
breakdown each character that defines them. For a generic discussion of OBD Ill refer you to TB-80016 and 80017. We archive all
of our bulletins and they can be found on our website at www.maganaflow.com. Look for Tech Bulletins under Tech Support. For
this series I would like to stay on a more specific path.
In our first two parts we took a very common Ford EGR code and broke down the diagnosis. I chose this code not only for its
commonality but also because this EGR system uses several components, each one playing a major role in the vehicles ability to
reduce NOx. Although the PCM has the ability to set several different and distinct codes for each component (9 generic and 10
specific) the interrelation of the components cannot be ignored. As we saw in our example, one of the possible causes for the P0401
code was mechanical and had nothing to do with the malfunction of any one component.
Another common issue in Code Diagnostics sometimes overlooked is that of retrieving codes in both OBD II Generic and Enhanced
or Manufacture Specific mode. Depending on the tool being used, the enhanced option may not be available (i.e. Code Reader only).
Using generic mode requires less input therefore is faster and in most cases will get the technician to where he wants to be. The
downside is that it is a generic code and therefore in many cases the repair information will not be specific to that vehicle.
The obvious upside then to using Enhanced Mode, is that the diagnostic information will be specific to that vehicle or at least that
manufacturer. The description and operation will give you a better idea of what the PCM is looking for and the subsequent testing
should lead you to the proper diagnosis the first time.
Example: 2005 Altima, 2.5L with an illuminated MIL. The OBD II code was P0140, O2 Circuit B1S2 No Activity Detected. A quick
glance at the data stream showed that under the proper test conditions the sensor displayed activity. At this point we might determine
that it is an intermittent problem, clear the code and send the customer on their way. However a look at Enhanced codes revealed a
P1147, O2 B1S2 Maximum Voltage not Obtained. A closer look at data stream showed that the sensor was not reaching a specific
maximum voltage of .78v. This specific information was not available when processing the P0140 code.
The key to any diagnostic situation is to always follow a pattern for each problem we face and code diagnostics is no different. Yes
each manufacture has common problems and knowing where to find that information is valuable but sometimes even the silver
bullet can be a dud! Whether it is a no start, misfire, wont idle, MIL illuminated or any number of issues, having a plan is by far the
best plan. Shot Gun diagnosis will on occasion allow us to hit the illusive homerun but more often than not we spend a whole day
repairing a component only to go home with that empty feeling in our stomachs, knowing the same problem will reoccur in the
morning.
Diagnostics is an art and getting good at it can be a great confidence booster, however these vehicles are changing constantly and
there is no time to rest. As I say when closing all my classes:
THE RULES ARE ALWAYS CHANGING
TECHNOLOGY KEEPS MOVING FORWARD
EDUCATION IS A CONTINUAL PROCESS
Cleaning up the environmentone converter at a time

Gary
Bulletin TB-80017
December, 2009
On Board Diagnostics Part II

Magnaflow Exhaust Products
As promised from last month, more on OBD. Refer to our Website, Magnaflow.com for archived Bulletins.
(http://www.magnaflow.com/07techtips/techbulletins.asp)
Data Stream
Referred to as Current Data or Live Data, this information is available to the technician using a Scan Tool. The number of PIDS (Parameter Identification)
available at any given time will depend on a couple of different factors. The particular vehicle (Manufacturer) involved will have the greatest influence on the
amount of data available. Followed by the type of Scan Tool used and whether you are viewing the data on the Global OBD II side or Manufacture Specific, aka
Enhanced Mode. (Figure 1) Most Scan Tools will have options for viewing the data in different formats such as digital or graphing mode. Graphing can be
particularly useful when looking at Oxygen Sensor activity. (Figure 2) The data available will consist of inputs and outputs, calculated values and system status
information.
Viewing data and becoming proficient at recognizing problem areas is one of the skills we spoke of in last months Bulletin (TB-80016). Part of any training on a
particular tool is the repetitive process of using it over and over until you begin to recognize when certain data doesnt look right. This process will then lead you
toward a problem area where further testing will reveal the fault. You can not recognize bad data until you have looked at enough good data. One item to be aware
of is the practice of substituting good data values for suspect ones. Due to something called Adaptive Strategy, when the PCM suspects that a particular input may
not be reporting accurately, it will substitute a known good value for that sensor and run the vehicle on learned values. This will only show up in Enhanced Mode
as Global OBD II will always display actual values. This should not deter you from viewing in Enhanced Mode. It has always been my practice to look at codes
and data in both modes.
FIGURE 1
FIGURE 2
Freeze Frame
Freeze frame is a snap shot of data taken when a code is set. This can be very valuable information as it allows the technician an opportunity to duplicate the
conditions under which the trouble code was recorded. The number of freeze frame events recorded and viewable by the technician will again depend on the
vehicle and scan tool being used. Early systems could only store one batch of information, if more than one code was recorded we would typically only be able to
view the Freeze Frame for the last code set. Changes in both OBD and Scan Tool technology have allowed us to have multiple sets of information available for
multiple codes set. One exception is that of Misfire. Misfire codes and subsequent data take precedent and will overwrite any previous freeze data stored. Be
aware that all freeze frame information is lost when codes are cleared.
FIGURE 3
FIGURE 4
Courtesy Toyota
Monitors
Monitors, also referred to as Readiness Indicators are considered the single most comprehensive change that came with OBD II. CARB and the EPA
recognized that a vehicle started polluting long before the PCM recognized a fault, set a code and illuminated the MIL. Early OBD systems did not
have the capability to recognize degradation of components or systems. Todays OBD II system is designed to recognize when a vehicle could
potentially exceed its designed emission standard by a factor of 1.5. It does this through a series of system Monitors.
During normal operation the PCM will conduct certain tests to gauge the operational health of a particular system or component. The Monitors operate
in two categories, Continuous and Non-Continuous. As you can probably guess the Continuous Monitors run, well, continuously. They are Misfire,
Fuel System and Comprehensive Component. Non-Continuous consist of Catalyst, Evaporative, Oxygen Sensor, Oxygen Sensor Heater, EGR
Monitor and more. These require a very specific Drive Cycle (Figure 4) that will meet all the criteria necessary for a complete test. Scan Tools will
have a Monitor Status screen that indicates if the Monitors have run to completion. (Figure 3) Next to each component or system it will indicate
Ready or Not Ready, Complete or Incomplete. If the vehicle is not equipped with a certain system the screen will indicate Not Supported or
Not Available.
When one or more indicators read Not Ready or Incomplete, it is an indication that codes have been cleared recently, either with a scan tool or loss of
power to the PCM such as battery disconnect. If there is no history of either of these events occurring this is an indication of the PCM intermittently
loosing power or it is rebooting which could be an internal problem. It is commonly known that the Catalyst and Evaporative System Monitors are the
hardest to run to completion.
Many states have moved to an OBD system test for Emission Testing in place of tail pipe testing for vehicles 1996 and newer. California is
considering this transition as we move into 2010 (No date has been set for implementation). The test includes checking for proper location of DLC
(Data Link Connector), bulb check of MIL, no MIL when vehicle is running, no codes in system and all the Monitors have run to completion.
Monitors are a key component because they are a direct indication of whether the OBD system had been tampered with prior to Inspection.
The USEPA and CARB authorities have generally found that OBD II systems are more effective in detecting emission-related malfunctions on in-use
vehicles compared to existing Inspection and Maintenance (I/M) tailpipe testing procedures. Current Smog Check data indicates that vehicles are more
likely to fail an OBD II-based inspection than the required tailpipe emissions test. With the reduced testing times (10 mins. for OBD vs. 20 mins. for
tail pipe) and cost savings in equipment its not beyond the realm of possibility that states currently having none or minimal Inspection Programs may
consider adopting an OBD Emissions Testing program. These programs have proven to create a healthy environment and also a healthy bottom line
for repair shops.

Gary
Bulletin TB-80010
May, 2009
INTERPRETING FUEL TRIM DATA

Car-Sound/Magnaflow Performance Exhaust
This month we take the discussion of Oxygen Sensors to yet another level. In recent discussions we talked about the role these sensors played in
closed loop fuel control. What exactly does that mean, Closed loop fuel control, and what role does it play in maintaining a good working
converter?
When a vehicle is started cold there is a warm up period which is referred to as, Open loop. Its during this time period that the engine is polluting
the most. Consequently, getting to closed loop fuel control is a top priority. The PCM has an internal clock that restarts on each start-up and it knows,
based mainly on temperature, how long before all components are operating and it is ready to enter closed loop. To this end, many elements have been
added to the systems. Oxygen sensors have built in heaters to speed the warm up process. The PCM can detect when the engine is taking too long to
come up to temperature and will set a code P0125, Insufficient temperature for closed loop fuel control which typically means the thermostat is
stuck open.
Once the conditions are met and the PCM gains fuel control the goal then becomes maintaining it. The oxygen sensor is referred to as a, Voltage
Generator and reports the content of oxygen in the exhaust stream to the PCM ranging between 100mv (Millivolts) and 900mv. When the oxygen
content is high, (Voltage is low, near 100mv) the PCM sees this as a lean condition and its response is to add fuel. When the sensor reports back that
there is little oxygen in the exhaust stream (high voltage, near 900mv), a rich condition is sensed and the PCM pulls fuel away. A technician can
monitor this data on a scan tool as, Short Term Fuel Trim or STFT. A positive percentage indicates the computer is adding fuel while a negative
number says it is taking fuel away. If the PCM is in fuel control, monitoring the direct relationship between O2 and STFT scan data will confirm it.
The next step then is to look at Long Term Fuel Trim (LTFT) percentages. These numbers give us a history of what the PCM has been doing with fuel
trim over the long haul. As with STFT, positive percentages tell us the tendency is to be adding fuel (compensating for a lean condition) while
negative numbers indicate the PCM is pulling fuel back, (Overcoming a rich condition). If either of these conditions exists for a prolonged period of
time and the LTFT percentages exceed the PCMs parameters a fuel trim code will set (P0170-P0175) and Check Engine light illuminated. The
example below shows us that although the PCM appears to be in fuel control there is evidence that it has been adding fuel over time.
Our concern when looking at fuel trim is what it may be telling us about engine efficiency and whether the computer has been compensating for other
fuel related problems. If the engine has been over-fueling the question isWHY? A leaking fuel injector, fuel pressure regulator, lazy O2, or bad
Mass Air Flow (MAF) would be some of the considerations. The same issue exists if its too lean. Here an air leak, clogged injectors or fuel filter, or
miscalculated air flow could be the cause. Any Fuel Trim condition that persists will eventually take its toll on the catalytic converter and must be
addressed by the repair technician before installing a new one.
Gary
November 2006 Premier Issue
Practical uses of Mode $06

Round out your diagnostic skills
By Phil Fournier
Practical uses of Mode $06, by Phil Fournier

Page 1 of 1
As I worked to get a handle on the presentation of Mode 6 at a technicians level, I was

reminded of a slide in one of my PowerPoint presentations that announces the lab scope
allows the technician a look inside the manufacturers electronic strategy. Im going to
make a similar statement here regarding the use of Mode 6. Mode 6 gives the technician a
look inside the manufacturers strategy. Sometimes its a blurry look, and sometimes its
a look of limited usefulness, but taking the look is worth the trouble. It will make the
technician who takes the trouble a better-rounded diagnostician, even if he/she only uses
it for a few selected items.
What It Is
First off we have to cover some basics for those still uncertain of what mode 6 is or isnt.
Mode 6 is part of the SAE standards that defined what kind of data would be available to
technicians through the OBD2 interface. Simply put, it is the brains behind the operation
of the OBD2 monitors of various emission control systems. In theory, it covers what we
know as the non-continuous monitors, those usually run by the OBD2 system one per trip
if the conditions are right. By now, we all know that those include Fuel Evap, Catalyst,
O2 sensor, O2 sensor heater, EGR, and so forth. But the cool thing about the information
available in some mode 6 data is that it breaks down the monitor into its various parts,
sometimes giving us useful information that cannot be seen as well through looking at
live data stream or looking at stored trouble codes.
Im going to start off by suggesting that if you are serious about learning the benefits of
Mode 6, invest a few bucks in a scan tool capable of doing the interpretation for you. If
you dont know what I mean by that, it means you are not currently using Mode 6. The
first time I stumbled across Mode 6 data was while randomly pushing buttons on my scan
tool and looking at stuff. I rapidly backed out of the screen due to what looked to me to
be completely useless information, filled with $ signs, things called TIDs and CIDs,
plus letters and numbers mixed. And so it is unless you have a way to interpret the data.
This is because Mode 6 was written in Hexadecimal code (Base 16 instead of Base 10)
and not particularly designed with the technician in mind. But never mind, there are
plenty of things we have learned to use that fall into this same category.
Hex to Key
Because this article is designed to be useful information, I dont want to get bogged down
in a boring discussion of Hexadecimal numbers and Base 16. I will just suggest though
that you can use your free Windows calculator to convert the letters and numbers into
pure numbers. If you use Scientific from the View menu, you will get a choice of the
Decimal calculator or the Hexadecimal calculator. Entering the letter and number
combination into the Hexadecimal screen and then clicking the button for Decimal will
convert the number to a readable number. Unfortunately, that number will still do you

Page 2 of 2

little good unless you know what it means via a conversion key. Part of the reason that
this article is based on Ford vehicles is because the Ford information is available for free
at www.motorcraftservice.com. Choose OBD2 Theory and Operation from the menu
on the left of the screen, then scroll down and pick the Adobe Acrobat file to open. Once
the file is open you can go to the monitor that you want to look at.
Misfire Counts
But leaving all that behind, there is one area of Mode 6 on a Ford which you can start
using immediately, as long as you have some scan tool that will display Mode 6 (and not
all of them do; Ill include a list later in the article of assorted scan tools and how to find
Mode 6 in them.) I refer to misfire counts, which are not contained in Fords regular
Enhanced data stream on the majority of scan tools. Test ID $51 in 1996-98 vehicles and
Test ID $53 from 1997 and on in others will display misfire counts WITH THE
CORRESPONDING CYLINDER shown as the Component ID ($01 through $0A). Note
that $0A is Hex code for the number 10 and indicates cylinder number 10. If you have
less than ten cylinders, you can ignore the data in any of the CIDs above your number of
cylinders because it is bogus. But the beauty of this data is that at last you can identify
which cylinder has misfire counts in it, especially when you have NO CODE. The reason
for this can be seen in the data. Look at the figure below, captured off a 1999 Merc
Marquis with no codes, but a complaint of a misfire under certain load conditions. Note
that I am using the AutoEnginuity PC based Scan tool that interprets the data for us but
you can most likely use your own scanner in a similar fashion.
Notice that all cylinders have zeros in the misfire counts column except cylinder #3. The
counts are low, nowhere near the threshold required to set a code. But this information
was invaluable on a coil-on-plug engine that I had no way to connect to in looking for a
misfire under load condition. After inspecting the plug boot and spark plug for any sign
of arching, and finding none, all I had to do to verify the coil was failing was to swap it
with another cylinder and take the car for a second road test, after clearing codes. (Note:
Though there were no codes, a code clear procedure removes the data from Mode 6
misfire monitors; this is not necessarily true of all data in Mode 6 though.) Finding the
misfire has followed the coil to a different cylinder, the coil can be replaced with perfect
confidence in a proper repair.

Page 3 of 3

It is a bit ironic that Mode 6 data on a Ford contains misfire counts, since SAE J1979
defined Mode 6 as non-continuous monitor information and Mode 7 as continuous.
Never mind, well take the data for its usefulness, even if it is in the wrong place. But this
little snafu is symptomatic of Mode 6 data in general. Not all things are as they might be
expected to be, which makes some technicians throw up their hands and conclude that the
moving target is not worth the trouble. But lets carry on and see what other use we might
get out of it.
Cat Stats
I know many technicians who sweat over the replacement of a catalyst because of a code
P0420/P0430. When factory cats cost in excess of $800 each, it is small wonder that they
worry about a misdiagnosis. But how about if we could record the Mode 6 data, clear the
code, and then drive the car to see what resets in the Mode 6 monitor? Lets see what our
1999 Grand Marquis with 108k miles on it shows for Mode 6 data on its catalyst monitor.
This cat monitor was run after the coil was replaced, and we can safely conclude by
looking at the data that this catalyst is still in good condition. The switch ratio of the bank
1 cat (the side of the misfiring coil) is actually a bit better than that of bank 2. And both
cats are well under the limit described here as .842, which according to the Ford website
reflects a limit of the percentage of switching of the rear O2 sensor as opposed to the
front one. Notice what happens to the data when we clear codes:
It didnt go to zero, did it? Instead, some random number got put in the box, a number
that looks like a near-failure of .749. But whats the likelihood that both cats would
measure the exact same switch ratio? Just about zero, but this illustrates the need to not
be careless in your treatment of Mode 6 information. The graphic below (captured from a
1998 Ford Winstar) show what the data would like uninterpreted:
See Chart on following page!

Page 4 of 4
You could do the math, converting the numbers from Hex to Decimal, and then
multiplying by the conversion factor listed on the website of .0156. But why bother? It is
easy to see that the two catalysts on this vehicle are well within the maximum limit.
But what if you had a code P0420, cleared it, then drove the vehicle and saw the 10/11
test number at 19? You could be pretty comfortable at recommending the catalyst, and
depending on where you saw the 10/21 parameter, you might be recommending a pair.
On the following pages Restricted EGR and scan tool tips

Page 5 of 5

Choked off?
Restricted EGR is one other place where Mode 6 on a Ford can come in handy. Here is
data from a normal system (1999 Ford Crown Vic 4.6L with no problems):
Notice that the TID $45/$20 is the same as the DPFE voltage as long as the EGR valve is
not stuck open. This can help a technician that may not have enhanced Ford data, as the
generic data stream (Mode 1) does not list DPFE voltage as a parameter.
Listed below is the data (same vehicle) where I disconnected the intake side hose on the
inconveniently located DPFE (see photo ?):
Note that this set a pending code P0401(EGR flow insufficient) on a single road test.
However, because we have no specs for TID 41/CID11 & 12, they do not help us like
they are supposed to and the vehicle does not set the code P1405 like it is supposed to.
But obviously something is detected. Next I reconnected the DPFE hose and installed a
restriction in the EGR valve (see figure ?) to simulate a restricted EGR passage. I
captured the following data:
I find it very interesting that TID $4A/$30 has barely passing numbers, but in order to
achieve that much flow, the computer had to ratchet up the EVR duty cycle to 89%.
However, in spite of repeated road tests and completed EGR monitors, this condition
would not set even a pending code. Below is another capture with the EGR blocked
completely:

Page 6 of 6

Taken all together, we can see that Mode 6 stored data can help us nail down a restricted
EGR passage that does not set a code, now that we know to look at TIDs $4A/$30 and
$4B/30. You can probably do that on your scan tool without an interpreter, but you are
going to have to do the Hex plus conversion math and use the Ford website.
Conclusion
In conclusion, Mode 6 is a barrel of data, some of it bogus and meaningless, and much of
it powerful. Im told that Honda recommends the use of Mode 6 data in the diagnosis of
fuel evaporative problems. Id recommend you dive into your scan tool and pick some
TIDs and CIDs to figure out so you can get started on learning what to expect,
particularly if you have the good fortune to work on a single car line. If you are a
multicar line guy like me, try it out on Ford misfires to start with and see if you dont find
it to be a real time saver.
How to access Mode $06 in assorted scan tools

(found under Generic or Global OBD II in every case):
MasterTech: Select F5 System Test then F2 Other Results (Note that results are
displayed as Pass/Fail. To get the actual readings press *, Help)
Snap On: (later than 2001 cartridge, earlier versions dont have Mode 6): After
communicating with vehicle select Display Test Parameters/Results then select NonContinuous Monitored systems (Mode $6). (MT2500; Solus, Modis similar)
BDM: Select Non-Continuous Monitor Test Results
NGS: Select Diag Monitoring Test Results
AutoEnginuity: Select On Board Test Results tab
OTC Genesis: Select Special Tests then Component Parameters
Click here to apply for a free subscription to

Master Technician Magazine:
http://mastertechmag.com/magazine/main.php?smPID=PHP::eu_subscribe.php

Page 7 of 7

Obd2 Diagnostics

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OBDII

ome scan tools call it the

Photo: Karl Seyfert

A wealth of diagnostic information is

Photos: Karl Seyfert

OBD II GENERIC PID DIAGNOSIS

Heres a basic scanner display showing OBD II generic

Mode 1: Show current data

in Mode 1, and PID 02, available only

OBD II GENERIC PID DIAGNOSIS

Photo courtesy Injectoclean

Photo courtesy SPX/OTC

Screen capture: Jorge Menchu

be used for comparison after

Screen captures: Jorge Menchu

OBD II GENERIC PID DIAGNOSIS

Graphs arent the only way to display PID data. Once

Screen capture courtesy Bosch Diagnostics

Determine if the condition exists in

PC-based scan tools excel at capturing and displaying

pressure (BARO) MAP intake

Remember, your scan tool is not a lab

OBD II GENERIC PID DIAGNOSIS

Make the Most of

Photo & screen captures: Bob Pattengale

Readily available generic scan data provides an

f you dont have a good starting point, driveability diagnostics

Unfortunately, most technicians

of new parameters will make OBD II

INTERPRETING GENERIC SCAN DATA

ters to check are short-term fuel trim

erating range. Fuel trim should be

when reviewing these parameters:

INTERPRETING GENERIC SCAN DATA

should be delivered, to achieve the

meter in both gm/S and lb/min to help

scan tool, but you can still use the data

These parameters can also be used as

of the following messages: OL-Drive,

INTERPRETING GENERIC SCAN DATA

position will display 100%. Keep in

commanded OFF will display 0% and

WARM-UPS WARM_UPS: This

INTERPRETING GENERIC SCAN DATA

CTRL MOD (V) VPWR: I was

commanded EQ ratio during openloop. Wide-range and linear oxygen

Photoillustration: Harold Perry; photos: Wieck Media & Jupiter Images

ast months installment

product and drive it around while monitoring datastream in the enhanced

Chart & screen capture: Sam Bell

DATASTREAM IN-DEPTH ANALYSIS

Data collection and analysis might yield some

P0171 (Exhaust Too Lean, Bank 1) in

50%. Fuel pressure and volume had

easy as it was with the Venture. You and

One of the most

Floodlights and Spotlights

DATASTREAM IN-DEPTH ANALYSIS

higher speeds as the O2 sensors flat-line

Slow Motion and

ond. When film shot at 20 frames per

DATASTREAM IN-DEPTH ANALYSIS

t seems like a no-brainer: When youre done with all

easy to miss an intermittent data