EXPLANATIONS & REFERENCE VALUES

Engine speed
Engine revolutions. Same as the instrument rev counter, only this reading is digital.

Reference: Idle - around 750 RPM, WOT - 4600 RPM

Calculate load
Indication of the amount of load in terms of airflow generated by the engine (not torque or
horsepower) during idle, when towing, travelling uphill, accelleration etc. It is not measured by a
dedicated sensor, but rather calculated using various parameters. The output is in percentage from
the peak airflow. How it is calculated exactly is different for each manufacturer but it might include
readings from the MAF, MAP, engine speed, throttle position or intake air temp and pressure
sensors.

Reference: Idle - around 16%, WOT - 95% and above (peak airflow)

MAF
MAF or mass airflow is the amount of air being sucked (technical term, honest ) into engine
measured just after the airfilter. The output is in grams per second.

Reference: 5-12 gm/sec (Idle)

Atmosphere pressure (abs)

As the term implies, it is the absolute atmospheric pressure in kiloPascals, measured at ground level.
Changes with outside temperature and altitude. Pressure drops by 1 kPa for every 100m rise in
altitude. The opposite for drop in altitude.

MAP
Manifold absolute pressure is the pressure measured inside the manifold just before the EGR where
the feed for the sensor is located. The ECU uses these readings to determine EGR flow and boost
pressure among others. The output is in kiloPascals.

Reference: 95-105 kPa (Idle)

Initial intake air temp

Snapshot of the intake air temperature at the exact moment of engine start. Measured by the sensor
incorporated in the MAF meter.

Reference: whatever the temp is at engine start.

Intake air
Temperature of the air past the air filter, measured by sensor inside the MAF meter. Output in
degrees Celsius

Intake air temp (turbo)

Temperature of the air entering the intake manifold (also intercooler air temp), as measured by the
sensor at the intercooler outlet. Not to be confused with the intake air temp sensor housed inside
the MAF, which is used for different purposes.

Initial engine coolant temp

Snapshot of the coolant temperature measured at engine start. The sensor is located just above the
waterpump. Output is in degrees Celsius.

Reference: whatever the coolant temp is at engine start

Coolant temp
Actual coolant temperature with the engine running. Sensor is located just above waterpump.
Engine is considered warm when coolant temp is upwards of 86 deg C.

Battery voltage
Voltage of either the battery or the charging system (alternator), depending on wether the engine is
running or not. Output in Volts.

Reference: Engine off - around 12 Volts (battery), Engine on - around 13.5 Volts (charging)

Accelerator position
Position of the accelator pedal, calculated in percentages.

Reference: Idle - 0%, WOT - just under 100%

Actual throttle position

Position of the throttle valve (butterfly) in the intake manifold. Aids in smooth engine shut-off and
rate of EGR. Output in %

Reference: Engine off - 0%, Idle - around 80% (open)

Throttle close learning val.

The position in which the throttle valve is considered closed by the ECU. Output in degrees (I guess,
from the vertical axis of the sensor)

Reference: 17.2 - 17.5 degrees

Injection volume
The total amount of fuel being injected into the cylinders. Output is in cubic millimeters per stroke.

Reference: 5-12 mm3/st (Idle)

Injection Feedback value

The amount of compensation or correction of fuel being injected into cylinders 1 to 4. A positive
value indicates fuel is being added, and a negative value means fuel is being reduced. Output is in
cubic millimeters per stroke.

Reference: +/- 3 mm3/st (Idle)

Pilot 1 & 2 injection period

Duration of the pilot injection. The 1KD-FTV engine features a pilot injection sequence which is
smaller in volume and shorter than the main injection. It's purpose is to reduce engine noise or
knock. Apparently, there are 2 pilot injections. Output in microseconds

Target common rail pressure

Fuel pressure in the common rail that the ECU is aiming for. Output in kiloPascal (absolute).

Fuel press
Actual common rail fuel pressure. Output in kiloPascal (gauge).

Reference: 30.000-40.000 kPag, with fluctuations of about 2000 kPa in either direction considered
normal

Fuel temperature
Temperature of the fuel entering the fuel pump. Output in degrees Celsius.

Target pump SCV current

Target electrical current of the suction control valve. The suction control valve is part of the fuel
pump. It regulates the amount of fuel being fed to the plungers in the fuel pump. Output in
milliamps.

Target EGR position

Position of the EGR valve as demanded by the ECU. Output in percentage.

Reference: 0-95%

EGR lift sensor volt %

Actual position of the EGR valve, as measured by the sensor on top of the valve. Fully closed at full
acceleration, fully open at throttle lift-off. Anything in between during cruising speeds and idle.
Having only worked on my own car so far, I assumed that this reading was fixed at around 60-70% at
idle, but now that I've seen readings from other members I know otherwise.

Reference: Fully closed - Around 15%, fully open - 80-86%

EGR VSV
State of the EGR vacuum switching valve, which is used to open and close the EGR valve. Located on
the side of the EGR (brown if I'm not mistaken).

VN Turbo command
Opening of the turbo variable vanes. At low rpm the vanes are partially closed for better boost at
lower RPM's and they open up as the engine speed climbs. Closing vanes are indicated by an
increasing percentage, and the percentage decreases with the vanes opening up.

# codes (include history)

The number of diagnostic trouble codes that are currently present

MIL ON run distance

Distance travelled since the check engine light first came on.
Running time from MIL ON
Time elapsed since the check engine light first came on

Time after DTC cleared

Time elapsed after clearing all trouble codes.

Distance from DTC cleared

Distance travelled since clearing all trouble codes

Swirl control valve VSV

State of the vacuum switching valve that opens and closes the swirl control valve, used to improve
air/fuel mixing.
ON= closed swirl control valve
OFF= open siwrl control valve

A/T Oil Temp from ECT

Automatic transmission oil temperature. Output in degrees Celsius

SPD (NO)
Transmission input shaft speed. Output in rpm's

ECT Lock-up
State of the torque converter lock-up mechanism. Lock-up improves fuel economy at highway
speeds.

Reference: OFF - below 80 km/h, ON - 80 km/h and above

OUT OF RANGE TROUBLESHOOTING

Troubleshooting based off these readings alone is tricky. An out of range value doesn't necessarily
mean that the parts in question are stuffed. So put away your spanners for now and use the
information provided as a guide only. All the information in this section is based off my own findings
and input from experienced members on here.

MAF
An out of spec MAF reading might be an indicator of either a dirty MAF or blocked EGR flow among
others. Usually this is accompanied by a P04XX for the blocked EGR or a P2008 fault code for the
dirty MAF. Use together with MAP readings and active test within Techstream to diagnose EGR
problems.

MAP
Same as out of spec MAF readings, as they usually work hand in hand. In addition, the MAP filter
might be cracked or blocked. Clean, repair or replace.

Accelerator position
Problems with the accelerator pedal (dead spots or sudden power loss) are best diagnosed with the
graph function within Techstream. If there are dead spots, they will show up there as sudden valleys
approaching or equal to 0% when slowly pressing down or releasing the pedal.
Actual throttle position & close learning val.
Sometimes after cleaning the EGR, people forget to connect the plug of the position sensor. As it sits
under the intercooler, and is hard to see afterwards this has lead to a lot of swearing.

Injection volume & feedback values

Out of spec injection volume & feedback values can mean one or more of the following:
- Blocked injector(s) (positive feedback value and low injection volume)
- Leaking injector seats, leaking valve stem seals or cracked piston (negative feedback value)
- Worn injector (negative feedback value)

Fuel pressure
Malfunctioning pressure limiter in common rail, malfunctioning pressure sensor or suction control
valve. Fluctuations in actual rail pressure of 2000 kPa or 300 PSI (difference between highest and
lowest readout) is considered normal. When it starts to fluctuate in the 5000 kPa (800 PSI) range it
may be time to replace the suction control valve.

Target EGR position and EGR lift sensor volt %

These two values should be within 10-15% of each other during operation. If not, problems can
range from malfunctioning vacuum switching or regulating valves, leaking vacuum hoses, stuck or
poorly moving EGR valve stem and ECU fault. Also if the ECU detects no EGR flow, it'll throw a P0400
code and close the EGR valve. Watch these values together with the MAF & MAP readings to
diagnose EGR problems. Keep in mind, if you idle the engine for more than 10 minutes, the EGR
valve will also close automatically, but it won't be accompanied by a fault code. Just restart the
engine or drive it around the block to restore function. If there is no EGR flow, it might be a good
idea to clean the EGR cooler (or heat exchanger to some).

EGR close learn status

If this value is NG (=Not Good), it usually means the EGR valve isn't seating properly (due to sooth) or
the learning cycle hasn't completed yet after ECU reset. Clean the EGR valve seat if dirty, or drive
around for more than 20 minutes.