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Data Output With Porsche System Tester 2




DME
M15XX M17XX M19XX M24XX(USA)
M16XX M18XX M2OXX M25XX M26XX M27XX M28XX M29XX M30XX (RoW)

See classification of diagnosis software numbers in Definitions and General System Requirements. Definitions

Main Menu

NOTE: Online help can be called up with the F1 key.

Identification
Fault Memory
Erase fault memory
Actual Values
Input Signals
Ready Status
Drive Links
Drive Link Active
Vehicle Data
Short test
Coding
Control Module Programming


Identification
Control module identification data can be read out with this menu item.

The display shows:
- Diagnosis software number
- Porsche part number

Press F8 key.
The display shows:
1st block Vehicle identification number
2nd block Control module hardware number
3rd block Control module hardware version number
4th block Control module software number
5th block Control module software version number
6th block Control module data version number
7th block Control module ROM version number
8th block Control module hardware number not programmed
9th block Individual control module number
10th block Date of manufacture

Fault Memory
The number of faults, the fault texts and the Porsche Diagnostic Trouble Code (DTC) are displayed in the Fault Memory menu item. In order to obtain additional information about a fault, select the fault item (reverse- video display) and press the double arrow key (>>) or the F8 key.

The following additional information on the fault is then displayed:
- static or sporadic
- present or not present
- Check Engine warning light switched on or off
- fault type (e.g. above or below limit value). If several fault types occur (e.g. short to 8+ or short to ground), then 1st state will display the fault type which was present first. The fault type which last occurred is stored under Last state
- frequency (how often did the fault occur)
- fault erasing counter
- fault time
- which conditions must be fulfilled and how often, in order to switch the Check Engine warning light on or off
- 4 ambient conditions (e. g. ambient pressure, intake air temperature, engine temperature and operating hours counter)
- OBD fault code
- freeze frame data
- faulty entry by (e.g. on-board diagnosis or tester)

Erase fault memory


NOTE The fault memory can be erased only if it was first read out at least once. The entire fault memory is always erased.
When the fault memory is erased, the adaptation values are also erased.


Actual Values
Values present at the moment of the test can be read out with this menu item.
It is possible to use a filter function to select certain actual values only. In this case, not all actual values are available for selection. Press F5 key.

The following predetermined filters then appear:
- Engine values
- Oxygen sensing, bank 1
- Oxygen sensing, bank 2
- Misfire detection
- Knock control
- Throttle jacking unit
- Analog/digital converter
- TWC conversion
- Fuel tank ventilation
- Basic mixture adaptation
- Oxygen sensor, bank 1
- Oxygen sensor, bank 2
- Demonstration filter
It is now possible to create your own filters in this menu item.
Press F5 key.

Select required actual values and press double arrow key (>>). A field then appears where the name of the filter can be entered
Enter the filter name and confirm.
The newly created filter then appears in the selection list. Filters you have created can be deleted or changed.

The following values can be called up:
- Engine speed
- Engine load
- Actual engine torque
- Ambient pressure
- Mass air flow (HFM)
[mass air flow without fuel tank ventilation]
- Altitude correction factor
- Power supply
- Intake air temperature
- Engine temperature
- Engine compartment temperature
- Oil temperature
- Catalytic converter temperature
[value calculated by control module]
- Ignition angle
- Specified rpm
- Idle loss adaptation
- Injection time
- Camshaft position 1 deviation
[adapted value -> deviation from specified position]
- Camshaft position 2 deviation
[adapted value -> deviation from specified position]
- Actual angle for camshaft, bank 1
[the function of the VarioCam can be checked with the actual angle]
VarioCam not switched on -> display app. 0° crk
VarioCam switched on -> display app. 25° crk]
- Actual angle for camshaft, bank 2
[the function of the VarioCam can be checked with the actual angle]
VarioCam not switched on -> display app. 0° crk
VarioCam switched on -> display app. 25° crk]
- Mass air flow
[mass air flow with fuel tank ventilation]
- EVAP canister burden [value range 0 to 30
0 - EVAP canister empty
30 - EVAP canister full]
- Oxygen sensing, bank 1
- Adaption, range 2 (FRA), bank 1
[lower and upper load range -> displays the value currently travelled]
- Adaption, range 1 (RKAT), bank 1
[range close to idle]
- Rel. fuel quantity, tank ventilation, bank 1
[deviation from the anticipatory control due to fuel tank ventilation]
- Oxygen sensor voltage ahead of catalytic converter, bank 1
- Oxygen sensor voltage behind catalytic converter, bank 1
- Regulator delay behind catalytic converter, bank 1
- Sensor-signal period ah. of cat. c., bank 1
[period greater than 2.3 or 3 seconds -> oxygen sensor faulty]
- Oxygen sensor resistance ahead of catalytic converter, bank 1
[the resistance must be approx. 100 ohms after 3 or 4 minutes of travel.] Since the increments are in steps of 64 ohms (increase in value of 64 ohms the tester reads 64 or 128 ohms. If, on the other hand, the display is in the k ohms range (more than 1000 ohms), the oxygen sensor heating is faulty.]
- Oxygen sensor resistance behind catalytic converter, bank 1
[the resistance must be approx. 100 ohms after 3 or 4 minutes of travel.] Since the increments are in steps of 64 ohms (increase in value of 64 ohms the tester reads 64 or 128 ohms. If, on the other hand, the display is in the k ohms range (more than 1000 ohms), the oxygen sensor heating is faulty.]
- Oxygen sensing, bank 2
- Adaption, range 2 (FRA), bank 2
[lower and upper load range -> displays the value currently travelled]
- Adaption, range 1 (FRA), bank 2
[range close to idle]
- Rel. fuel quantity, tank ventilation, bank 2
[deviation from the anticipatory control due to fuel tank ventilation]
- Oxygen sensor voltage ahead of catalytic converter, bank 2
- Oxygen sensor voltage behind catalytic converter, bank 2
- Regulator delay behind catalytic converter, bank 2
- Sensor-signal period ahead of catalytic converter, bank 2
[period greater than 2.3 or 3 seconds -> oxygen sensor faulty]
- Oxygen sensor resistance ahead of catalytic converter, bank 2
[the resistance must be approx. 100 ohms after 3 or 4 minutes of travel.] Since the increments are in steps of 64 ohms (increase in value of 64 ohms the tester reads 64 or 128 ohms. If, on the other hand, the display is in the k ohms range (more than 1000 ohms), the oxygen sensor heating is faulty.]
- Oxygen sensor resistance after catalytic converter, bank 2
[the resistance must be approx. 100 ohms after 3 or 4 minutes of travel.] Since the increments are in steps of 64 ohms (increase in value of 64 ohms the tester reads 64 or 128 ohms. If, on the other hand, the display is in the k ohms range (more than 1000 ohms the oxygen sensor heating is faulty.]
- Tank pressure difference
- Leakage volumetric flow
- Control deviation, tank diagnosis
- Mean amplitude behind catalytic converter, bank 1
- Monitoring time, bank 1
[cumulated time in which the rpm/load range was reached for testing the catalytic converter]
- Mean amplitude behind catalytic converter, bank 2
- Monitoring time, bank 2
[cumulated time in which the rpm/load range was reached for testing the catalytic converter]
- Period counter, bank 1
[oxygen sensor ageing monitoring - 16 periods are necessary for O.K. measurement]
- Period counter, bank 2
[oxygen sensor ageing monitoring - 16 periods are necessary for O.K. measurement]
- Rough running
[limit value for rough running, cylinders 1 to 6]

- State: Adaption 1
[the adaption is reset to 0 after the battery has been disconnected]
In order to carry out adaption, the vehicle must be driven in overrun between 3400 rpm and 1600 rpm.
4 rpm ranges are displayed per load range. The ranges are bit coded and are given as a decimal number.


1 = field 1 is adapted
2 = field 2 is adapted
3 = fields 1 and 2 are adapted
4 = field 3 is adapted
5 = fields 1 and 3 are adapted
6 = fields 2 and 3 are adapted
7 = fields 1, 2 and 3 are being adapted
8 = field 4 is adapted
9 = fields 1 and 4 are adapted
10 = fields 2 and 4 are adapted
11 = fields 1, 2 and 4 are adapted
12 = fields 2 and 4 are adapted
13 = fields 1, 2 and 4 are adapted
14 = fields 2, 3 and 4 are adapted
15 = fields 1, 2, 3 and 4 are adapted







Example: 2/1 means the second rpm range (field 2) of load range 1


The fields have different priorities







Fields following one another can be adapted within one rpm range if the fields with priority I and II have already been completely adapted? e.g. field 1/2 can be adapted after field 1/1. Field 1/3 is blocked.

See also: Sensor Wheel Adaptation. Sensor Wheel Adaptation

- State: Adaption 2
[Range below positive load between 40 % and approx. 60 %
See state: adaption 1 above

- State: Adaption 3
[Range under positive load between 60 % and approx. 75 %
See state: adaption 1 above
- Cylinder 1 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Cylinder 6 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Cylinder 2 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Cylinder 4 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Cylinder 3 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Cylinder 5 misfire counter
[fault counter for emission-relevant faults. Counts from 0 to 3000.]
- Ignition counter diagnosis
[Interval counter for emission-relevant faults - counts the ignitions when diagnosis is active. Remains still when misfire detection is disabled.]







- Misfire range, minimum rpm
[displays the maximum rpm of 10 200 rpm possible during operation without misfire. If misfiring occurs, the range is stored - see drawing above.
- Misfire range, maximum rpm
[0 rpm is displayed without misfires. If misfiring occurs, the upper rpm in the range is shown - see drawing above.
- Misfire range, minimum load
[191 % without misfires - see drawing above.
- Misfire range, maximum load
[0 % without misfires - see drawing above.
- Rough running, cylinder 1
- Rough running, cylinder 6
- Rough running, cylinder 2
- Rough running, cylinder 4
- Rough running, cylinder 3
- Rough running, cylinder 5
- Cylinder 1 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75 ° to a maximum of 15 °]
- Cylinder 6 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75° to a maximum of 15 °]
- Cylinder 2 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 4 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75 ° to a maximum of 15 °]
- Cylinder 3 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75 ° to a maximum of 15 °]
- Cylinder 5 retardation
[ignition angle retarded due to knocking combustion, retardation in steps from 0.75° to a maximum of 15 °]
- Safety retardation
[ignition angle retarded for all cylinders if hall sender or knock sensors fail
0 - retardation not active
1 - retardation active]
- Pedal value
[Display reads 100 % when accelerator is fully depressed, adjust if necessary, otherwise full power cannot be achieved.]
- Pedal encoder potentiometer 1
- Pedal encoder potentiometer 2
- Setpoint, throttle
- Actual value, throttle
[Display reads > 99 % at a pedal value of 100 %.]
- Throttle potentiometer 1
- Throttle potentiometer 2
- Target speed, cruise control
- Vehicle speed
- Throttle angle potentiometer 1
- Throttle angle potentiometer 2
- Air flaw sensor [voltage value]
- Oxygen sensor heating ahead of catalytic converter, bank 1
- Oxygen sensor heating ahead of catalytic converter, bank 2
- Oxygen sensor heating behind catalytic converter, bank 1
- Oxygen sensor heating behind catalytic converter, bank 2
- Lamp dimming

Input Signals
Input signals of the DME can be read in by the Porsche System Tester 2 with this menu item. In this way, the function of the input signals can be assessed very quickly.

The following input signals can be read in:
- Press accelerator idle detection
- Press accelerator full load detection
- Medium pressure switch
- A/C request
- Start enable switch
- Disturbance switch
- Stop light switch
- Brake switch
- Fuel reserve signal
- Cruise control readiness
- Clutch switch
- Cruise control setting
- Cruise-control decelerate/resume
- Immobilizer

Ready Status
This menu item allows the interrogation of statuses (fulfilled/not fulfilled) of the DME.
The following statuses can be checked:
- TWC conversion
- Fuel tank ventilation
- Secondary air system
- Oxygen sensors
- Oxygen sensor heating
To receive a ready message, allow the vehicle to warm up (engine temperature > 80 °C) and then activate all diagnostic routines which have not yet been carried out under the menu item Short test.

Drive Links
Drive links (actuators) of the OME can be activated by the Porsche System Tester 2 with this menu item.
This permits the electric function of the drive links to be assessed very quickly.

The following drive links can be activated:
- A/C compressor
- EVAP canister purge valve
- Engine compartment purge fan
- Secondary air pump
- Secondary air vacuum switch-over valve Check Engine MIL
- EVAP canister shutoff valve
- Tuning flap vacuum switch-over valve
- Fan
- Rpm signal
(Tachometer indicates 1000 rpm)
- Fuel pump relay (fuel pump)
- Cruise control indicator light

Drive Link Active
With this menu item, drive links of the DME can be triggered by the Porsche System Tester 2 when the engine is running. This permits the function of the drive links to be assessed very quickly

The following drive links can be activated:
- Cylinder 1 injection valve off
- Cylinder 2 injection valve off
- Cylinder 3 injection valve off
- Cylinder 4 injection valve off
- Cylinder 5 injection valve off
- Cylinder 6 injection valve off
- Camshaft Adjustment, Bank 1
- Camshaft Adjustment, Bank 2

Vehicle Data
With this menu item, specific vehicle data can be read out with the Porsche System Tester 2.

The following vehicle data can be read out:
- Number of ignitions, range 1
- Number of ignitions, range 2
- Operating hours counter
- Vehicle identification Number
- Classification number
- Order type
- Country code
- Engine type
- Engine number
- Transmission type
- Transmission number
- Radio code
- Body colour/convertible top colour
- Interior equipment
- No. of programming operations
- Navigation system (code)
- M numbers
- Z numbers
- Exclusive numbers

Short Test
This menu item allows the checking of all diagnostic paths, i.e. the vehicle does not have to be driven in order to achieve a "trip".
In the Short Test menu item, diagnostic routines can be processed which would actually only be achieved while driving and, in some cases, only after a long period.

The following diagnostic routines can be activated with the Porsche System Tester 2:
- Basic mixture adaptation
- Fuel tank ventilation
- Secondary air
- Oxygen sensor readiness behind catalytic converter
- Oxygen sensor ageing ahead of catalytic converter
- Oxygen sensor ageing behind catalytic converter
- TWC conversion
- Oxygen sensing delay

Coding
Under this menu item, the DME control module can be coded for operation with cruise control (cruise control system).

Control Module Programming
Four sub-menus are offered with this menu item:

1. Read out control unit (vehicle data)
The menu item Read out control unit can be used to read out data from the old control module, e.g. engine number, M numbers etc., in order to adopt the data in a new control module.


NOTE: Only one control module at a time can be read out in order to then adopt the data in a new control module during control module programming


2. Program control unit (new control module)


NOTE: The DME programming code and immobilizer code are required to program control modules. These codes can be obtained from the Porsche IPAS system. All electrical consumers must be switched off for programming control modules.
Switch heater to OFF

The vehicle battery must be fully charged.
1. Enter vehicle identification number and confirm.
2. Enter and confirm new programming code.


NOTE: The new programming code must match the DME programming code from the IPAS, otherwise the control module can no longer be programmed later.


3. Enter and confirm new immobilizer code.


NOTE: The new immobilizer code must match the immobilizer code from the IPAS, otherwise the control module can no longer be programmed later.


4. Select data record.


NOTE: If the data record OBD II was selected in the old control module, the tester automatically preselects "Data record OBD II".
The selection must then simply be confirmed. Programming commences after this confirmation.


5. When programming is complete, switch off the ignition.
6. Switch on the ignition.
7. Switch off the tester.


NOTE: In Tiptronic vehicles, the fault memory of the Tiptronic must be erased following the programming of a DME control module, as the fault "CAN timeout" is entered in the memory during programming.


3. Program map/data
The data record can be changed, e.g. from RoW to OBD II, with this menu item. Only the DME programming code is required.

4. Program immobilizer code
The immobilizer code is transferred to a new DME control module with this menu item.
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