Piwis Tester DFI Actual Values List - Part 1

A010 - DME supply voltage
Meaning
Supply voltage at terminal 15 on the DME control unit. If a limit value is not reached, the idle speed of the engine can be increased in order to improve the load balance.

A020 - Engine speed
Meaning
The actual value of the current engine speed is measured via the pulse sender on the flywheel (60 - 2 pulses per revolution).

A030 - Nominal idle speed
Meaning
Calculated default value of the DME control unit for idle speed control. The value changes when the engine is cold/warm, when air conditioning is switched on, according to the load balance of the battery, etc. When idling, the engine speed should be the same as the nominal idle speed (rpm).

A050 - Engine load
Meaning
The engine load is the intake mass air flow per cylinder intake stroke in milligrams.

Example: If the engine load is 147 mg/stroke, the amount of fuel injected is 10 mg per cylinder for a lambda value of 1.

A060 - Ambient pressure from DME
Meaning
This value is measured by the ambient pressure sensor in the DME control unit and is used to calculate the altitude correction factor. The altitude correction factor is used to inhibit secondary air, tank vent valve and fuel tank leakage diagnosis. If the mass air flow sensor (MAF) fails, a substitute value for the air mass is formed from the engine speed, throttle position and altitude correction factor. The measuring range is from 400 mbar to 1200 mbar.

A070 - First injection time, cyl. 1
Meaning
The injection time of the first injection for cylinder 1 in milliseconds (used to represent all other cylinders)

A080 - Second injection time, cyl. 1
Meaning
The injection time of the second injection for cylinder 1 in milliseconds (used to represent all other cylinders). A second injection only occurs in dual injection systems (e.g. cold start or full throttle).

A090 - Fuel level
Meaning
The fuel level in liters is provided as the input signal via CAN.
This is used as an input requirement for tank leakage diagnosis, for example, and as the freeze frame content for misfires, for example.

A100 - Vehicle speed from PSM
Meaning
Current vehicle speed. The vehicle speed comes from ABS/ASR/PSM via CAN. This is used as an input requirement for various diagnoses and as freeze frame content.

A110 - Air conditioner radiator fan request
Meaning
Activation of the radiator fan drivers (%) depending on the pressure in the air conditioning system.

A120 - Engine radiator fan request
Meaning
Activation of the radiator fan drivers (%) depending on the coolant temperature.

A150 - Total control unit operating time
Meaning
Operating time of the control unit in hours. Used as a reference for comparing freeze frame data or engine overspeed events.

A170 - Distance since fault memory erased
Meaning
Distance driven in kilometers since fault memory was last erased. Used to determine when certain adaptations were reset e.g. RKAT, FRAU, etc.).

A180 - Distance with Check Engine on
Meaning
Distance driven in kilometers since the Check Engine light came on. Used to examine customer complaints.

A055 - Engine load (SAEJ 1979)
Meaning
This value is between approx. 15 and 30% at idle speed (warm), while approx. 100 % should be reached at full throttle and at high engine speeds.

T010 - Engine temperature
Meaning
The coolant temperature in °C is calculated from the voltage signal of the engine temperature sensor and is used to correct the DME maps in accordance with the temperature. The temperature is passed on to the gateway control unit via CAN. It is also used as the basis for thermostat diagnosis. (The warm-up phase is monitored using a temperature model.) If there is no signal, a substitute value is formed in the DME control unit and is then displayed here.

T020 - Engine temperature (measured)
Meaning
The temperature measured by the coolant temperature sensor. This value is compared with an engine temperature calculated in the DME control unit as a plausibility check. (The warm-up phase is monitored using a temperature model.) If the plausibility check is found to be OK, the engine temperature is accepted and used (see actual value 'TO10 Engine temperature'). In the event of a fault (electrical or plausibility), the incorrect value is displayed here, but the DME control unit uses the substitute value as the 'engine temperature' (see actual value 'TO10 Engine temperature ).

T030 - Engine oil temperature
Meaning
The engine oil temperature is calculated from the voltage signal of the engine oil temperature sensor and is used to enable camshaft control

T040 - Intake air temperature
Meaning
The sensor is installed in the mass air flow sensor (MAF) on naturally aspirated engines. The intake air temperature is integrated in knock control and is used to inhibit some diagnoses and plausibility checks on other temperature sensors (diagnosis). The display range is from -38.3°C to +135.0°C.

T050 - Ambient temperature (via CAN)
Meaning
The ambient temperature is transmitted from the outside temperature sensor to the front control unit (9x7) and to the DME control unit via CAN. It is used in plausibility checks on other temperature sensors and may also be used to inhibit (e.g. - tank leak tests).

T060 - Engine compartment temperature
Meaning
The engine compartment temperature is calculated from the voltage signal of the engine compartment temperature sensor. It is used to activate the engine compartment purge fan (to protect components) and to reduce the formation of vapor bubbles in the fuel

T070 - Engine start temperature
Meaning
The engine start temperature is required for detecting the "warm-up cycles". The engine start temperature is the engine temperature at the start of the current driving cycle and is used to enable various diagnoses. For example, engine temperature sensor or thermostat diagnosis will only be performed in the driving cycle if the engine start temperature is below a certain value.

T080 - Engine stop temperature
Meaning
Stores the temperature value recorded at the last 'engine off' procedure.

T090 - Engine temperature (sensor)
Meaning
Voltage value of the coolant temperature sensor in volts.

T100 - Engine oil temperature (sensor)
Meaning
Voltage value of the engine oil temperature sensor in volts.

T110 - Intake air temperature (sensor)
Meaning
Voltage value of the intake air temperature sensor in volts

T120 - Engine compartment temperature (sensor)
Meaning
Voltage value of the engine compartment temperature sensor in volts.

L010 - Fuel trim mean value, bank 1 (Short Term Fuel Trim Bank 1)
Meaning
The oxygen sensing system's mean value shows the % by which the mixture must currently be adjusted. It can undergo leaning up to -25.00 % or enrichment up to +25.00 %. These deviations are incorporated into the respective adaptation value during a mixture adaptation phase. L0l0/L020 is again drawn towards 0 %.

L020 - Fuel trim mean value, bank 2 (Short Term Fuel Trim Bank 2)
Meaning
The oxygen sensing system's mean value shows the % by which the mixture must currently be adjusted. It can undergo leaning up to -25.00 % or enrichment up to +25.00 %. These deviations are incorporated into the respective adaptation value during a mixture adaptation phase. L0l0/L020 is again drawn towards 0 %.

L030 - Nominal lambda value ah. of cat. con. bank 1
Meaning
The lambda set point is only displayed for vehicles with LSU oxygen sensors. With LSU concepts, the lambda set point can be measured and controlled in limits other than lambda 1.00. The engine mainly runs in the lambda 1.00 range. Under different conditions, e.g. during cold starting, secondary air injection, catalytic converter clean-out, to protect components or even when running the engine at full throttle, the vehicle can be driven and controlled in ranges other than lambda 1.00.

L040 - Nominal lambda value ah. of cat. con.bank 2
1 Meaning f
The lambda set point is only displayed for vehicles with LSU oxygen sensors. With LSU concepts, the lambda set point can be measured and controlled in limits other than lambda 1.00. The engine mainly runs in the lambda 1.00 range. Under different conditions, e.g. during cold starting, secondary air injection, catalytic converter clean-out, to protect components or even when running the engine at full throttle, the vehicle can be driven and controlled in ranges other than lambda 1.00.

L050 - Actual lambda value ah. of cat. con. Bank 1
Meaning
This is only displayed for vehicles with LSU oxygen sensors. In the DME control unit, the actual lambda value is calculated from the sensor voltage and the pump current of the LSU.

L060 - Actual lambda value ah. of cat. con. Bank 2
Meaning
This is only displayed for vehicles with LSU oxygen sensors. In the DME control unit, the actual lambda value is calculated from the sensor voltage and the pump current of the LSU.

L070 - Oxygen sensor (LSU) voltage ah. of cat. con. 1
Meaning
The voltage of the LSU oxygen sensor ahead of the catalytic converter is an arithmetical value from the DME control unit. The voltage is the pump voltage resulting from the pump current that arises.

L080 - Oxygen sensor (LSU) voltage ah. of cat. con. 2
Meaning
The voltage of the LSU oxygen sensor ahead of the catalytic converter is an arithmetical value from the DME control unit.
The voltage is the pump voltage resulting from the pump current that arises.

L090 - Oxygen sensor voltage behind cat. con. 1
Meaning
Voltage of the LSF oxygen sensor behind the catalytic converter. This value is used to compensate for LSU oxygen sensor ageing and diagnose this and to determine the status of the catalytic converter. When the catalytic converter is at operating temperature, the voltage should be approx. 0.650 volts. The voltage can increase during acceleration and can drop to 0.0 volts during inertia fuel shutoff.

L100 - Oxygen sensor voltage behind cat. con. 2
Meaning
Voltage of the LSF oxygen sensor behind the catalytic converter. This value is used to compensate for LSU oxygen sensor ageing and diagnose this and to determine the status of the catalytic converter. When the catalytic converter is at operating temperature, the voltage should be approx. 0.650 volts. The voltage can increase during acceleration and can drop to 0.0 volts during inertia fuel shutoff.

L110 - Lambda regulat. beh. cat. c. (I portion), B1
Meaning
The I portion of the oxygen sensing system indicates a long-term deviation of the centre position ('trimming') of the sensor ahead of the catalytic converter from lambda 1, or secondary-air entry between the sensors ahead of and behind the catalytic converter. (Centre position of the sensor behind the catalytic converter is 0.650 volts for a pre-cat value of lambda 1.) To compensate for the deviation, the pilot control system of the sensor ahead of the catalytic converter is adapted by the I portion of the sensing system behind the catalytic converter. The I portion of the oxygen sensing system behind the catalytic converter is thus one of the adaptation values for the pilot control system of the sensor ahead of the catalytic converter. Other adaptation values include the mixture adaptation values of the various load ranges (RKAT, FRAU, FRAO), for example.

L120 - Lambda regulat. beh. cat. c. (I portion), B2
Meaning
The I portion of the oxygen sensing system indicates a long-term deviation of the centre position ('trimming') of the sensor ahead of the catalytic converter from lambda 1, or secondary-air entry between the sensors ahead of and behind the catalytic converter. (Centre position of the sensor behind the catalytic converter is 0.650 volts for a pre-cat value of lambda 1.) To compensate for the deviation, the pilot control system of the sensor ahead of the catalytic converter is adapted by the I portion of the sensing system behind the catalytic converter. The I portion of the oxygen sensing system behind the catalytic converter is thus one of the adaptation values for the pilot control system of the sensor ahead of the catalytic converter. Other adaptation values include the mixture adaptation values of the various load ranges (RKAT, FRAU, FRAO), for example.

L130 - Lambda controller correction behind cat. conv. bank 1
Meaning
This value shows the adaptation of the oxygen sensing system in bank 1 to differences between the sensors ahead of and behind the catalytic converter (adaptation value). This is a measure of the oxygen sensor drift behind the catalytic converter (fault threshold approx. ±3.0 %). The value points to the mixture path since secondary air in the exhaust assembly ahead of the oxygen sensors or a valve lift error is the most common cause.

L140 - Lambda controller correction behind cat. conv. bank 2
Meaning
This value shows the adaptation of the oxygen sensing system in bank 2 to differences between the sensors ahead of and behind the catalytic converter (adaptation value). This is a measure of the oxygen sensor drift behind the catalytic converter (fault threshold approx. ±3.0 %). The value points to the mixture path since secondary air in the exhaust assembly ahead of the oxygen sensors or a valve lift error is the most common cause.

L150 - Activated charcoal filter load
Meaning
Provides information about the degree of saturation of the activated charcoal filter. The value is normally between 0 (pure air) and 2 (fully loaded). The value is included in the oxygen sensor pilot control system and changes the amount of fuel that still has to be injected by the fuel injectors. This does not result in a control deviation of the oxygen sensing system. Some diagnoses (and short tests, e.g. catalytic converter monitoring, leak tests) cannot be performed once a certain amount is reached.

L160 - Relative fuel quantity, tank venting
Meaning
This value is the quantity of fuel in % that comes from rinsing the activated charcoal filter via the tank vent valve (not via the fuel injectors) during the tank ventilation phases. 0 = canister empty, a negative value means that the mixture supplied via tank ventilation is too lean and as a result, fuel must also be injected using the fuel injectors.

L170 - Tank vent. valve pulse/duty factor
Meaning
Activation of the tank vent valve using a PWM signal between 0 % and 100 % (95 % = fully open, 5 % = closed)

L300 - Fuel trim adapt. close to idle (RKAT) b1 (Long Term Fuel Trim Idle Range Bank 1)
Meaning
Fuel trim adaptation close to idle speed range at a mass air flow of approx. 12 to 32 kg. 0.00 mg/stroke is shown following a reset. The adaptation range is 0.00 mg/stroke ± 3.50 mg/stroke (mg/stroke = milligrams of fuel per intake stroke).

L310 - Fuel trim adapt. close to idle (RKAT) b2 (Long Term Fuel Trim Idle Range Bank 2)
Meaning
Fuel trim adaptation close to idle speed range at a mass air flow of approx. 12 to 32 kg. 0.00 mg/stroke is shown following a reset. The adaptation range is 0.00 mg/stroke ± 3.50 mg/stroke (mg/stroke = milligrams of fuel per intake stroke).

L320 - Fuel trim lower (FRAU) b1 (Long Term Fuel Trim Under a Load Bank 1)
Meaning
The FRAU mixture adaptation is only performed when the vehicle is driving at average revs and load (average mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the 'Fuel supply part load' short test. Fuel trim adaptation in lower load range at a mass airflow of approx. 32 to 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % ± 30.00 %.

L330 - Fuel trim lower (FRAU) b2 (Long Term Fuel Trim Under a Load Bank 2)
Meaning
The FRAU mixture adaptation is only performed when the vehicle is driving at average revs and load (average mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the 'Fuel supply part load' short test. Fuel trim adaptation in lower load range at a mass airflow of approx. 32 to 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % ± 30.00 %.

L340 - Fuel trim upper (FRAO) b1 (Long Term Fuel Trim Under a Load Bank 1)
Meaning
The FRAO mixture adaptation is only performed when the vehicle is driving at high revs and load (large mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the 'Fuel supply part load short test. Fuel trim adaptation in upper load range at a mass air flow in excess of approx. 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % ± 30.00 %.

L350 - Fuel trim upper (FRAO) b2 (Long Term Fuel Trim Under a Load Bank 2)
Meaning
The FRAO mixture adaptation is only performed when the vehicle is driving at high revs and load (large mass air flow) when the tank vent valve is closed. The tank vent valve must be kept closed during the 'Fuel supply part load short test. Fuel trim adaptation in upper load range at a mass air flow in excess of approx. 220 kg. 0.00 % is displayed following a reset. The adaptation range is 0.00 % ± 30.00 %.

L360 - Mixture adaptation phase, bank 1
Meaning
Indicates whether fuel trim adaptation is currently possible. This requires the vehicle to be driven in one of the three adaptable load ranges. [b11111111] = yes/ [b--------] = no.

L370 - Mixture adaptation phase, bank 2
Meaning
Indicates whether fuel trim adaptation is currently possible. This requires the vehicle to be driven in one of the three adaptable load ranges. [b11111111] = yes/ [b--------] = no.

L380 - Mixture adaptation (RKAT) bank 1 active
Meaning
Indicates whether the adaptation is active in this range. [b11111111] = active/ [b--------] = not active

L390 - Mixture adaptation (RKAT) bank 2 active
Meaning
Indicates whether the adaptation is active in this range. [b11111111] = active/ [b--------] = not active

L400 - Fuel trim (FRAU) B1 active
Meaning
Indicates whether the adaptation is active in this range. [b11111111] = active/ [b--------] = not active

L410 - Fuel trim (FRAU) B2 active
Meaning
Indicates whether the adaptation is active in this range. [b11111111] = active/ [b--------] = not active

L420 - Fuel trim (FRAO) bank 1 active
Meaning
Indicates whether the adaptation is active in this range. [b11111111] = active/ [b--------] = not active