Page 3

SCAN - OBD-II, GM, Chrysler .................................................. 13

View the Data - OBD-II, GM, Chrysler ...................................... 14

Real Time Data Monitoring - OBD-II, GM, Chrysler.................. 16

View Freeze Frame Data - OBD-II............................................ 17

View Trouble Codes-OBD-II, GM, Chrysler .............................. 18

Clear the Codes- OBD-II, GM, Chrysler ................................... 19

Reset EMR Lamp-Chrysler (1989-95) ...................................... 20

Capture Mode - OBD-II, GM, Chrysler ..................................... 21

Oxygen Sensor Tests - OBD-II ................................................. 24

Readiness Tests - OBD-II ......................................................... 25

SCAN the KOEO Data - Ford ................................................... 28

SCAN the KOER Data - Ford ................................................... 29

SCAN the DCL Data - Ford ...................................................... 32

View the KOEO Data - Ford ..................................................... 34

View the Memory (Trouble) Codes - Ford ................................ 35

View the KOER Data - Ford...................................................... 36

View the DCL Data - Ford......................................................... 37

Clear Trouble Codes - Ford...................................................... 39

Activate the Wiggle Test - Ford................................................. 40

DCL Data Capture - Ford ......................................................... 41

Page 5

• ProPak designed this elegant Link tool with capabilities

design has received proprietary patents and makes these

• Manufacturer specific scanners are designed for the mechanic

Page 6

the engine, or driving the vehicle (on equipped vehicles)

values for up to 29 frames when you need it to diagnose intermittent

problems.

ProPak has made sure your new scanner is computer safe.

gears, affect ABS brake performance, or fire injectors and ignition

systems.

the OBD-II J1978 scan tool specification, including:

• Freeze Frame of data surrounding a trouble code event

• Access Oxygen Sensor Tests

• Display Monitoring Tests and Results

• Show Pending Trouble Codes

1991-1995 Jeep vehicles)

• Resets Engine Maintenance Reminder (EMR) Light.

• Performs Key-On Engine Off (KOEO)

• Key-On Engine Running (KOER) tests

• Continuous monitor (wiggle) test

Page 9

• As long as good batteries are in the scanner, the vehicle engine

configuration and data will remain in the scanner’s memory,

even after the unit is powered off.

• Operational data, Trouble Codes, and all remaining scanned

information will remain in memory until the unit is reconfigured.

after 30 minutes of no activity.

• Refer to "Screen Contrast Problems" on page 46, if needed.

is not listed).

display units.

matches the 8th Digit from the VIN code on the vehicle. Press

additional questions to complete the configuration process.

Before the scanner is used, it must be configured for your

specific vehicle. Don’t worry, it only takes a few steps.

Page 10

screen.

Each vehicle manufacturer has its own specific computer connection.

Make sure that you have the proper Link scanner cable

for your vehicle - each one has a unique shape/color. In addition,

the name of the vehicle manufacturer is molded into the connector

body. Refer to the scanner cable assembly connectors and applications

shown on the next page.

The Link scanner can be set up to display in SAE or

The -Link Scanner communicates with the computer

and sensors in your vehicle through a special connection

cable. The scanner cable is plugged into a connector on

the top of the scanner, and into a computer interface

connection in your vehicle.

Page 11

This standardized cable is used

to scan 1996 and newer

Domestic, Asian, and European

vehicles.

Works with OBD-I 1982-1995

vehicles with a 12 pin ALDL.

Works with OBD-I 1983-1995

Ford vehicles with EEC-IV computers.

Works with OBD-I 1983-1995

Chrysler vehicles with SCI connectors

For 1994-1995 GM OBD-I vehicles with a 16 pin connector, as well as for future OBD-II functions to be released at a later date.

Page 12

usually located under the drivers side of the dashboard. On

some vehicles, the connector is located behind the kick panels,

ashtray, or radio.

Chrysler vehicles is usually located in the engine compartment,

along the outside perimeter of the engine compartment,

surfaces are free of oils, grease, and moisture.

into the vehicle computer connection.

connector and a small square connector next to it. Make

cable connector.

always properly seated during all test procedures.

• OBD-II, Chrysler, and GM vehicles - Start on Page 13

• Ford vehicles - Start on Page 28

Page 13

• Before scanning a vehicle, the -Link scanner must be correctly

configured for your vehicle. Refer to "Setup / Operating

Instructions" on page 8 if you need to configure the

scanner.

scanner opening screen.

start the engine.

• When the scanner is ready to scan

displayed on the screen. Press

computer/sensors. (Pressing

Scan mode and display the opening

screen.)

scanned, the vehicle computer and

the Link scanner will initialize, do a

protocol check, then do Readiness

Tests to make sure the vehicle emission

control system is working correctly.

(VPW, PWM, ISO 9141, and

Keyword 2000 protocols are all sup-ported.)

Page 14

• Your vehicle must be scanned before viewing the data. If

The -Link scanner DOES NOT need to be connected to the

vehicle to view the scanned data. The vehicle engine configuration

and data will remain in the scanner’s memory until a vehicle is

scanned again. This allows you to review the data at a later time,

or to use PC-Link to load the data into a computer.

If there are Trouble Codes stored in the

OBD-II system, the scanner will display

the codes as they are read from the vehicle

computer. (These codes can also be

viewed later. See "View Trouble Codes-OBD-

II, GM, Chrysler" on page 18.)

message will be displayed on the

screen.

If the scanner could not read all the data

from the computer or the vehicle sensors,

an error message will be displayed.

Page 15

through the sensors (10 at a time).

To see a description of each of the Operational Data Items for your

vehicle, refer to the appropriate section on the following pages:

• "OBD-II Generic Operational Data Items" on page 50

• "Enhanced OBD-II Operational Data Items" on page 52

• "OBD-II Oxygen Sensor Test Readings" on page 54

• "GM Operational Data Items" on page 55

• "Chrysler Operational Data Items" on page 70

screen.

in your vehicle (Operational Data Items)

will be displayed on the scanner screen.

A reference number is displayed in the

lower right corner of the screen. (The

total number of sensors and sensor

types will vary with each type of vehicle.)

and display the opening screen.

Page 16

during Monitor mode, the number in the lower right

corner will stop flashing.

correctly connected to the scanner and

while the scanner establishes a

connection to the computer/sensor.

the reference number in the lower right

corner will begin to flash.

through the sensors (1 at a time), and

the sensors (10 at a time) to view their

real-time data.

lower right corner will stop flashing.

the opening screen.

Page 17

vehicles.

• Your vehicle must be scanned before viewing Freeze Frame

page 13.

display the Data Menu.

screen.

Freeze Frame data to be captured will be

displayed on the screen.

• A down arrow on the screen indicates

arrow keys to view the additional text.

Frame operation data.

Page 18

• Your vehicle must be scanned before clearing trouble codes.

screen.

Pending Codes (codes that have only

been detected once by the vehicle com-puter)

and Trouble Codes (codes that

have been detected multiple times).

and current trouble codes. Press

Page 19

• Clearing Trouble Codes will remove any Trouble Codes

from the vehicle’s computer. You can use this feature to

make sure vehicle repairs were done correctly by doing a

new scan after clearing the codes.

vehicles.

• Your vehicle must be scanned before clearing trouble codes.

If a Trouble Code is detected, the fault

and its description will be displayed on

the scanner screen. The fault code number

will be displayed in the upper left corner

of the screen.

• A down arrow on the screen indicates

arrow keys to view the additional text.

any other Trouble Codes.

Page 20

reset feature is only available on Chrysler trucks, vans, and

1991 and later Jeeps.

correctly connected to the scanner and

to the vehicle, the engine is OFF, and the

vehicle ignition key is ON, then press

the codes in the vehicle’s computer.

out of Data mode and display the open-ing

screen.)

opening screen.

Page 21

• Use Capture Mode to help diagnose intermittent problems

that occur while driving the vehicle by capturing data before,

during, and after a problem occurs.

vehicles, the on-board computer is placed into Service

Mode, a mode which fixes the timing and the idle speed.

If the idle speed on your fuel injected vehicle is affected

during scanning,  recommends that you do not

drive your vehicle while it is scanned.

correctly connected to the scanner and

to the vehicle, the vehicle engine is OFF,

the vehicle ignition key is ON, then press

take the unit out of Data mode and display

the opening screen.)

opening screen.

Page 22

and the vehicle has not been scanned, the scanner will display

Refer to "Scanning the Vehicle" on page 13.

the vehicle does not use/view the scanner. Always use an assistant

to operate the scanner while driving the vehicle.

frames of data. The default setting for each frame is one

second. Refer to "Set the Time Units for Capture Mode"

on page 78 to change the setting.

out of the driver’s way, and is correctly

connected to the scanner and to the

length of time.

Page 23

symbols are not displayed. The scanner always keeps

point) to be pressed.

Capture Mode data can be viewed on the scanner, or you can use

PC-Link to download the data to your personal computer to save it

and display it graphically. Data stored on your computer can be

used to keep a history of data for the vehicle.

Mode it is ready to capture real-time data

(for those problems that only seem to

when the intermittent problem occurs.

The scanner will capture the data at the

data after the trigger is captured and

stored.

scanner opening screen.

Page 24

each of the eight oxygen sensors on a vehicle. Although

there are eight possible tests the scanner can do, certain

vehicles may not support all eight tests, and most vehicles

use only two or four. Oxygen Sensor Test values are divided

in two types, a constant reading and a calculated reading.

Constant readings are provided by the vehicle computer,

calculated readings are determined from the sensor data.

• Your vehicle must be scanned before viewing Oxygen Sensor

on page 13.

• Refer to "OBD-II Oxygen Sensor Test Readings" on page 54

to see a description of each Oxygen Sensor Test data item.

keys to view data changes as you move

up and down the capture time line. The

(-) indicates time intervals before the trigger

point, and (+) indicates time intervals

after the trigger point.

other sensors.

display the opening screen.

Page 25

the ON position, before viewing OBD-II Readiness Test

page 13.

scanner opening screen.

an O2 Sensor number, then press

which Oxygen Sensor Test to view.

Tests and display the opening screen.

scanner opening screen.

Page 26

Misfire Monitoring Catalyst Monitoring

Fuel System Monitoring Heated Catalyst Monitoring

Comprehensive Evaporative System Monitoring

Component Monitoring Secondary Air System Monitoring

A/C System Refrigerant Monitoring

O2 Sensor Monitoring

O2 Sensor Heater Monitoring

EGR System Monitoring

the ON position, before viewing OBD-II Readiness Test

page 13.

displayed, followed by its status. Status

is either Completed, Not Completed, or

Not Supported.

• A down arrow on the screen indicates

arrow keys to view these other test

results.

and display the opening screen.

Page 27

results of diagnostic tests for all non-continuously monitored

emissions related components, for instance the

catalytic converter or the EGR valve. These tests vary

among manufacturers and the numbers are assigned

arbitrarily by them and should be listed in the service

manual for the vehicle.

scanner opening screen.

by its status.

• Each reading will give the Test Number,

the Component Number, Pass or

Fail status, whether it is a "Hi" value

or "Low" value test, the value reported

by the on-board computer, and the

limit for that value.

• A down arrow on the screen indicates

arrow keys to view these other test

results.

and display the opening screen.

Page 28

• Before scanning a vehicle, the -Link scanner must be corectly

configured for your vehicle. Refer to "Setup / Operating

Instructions" on page 8 if you need to configure the

scanner.

The KOEO scan causes the vehicle EEC-IV computer to actuate

the sensors and test the different computer controlled functions of

the vehicle. The KOEO test will detect faults at the time of testing

(hard faults) and intermittent faults stored as Memory Codes.

temperature.

radio, blower fan, etc.) are

OFF.

the scanner and to the vehicle EEC-IV

computer connector, then press

opening screen.

been OFF for at least ten seconds. Turn

the ignition key to ON, then press

• Vehicles that support DCL will display

Page 29

• Before scanning a vehicle, the -Link scanner must be correctly

configured for your vehicle. Refer to "Setup / Operating

Instructions" on page 8 if you need to configure the

scanner.

start scanning the vehicle computer/sensors.

the unit out of Scan mode and display

the opening screen.)

the KOEO codes and memory codes are

retrieved from the vehicle computer. A

normal scan can take up to three minutes.

• Vehicles equipped with 4.9 liter

engines - Push the clutch in during

the entire test.

• Vehicles equipped with 7.3 liter diesel

engines - Press the accelerator to the

floor for the entire test.

message will be displayed on the

screen, followed by the opening screen

Page 30

• Make sure to read these instructions completely before the

KOER test is started. Several user interactions may be

required during the scan. If these steps are not completed

correctly, the engine computer will store a Trouble Code as

if the system was not functioning properly. If one of these

trouble codes are stored, repeat the scan with the necessary

steps to eliminate the problem. For example, the error

by pressing the gas pedal to the floor during the Dynamic

Response section of the scan.

The KOER scan causes the vehicle EEC-IV computer to test the

different sensors and computer controlled functions while the

vehicle engine is running.

temperature.

fan, air conditioning, radio, etc.) are OFF.

the scanner and to the vehicle EEC-IV

computer connector, then press

opening screen.

been OFF for at least ten seconds. Turn

the ignition key to start the engine, then

• Vehicles that support DCL will display

Page 31

start scanning the vehicle computer/sensors.

the unit out of Scan mode and display

the opening screen.)

the vehicle computer is scanned. A nor-mal

scan can take up to five minutes.

• Vehicles equipped with a Power

Steering Pressure Switch - Turn the

steering wheel 1/2 turn and release,

screen. (Diesel engines will display

• Vehicles equipped with a Brake ON/

OFF Switch - Press and release the

on the screen.

Transmission, place the car into Drive

and then back into Park.

briefly take the engine to wide open

throttle.

SCAN THE KOER DATA - FORD (CONT.)

• Before scanning a vehicle, the-Link scanner must be correctly

configured for your vehicle. Refer to "Setup / Operating

Instructions" on page 8 if you need to configure the

scanner.

This scan displays live operational data from vehicles that support

DCL. Certain vehicles from 1989 to 1995 support the DCL scan.

9. After the scanner has completed the

KOER scan, the Scan Successful

message will be displayed on the screen,

followed by the opening screen

• If these steps are not completed correctly,

the engine computer will store

a Trouble Code as if the system was

not functioning properly. If one of

these trouble codes are stored, repeat

the scan with the necessary steps to

eliminate the problem. For example,

the error RPM too low during

KOER test can be corrected by

1. Connect the -Link scanner cable to

POWER POWER POWER POWER to display the -Link scanner

Page 33

To see a description of each of the Operational Data Items for your

vehicle, refer to "Ford DCL Operational Data Items" on page 68.

start the engine.                                                           

start scanning the vehicle computer/sensors.

the unit out of Scan mode and display

the opening screen.)

the DCL scan is completed. A normal

scan can take up to one minute or longer.

message will be displayed on the

screen, followed by the opening screen

• Your vehicle must be scanned before viewing the KOEO

data. If DATA DATA DATA DATA is pressed, and the vehicle has not been

scanned, the scanner will display Press the Scan key

to Scan New Data. Refer to "Key ON, Engine OFF

1. Press POWER POWER POWER POWER to display the -Link

2. Press DATA DATA DATA DATA to display the Data menu.

Make sure 1-KOEO Codes is high-lighted,

then press ENTER ENTER ENTER ENTER.

3. If no faults are detected during the

store code 11 or code 111 System

Pass.

more information. Use the
and

Page 35

• Your vehicle must be scanned before viewing the data. If

on page 28.

• Memory Codes are intermittent faults that are detected by

the vehicles computer during normal operation, and are

stored in memory.

the opening screen.

scanner opening screen.

If a Memory Code is detected, the fault

and its description will be displayed on

the scanner screen. The fault code number

will be displayed in the upper left corner

of the screen.

• A down arrow on the screen indicates

arrow keys to view the additional text.

any other faults.

Page 36

• Your vehicle must be scanned before viewing the KOER

(KOER) Scan" on page 30.

the opening screen.

scanner opening screen.

If a fault is detected, the fault and its

description will be displayed on the scanner

screen. The fault code number will

be displayed in the upper left corner of

the screen.

• A down arrow on the screen indicates

arrow keys to view the additional text.

any other faults.

the opening screen.

Page 37

• Your vehicle must be scanned before viewing the data. If

Scan" on page 32.

The -Link scanner DOES NOT need to be connected to the

vehicle to view the scanned data. The vehicle engine configuration

and data will remain in the scanner’s memory until a vehicle is

scanned again. This allows you to review the data at a later time,

or to use PC-Link to load the data into a computer.

through the sensors (10 at a time).

screen.

in your vehicle (Operational Data

Items) will be displayed on the scanner

screen. A reference number is displayed

in the lower right corner of the screen.

(The total number of sensors and sensor

types will vary with each type of vehicle.)

Page 38

during Monitor mode, the number in the lower right   

corner will stop flashing.

the opening screen.

correctly connected to the scanner and

while the scanner establishes a

connection to the computer/sensor.

the reference number in the lower right

corner will begin to flash.

through the sensors (1 at a time), and

the sensors (10 at a time) to view their

real-time data.

lower right corner will stop flashing.

Page 39

• Clearing Trouble Codes will remove any Trouble Codes

from the vehicle’s computer. You can use this feature to

make sure vehicle repairs were done correctly by doing a

new scan after clearing the codes.

• Your vehicle must be scanned before clearing trouble codes.

on page 28, "Key ON, Engine Running (KOER) Scan" on

page 30, or "Data Communications Link (DCL) Scan" on

page 32.

the opening screen.

correctly connected to the scanner and

to the vehicle. Turn the vehicle ignition

key OFF for at least 10 seconds, turn the

Page 40

• The wiggle test, or continuous monitor test, allows you to

test sensor systems for intermittent faults. Activating the

wiggle test, then tapping, wiggling, or moving suspect wires

or sensors may reveal an intermittent short or open in the

circuit.

the codes in the vehicle’s computer.

out of Data mode and display the open-ing

screen.)

opening screen

correctly connected to the scanner and

to the vehicle. Turn the vehicle ignition

key OFF for at least 10 seconds.

• For a KOEO Wiggle Test, turn the key

• For a KOER Wiggle Test, start the

Page 41

Memory Codes to see the error.

• Use Capture Mode to help diagnose intermittent problems

that occur while driving the vehicle by capturing data before,

during, and after a problem occurs.

the vehicle does not use/view the scanner. Always use an assistant

to operate the scanner while driving the vehicle.

take the unit out of Monitor mode and

display the opening screen.)

to detect a fault.

detected during the test.

no faults detected during the test.

display the opening screen.

Page 42

frames of data. The default setting for each frame is one

second. Refer to "Set the Time Units for Capture Mode"

on page 78 to change the setting.

out of the driver’s way, and is correctly

connected to the scanner and to the

length of time.

Page 43

symbols are not displayed. The scanner always keeps

point) to be pressed.

Capture Mode data can be viewed on the scanner, or you can use

PC-Link to download the data to your personal computer to save it

and display it graphically. Data stored on your computer can be

used to keep a history of data for the vehicle.

Mode it is ready to capture real-time data

(for those problems that only seem to

when the intermittent problem occurs.

The scanner will capture the data at the

data after the trigger is captured and

stored.

scanner opening screen.

Page 44

keys to view data changes as you move

up and down the capture time line. The

(-) indicates time intervals before the trig-ger

point, and (+) indicates time intervals

after the trigger point.

other sensors.

display the opening screen.         

Page 45

This section contains the following Troubleshooting subjects:

• What to do When the Scanner Displays a Fault/Trouble Code

• What to do for a "Vehicle Is Not Responding" Message

• Screen Contrast Problems

• How to Reset the Scanner

• Scanner Screen Menu Trees

repair manual to assist in automotive diagnostics.

Manuals are available at your local parts store, book

store, or library.

tree for that fault code.

the trouble code.

ACC) and is making contact.

contact.

Page 46

Check the following "Manufacturer Specific" items:

wire connectors to the scanner cable.

clicking under the hood.

attempting the KOER test and give enough time to bring up

"Scan Successful".

Light is rapidly flashing during the attempted scan.

Some users have experienced problems concerning screen

contrast with newer batteries like the Duracell Ultra. These batteries

produce a higher than normal voltage and can affect the

scanner screen contrast, making the screen difficult to read.

We apologize for the inconvenience. If you encounter this

problem, run your scanner for approximately 2 hours to run off

the high voltage causing the problem. (It will be necessary to

press a key occasionally to override the  scanner power

miser function.)

battery life should still be approximately 500 hours.

Page 47

persists please contact  technical support.

POWER POWER POWER POWER

>-Link opening screen

CONFIG CONFIG CONFIG CONFIG

>1-Config Unit

GM

Year

Ford

Year

Chrysler

Year

OBD-II Generic

GEO OBD-II

Honda OBD-II

Hyundai OBD-II

Isuzu OBD-II

Kia OBD-II

Mazda OBD-II

Mitsubishi OBD-II

Nissan OBD-II

Subaru OBD-II

Page 48

Suzuki OBD-II

Toyota OBD-II

>2-System Config

1-SAE/Metric

2-Capture Time

>3-User Upgrade

Serial Number

Select Upgrade

Seed

>4-Download

Connect to PC Link software Enter to begin

>5-System Info

Software Version: V X.XX K X.XX

Serial Number: 9999999

ID#1=XXXXXXXX

ID#2=XXXXXXXX

SCAN - OBD-II, GM, Chrysler SCAN - OBD-II, GM, Chrysler SCAN - OBD-II, GM, Chrysler SCAN - OBD-II, GM, Chrysler

>ENTER to Scan, SCAN to Exit

SCAN - Ford SCAN - Ford SCAN - Ford SCAN - Ford

>1-KOEO/KOER Scan

>2-DCL Data Scan

MON - OBD-II MON - OBD-II MON - OBD-II MON - OBD-II

>1-Capture Mode

1-Start Capture

2-View Data

>2-Oxygen Tests

1-O2 Select 1

2-O2 Select 2 (supports up to 8 sensors)

>3-Readiness Tests

>4-Test Results

MON - GM, Chrysler MON - GM, Chrysler MON - GM, Chrysler MON - GM, Chrysler

>1-Start Capture

>2-View Data

Page 49

MON - Ford MON - Ford MON - Ford MON - Ford

>1-Wiggle Test

>2-DCL Capture

1-Start Capture

2-View Data

DATA-OBD-II DATA-OBD-II DATA-OBD-II DATA-OBD-II

>1-Operation Data

>2-Freeze Frame Data

>3-Trouble Codes

1-Trouble Codes

2-Pending Codes

>4-Clear Data

>5-Customize Data

>6-PC Link

DATA-GM OBD-I DATA-GM OBD-I DATA-GM OBD-I DATA-GM OBD-I

>1-Op Data

>2-Trouble Codes

>3-Clear Codes

>4-PC Link

DATA - Ford OBD-I DATA - Ford OBD-I DATA - Ford OBD-I DATA - Ford OBD-I

>1-KOEO Codes

>2-Memory Codes

>3-KOER Codes

>4-Clear Codes

>5-DCL Data

>6-PC Link

DATA - Chrysler OBD-I DATA - Chrysler OBD-I DATA - Chrysler OBD-I DATA - Chrysler OBD-I

>1-Op Data

>2-Trouble Codes

>3-Clear Codes

>5-PC Link

Page 50

• See "OBD-II Generic Operational Data Items" on page 50.

• See "Enhanced OBD-II Operational Data Items" on page 52.

• See "OBD-II Oxygen Sensor Test Readings" on page 54.

• See "GM Operational Data Items" on page 55.

• See "Ford DCL Operational Data Items" on page 68.

• See "Chrysler Operational Data Items" on page 70.

Mass air flow sensor input is used by the ECM to calculate fuel delivery.

As the air flow increases, the fuel delivery must also increase. Displayed

in grams per second.

An indication of the current airflow divided by peak airflow, where peak

airflow is corrected for altitude, if available. This value is not engine

specific. It gives the service technician an indication of the percent of

engine capacity being used (with a full load as 100%).

Commanded Secondary Air provided to the exhaust system.

The temperature of the vehicle coolant is used to determine when to

transition into closed loop and to calculate spark advance during cold

starts. The PCM converts the voltage from the sensor to a temperature.

Engine Speed reading displayed in revolutions per minute.

Fuel pressure of the fuel delivery system.

Information describing the operation of the fuel control.

fuel mixture isn’t being corrected to compensate for a rich/lean condition.

corrected for a rich/lean condition.

Page 51

enrichment, deceleration).

oxygen sensor - may be using simple oxygen sensor for fuel control.

The relationship between ignition timing and top dead center, displayed in

crankshaft degrees.

Temperature of the air drawn through a cleaner and distributed to each

cylinder for use in combustion.

The manifold absolute pressure displayed in kilopascals or volts. A low

reading will indicate that the pressure is low (vacuum is high) and a high

reading will indicate that the pressure is high (vacuum is low).

Long Term adjustments to the Bank 1 fuel calibration schedule which

compensate for vehicle differences and gradual changes that occur over

time. Range: -100.00% to 99.92% (-100% indicating a maximum lean

condition, 99.92% indicating a maximum rich condition, and 0% indicating

no adjustment).

Requirement level for the On Board Diagnostics designed for the vehicle.

Air Resource Board OBD-II.

EPA OBD.

and OBD-II.

The detection of Oxygen (O2) content in the exhaust gases. The sensor

readings are used by the ECM to help calculate the air-fuel mixture to

maintain proper vehicle performance.

Page 52

Dynamic or instantaneous adjustments to the Bank 1 base fuel schedule.

Range: -100.00% to 99.92% (-100% indicating a maximum lean

condition, 99.92% indicating a maximum rich condition, and 0% indicating

no adjustment).

Sensor reading displayed in miles per hour.

To activate the Enhanced OBD-II software, your scanner will need

to be operating Version 1.42 or higher. You can update your

version using PC-Link,  There is a charge to activate the

Enhanced OBD-II upgrades.

Each vehicle will vary on what specific parameters are available.

The list below is a sample of the type of additional data that is

available for Enhanced OBD-II. .

A/C Requested / Not Req. Block Learn Idle Numeric

A/C Clutch Engaged / Not Eng. Brake Depressed Yes / No

A/C Pressure Sensor High / Low Calc Air Flow g/s lbs/min

Actual EGR Duty Percentage Calculated Load Percentage

Air Fuel Ratio Numeric Cam Position Err Percentage

Baro Pressure kPa/Hg/PSI Cam Resync Cnt Count

Battery Voltage Volts Cam Retard Degrees

Block Learn Accel Numeric Canister Purge Requested/Not Req.

Block Learn Cruise Numeric Canister Purge Solen Percentage

Block Learn Decel Numeric Catalyst Freq Bank1 Hz

Page 53

Catalyst Freq Bank2 Hz High Adapt Knock Retard Degrees

Catalytic Convtr Temp C or F High Speed Fan On / Off

Coast Clutch Solenoid On / Off IAC Duty Cycle Percentage

Cool. Gauge Cmd Numeric IAC Position Steps

Coolant Sensor Volts IAC with A/C Steps

Coolant Temp C or F IAC without A/C Steps

Cruise Set Speed Kph/Mph Injector Pulse Bank1 mS

Cruise Switch Volts Injector Pulse Bank2 mS

Current Gear Numeric Intake Air Senor Volts

Desired EGR Posn Percentage Intake Air Temp C or F

Desired IAC Posn Steps Knock Count Count

Desired Idle RPM Knock Retard Degrees

EGR DECEL Trip Numeric Knock Sensor Volts

EGR Duty Cycle Percentage Lean to Rich Avg Time mS

EGR Position Volts Lean to Rich Counts Count

EGR Posn Error Percentage Line Press. Ctrl kPa/Hg/PSI

EGR Sensor Volts Long Term Cell Numeric

EGR Valve Posn Percentage Long Term Trim Bank1 Percentage

Engine Load Percentage Long Term Trim Bank2 Percentage

Engine Run Time Sec Loop Status Closed / Open

Engine Speed RPM Low Adapt Knock Retard Degrees

Engine Torque Nm Low Speed Fan On / Off

Evap Duty Cycle Percentage MAF Frequency Hz

EVO Duty Cycle Percentage MAF Sensor Volts

EVO Feedback Volts Malfunction Light On / Off

Field Octane Requested / Not Req. MAP Sensor Volts

Final Block Learn Numeric Mass Air Flow g/s lbs/min

Four Wheel Low Requested / Not Req. MidAdapt Knock Retard Degrees

Front O2 Sensor Volts Misfire Cur. #1 - #8 Count

Fuel Level Volts Misfire Failure Count Count

Fuel Level Percentage Misfire History Cyl 1-8 Count

Fuel Rail Press kPa Misfire Tests Passed Count

Fuel Tank Press "/H20 Misfires/Cycle Count

Fuel Trim Cell Bank1 Percentage O2 Bank1 Sensor 3 mV

Fuel Trim Cell Bank2 Percentage O2 Cross Counts Bank1 Count

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Catalyst Freq Bank2 Hz High Adapt Knock Retard Degrees

Catalytic Convtr Temp C or F High Speed Fan On / Off

Coast Clutch Solenoid On / Off IAC Duty Cycle Percentage

Cool. Gauge Cmd Numeric IAC Position Steps

Coolant Sensor Volts IAC with A/C Steps

Coolant Temp C or F IAC without A/C Steps

Cruise Set Speed Kph/Mph Injector Pulse Bank1 mS

Cruise Switch Volts Injector Pulse Bank2 mS

Current Gear Numeric Intake Air Senor Volts

Desired EGR Posn Percentage Intake Air Temp C or F

Desired IAC Posn Steps Knock Count Count

Desired Idle RPM Knock Retard Degrees

EGR DECEL Trip Numeric Knock Sensor Volts

EGR Duty Cycle Percentage Lean to Rich Avg Time mS

EGR Position Volts Lean to Rich Counts Count

EGR Posn Error Percentage Line Press. Ctrl kPa/Hg/PSI

EGR Sensor Volts Long Term Cell Numeric

EGR Valve Posn Percentage Long Term Trim Bank1 Percentage

Engine Load Percentage Long Term Trim Bank2 Percentage

Engine Run Time Sec Loop Status Closed / Open

Engine Speed RPM Low Adapt Knock Retard Degrees

Engine Torque Nm Low Speed Fan On / Off

Evap Duty Cycle Percentage MAF Frequency Hz

EVO Duty Cycle Percentage MAF Sensor Volts

EVO Feedback Volts Malfunction Light On / Off

Field Octane Requested / Not Req. MAP Sensor Volts

Final Block Learn Numeric Mass Air Flow g/s lbs/min

Four Wheel Low Requested / Not Req. MidAdapt Knock Retard Degrees

Front O2 Sensor Volts Misfire Cur. #1 - #8 Count

Fuel Level Volts Misfire Failure Count Count

Fuel Level Percentage Misfire History Cyl 1-8 Count

Fuel Rail Press kPa Misfire Tests Passed Count

Fuel Tank Press "/H20 Misfires/Cycle Count

Fuel Trim Cell Bank1 Percentage O2 Bank1 Sensor 3 mV

Fuel Trim Cell Bank2 Percentage O2 Cross Counts Bank1 Count

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indicates a transition from a rich condition to a lean condition.

indicates a transition from a lean condition to a rich condition.

O2 Cross Counts Bank2 Count Shift Delay ms

O2 Sensor1 Bank1 mV Shift Solenoid A On / Off

O2 Sensor1 Bank1 Heater On / Off Shift Solenoid B On / Off

O2 Sensor1 Bank2 mV Shift Solenoid C On / Off

O2 Sensor1 Bank2 Heater On / Off Short Term Trim Bank1 Percentage

O2 Sensor2 Bank1 mV Short Term Trim Bank Percentage

O2 Sensor2 Bank1 Heater On / Off Spark Advance Degrees

O2 Sensor2 Bank2 mV ST Fuel Trim Bank1 Percentage

O2 Sensor2 Bank2 Heater On / Off ST Fuel Trim Bank2 Percentage

OBD Data Cleared Km/Miles Start Up Coolant Temp C or F

OBD II Trip Completed Yes / No System Voltage Volts

Output Shaft RPM TCC Duty Cycle Percentage

Park Neutral Detected / Not Det. TCC Slippage RPM

Power Steering Load Yes / No Throttle Angle Percentage

Power Steering Sensor Volts Throttle Posn Volts

Power Take Off Engaged / Not Eng. Throttle Sensor Volts

Rear O2 Sensor Volts Total Misfires Counts

Rear O2 Trim Bank1 Percentage Trans Control Light On / Off

Rear O2 Trim Bank2 Percentage Trans Control Switch On / Off

Rev Mode Misfire Index Numeric Trans Fluid Temp Volts

Rich to Lean Avg Time mS Trans Oil Temp C or F

Rich to Lean Counts Count Turbine Shaft RPM

Rich/Ln Ln/Rich Ratio Numeric Vehicle Speed Kph/Mph

Secondary Air Pump On / Off

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uses fixed voltage levels to measure the "lean to rich" and "rich to lean"

transition times. The computer will measure the amount of time between

when the O2 sensor is at the low voltage and when the O2 sensor is at

the high voltage to obtain the lean to rich transition time. The computer

will measure between the high and low voltages to obtain rich to lean

transition time.

from a Rich to Lean condition for the Rich to Lean sensor Switch Time, or

from a Lean to a Rich condition for the Lean to Rich sensor Switch Time.

the minimum voltage level and the maximum voltage level attained during

the oxygen sensor test cycle.

the time between a rich to lean transition and a lean to rich transition and

report this value.

A/C - Air Conditioner

ECM - Electronic Control Module

EGR - Exhaust Gas Re-circulation Valve

MAP - Manifold Absolute Pressure

TPS - Throttle Position Sensor

If the ECM is commanding the A/C Clutch to engage, this parameter

should indicate ENABLED, otherwise this parameter should indicate

DISABLED.

An indication that the ECM has sent a command to engage the air

conditioning clutch after receiving the instrument panel request and

determining that conditions are appropriate for air conditioning operation.

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The ECM will command more A/C pressure by turning the A/C clutch

relay ON.

Air conditioning evaporator temperature, used by the ECM to prevent

evaporator freeze-up.

An indication of whether adequate pressure is available to operate the air

conditioning system. When detected the pressure has dropped below a

safe limit and system operation is halted.

An indication of air conditioning pressure from the high pressure side of

the system. On 1988 and newer engines.

When the A/C is active the ECM will command the fan 2 output relay to

energize to compensate for added engine load and the parameter should

indicate ON. Otherwise, the parameter should indicate OFF.

An indication that the ECM has received the instrument panel request to

turn on the air conditioning. See A/C Clutch.

An indication of whether air has been diverted to the atmosphere to

protect the catalytic converter at wide open throttle in some engines with

carburetors. A reading of ON indicates that air has been diverted.

The air to fuel mixture, as calculated by the ECM. The ideal mixture is

14.7 to 1.

An indication of where air from the air pump has been directed in engines

with an air management system. ON means that air has been directed to

the air switch for further distribution. OFF means that air has been

directed to the atmosphere.

An indication of whether extra fuel has been provided during wide open

throttle operation. The extra fuel is provided by triggering extra injector

pulses which are out of synchronization (asynchronous) with the regular

pulses.

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Barometric pressure. Displayed in volts or kPa. The input is used to help

the ECM compensate for changes in altitude.

If the charging system voltage has exceeded a pre-set value (value

depends on controller package) the screen should indicate YES. For

normal operation, the screen should indicate NO.

An indication of whether the battery voltage has fallen below an

acceptable level.

The reading is calculated by the ECM. A normal reading should be 13.8

to 14.5 when running.

A memory file of blocks representing engine load and speed in which a

fuel delivery rate is stored. Ideally, a reading of 128 would display,

indicating that no fuel correction is needed. A range of 0 to 127 indicates

that fuel is being subtracted. A range of 129 to 255 indicates that fuel is

being added. It is a long term fuel compensator that operates in

conjunction with the integrator in correcting fuel delivery. Also see

Integrator.

This parameter represents the duty cycle of the wastegate towards boost

pressure. A boost duty cycle of 100% means that the wastegate is

completely closed and all exhaust is routed through the turbocharger, at

the same time the wastegate duty cycle should be 0%.

An indication that the brake pedal is pushed in.

This parameter represents a counter triggered by the camshaft sensor

signal.

Whenever the cam position sensor is sensed by the ECM it will indicate a

value of DETECTED.

The catalytic converter temperature as calculated by the ECM.

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The percentage of time that the vapor absorbing charcoal canister has

received an ON command.

An indication of whether the engine's vapor absorbing charcoal canister

has been signaled to purge its contents during normal engine operation.

See CCP Duty Cycle.

This reading corresponds to the CHECK ENGINE or SERVICE ENGINE

SOON light on the dashboard.

An indication that the accelerator pedal is pressed to the floor with the

engine off to clear a flooded engine during a restart.

An indication by the ECM of whether the clutch is pushed in or not.

Coolant temperature. This reading should increase as the engine warms.

The operating status of the cruise control system is available for engines

that use the ECM as part of the cruise control system.

This parameter represents the speed target for the speed control system.

This is the speed the ECM is attempting to maintain.

This parameter represents the ideal air/fuel ratio calculated by the ECM

given the current operating conditions. This value is normally 14.7, but

can change depending on operating conditions. This value should be

used along with the actual air/fuel value to make sure the mixture

solenoid is working correctly.

The controller calculates the boost level to obtain above the current

barometric pressure in order to maintain desirable manifold absolute

pressure. Applies to turbocharged vehicles only.

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This parameter represents the percentage opening of the EGR valve that

the ECM has calculated for current operating conditions. This parameter

can be compared to the actual EGR position for operational verification

(see EGR Position).

This parameter represents the number of steps from a closed valve (no

idle control). This item can be compared to the actual valve position to

see that the valve and solenoid are operating properly and correlates to

the ECM commands.

The desired number of steps for the idle air control motor to reach a

desired idle speed in a fuel injected engine. See Learned Idle Pos.

Deceleration Fuel Cut Out spark delay will be ACTIVE during periods of

deceleration.

An indication that a signal has been sent to prepare the engine for starting

that is triggered when the key is in the start position. It should display

when the key is turned to the start position.

When the ECM detects a low coolant level it will indicate an ON condition.

Normal operating mode is OFF.

A detection of an engine hot condition will show ON. Normal operating

mode is OFF.

This replaces the MAP sensor on some engines. Indicates the grams of

air displaced per cylinder that is used to calculate spark and fuel settings.

Engine speed displayed in revolutions per minute.

The elapsed time that the engine has currently been running, displayed in

seconds.

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If the output vacuum EGR solenoid is being commanded to energize by

the ECM, the screen should read ON. If the ECM is not commanding the

solenoid, the screen should read OFF.

The amount of time that the solenoid in the exhaust gas re-circulation

valve has been cycled ON. The solenoid is cycled to quickly modulate

the valve and control its air flow.

Vehicles that are equipped with an EGR position sensor can report pintle

position of the EGR valve so that the ECM can verify that the EGR

vacuum solenoid is properly modulating the EGR for desired position.

The solenoid in the exhaust gas re-circulating valve allows exhaust

gasses to pass. Some engines control the gas flow with three solenoids.

Electronic Spark Control monitors ignition performance. If the ECM

detects a high frequency of knock it will indicate ON. Normal operation is

OFF.

Electronic Spark Timing is ENABLED under certain driving conditions.

On Saturns with power-assisted steering, power steering pressure can be

modulated with the electronic variable orifice (EVO). This valve changes

pressure based on vehicle speed. At slower speeds, the orifice is

commanded ON increasing the power steering pressure, at higher

speeds steering correction is small, therefore less pressure is needed, the

orifice should be commanded OFF.

This represents the on-time percentage that the ECM has calculated for

Electronic Variable Orifice (EVO valve) given current vehicle speed. The

solenoid is cycled open and closed to modulate desired power steering

pressure. This percentage should correlate to the actual EVO pressure

(i.e. 30% duty cycle means the EVO should be 30% closed).

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This parameter feeds the actual open percentage of the EVO back to the

ECM to verify correct solenoid operation. The ECM will make sure that

the actual solenoid command duty cycle matches the feedback duty

cycle. The solenoid is isolated for more accurate fault detection. Range

0 to 100%.

An indication that the electric cooling fan is on and whether it is operating

at low or high speed (for single fan engines). Some engines have two

fans. The second fan provides extra cooling under extreme conditions.

If the ECM is commanding first gear, the screen should show ENGAGED.

Otherwise, the screen should show DISENGAGED.

If the ECM is commanding fourth gear, the screen will show ENGAGED.

Otherwise, the screen will show DISENGAGED.

An indication that the ECM has cut off fuel delivery during deceleration.

If the ECM has detected a clear flood condition in fuel injected vehicles,

this parameter should indicate ON. Otherwise, there is no reason to

cutoff fuel and the parameter should indicate OFF.

If the ECM has detected that either the engine speed is too high or vehicle

speed exceeds original tire speed rating, this parameter should read ON

indicating that the ECM has cut off fuel to bring operating conditions down

to a more reasonable level. During normal operating conditions, this item

should indicate OFF.

Fuel pump sensor. Displayed in volts. The reading is calculated by the

ECM. It should be about the same as battery voltage for a running

engine.

If barometric indicates that the vehicle is operating at high altitudes (as

determined by the ECM) the ECM has detected and will compensate for

this condition, and the screen should read YES. Otherwise, the screen

should indicate NO.

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If the ECM is commanding either third gear or fourth gear (depends on

engine package), the screen should show ENGAGED. Otherwise, the

screen should show DISENGAGED.

The number of history codes stored in the ECM.

An indication of which coil is being controlled by the idle air control motor

during idle.

Idle air motor position. The idle air control is a throttle bypass that meters

air during the idling of fuel injected engines. The lower the number, the

lower the air flow. As loads are applied to the engine, the reading will

increase.

This parameter indicates whether or not the ECM has learned the

minimum idle air control position. This should always indicate YES

except after an Idle Air Control system reset when the indication should

be NO.

An indication of whether the Idle Air Control motor has been returned to a

calibrated position if it has lost its reference count.

This will indicate the stepper motor direction for idle control. A

FORWARD reading should indicate a lower idle and less airflow, a

REVERSE reading should represent a higher idle and more airflow.

Fuel injector pulse width is a measurement of how long the injector is held

open to control fuel flow. Displayed in milliseconds. A higher reading

indicates that the injector is staying open longer and that more fuel is

being injected per pulse. Injector Pulse also serves as the right injector

pulse width on systems with a right and left bank.

An indication of fuel delivery made by the ECM during a closed loop

operation. The integrator adds or subtracts fuel, being constantly

adjusted by the oxygen sensor signal. When the exhaust shows an ideal

14.7 to 1 air-fuel mixture, no integrator action is needed and the reading

should be 128. If the exhaust is lean, the integrator adds fuel and the

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reading increases. If the exhaust is rich, the integrator subtracts fuel and

the reading decreases. The integrator is a short term fuel compensator

which works in conjunction with Block Learn. Also see Block Learn.

This parameter indicates if the throttle is at idle where idle speed control

should be active. If the ECM has detected an idle condition, this

parameter should indicate CLOSED. In all other open throttle situations,

this parameter should indicate OPEN.

Knock activity noted by the ECM. When the value reaches the maximum

of 255, it jumps back to 0 and continues counting upward. It provides an

indication of knock and that a resultant timing adjustment has been made.

If the number is increasing during Monitor Mode, then knock is occurring.

On some engines the value will reset with each correction made.

A reading of timing retard that the ECM sends to the ignition module when

engine vibration is detected by a knock sensor. Displayed in crankshaft

degrees of retard to be subtracted from total timing.

Learn Control should be ENABLED when the Block Learn function is

active based on the ECM. When the ECM has determined that learn

control should be disabled as with an integrator at the calibration limit, the

screen should indicate DISABLED.

The minimum number of counts needed by the idle air control motor to

reach a desired idle speed.

These parameters give integrator (short-term fuel trim) values

corresponding to either the left or right bank of cylinders in multi-bank

engine applications (see Integrator).

These parameters give block learn (long term fuel trim) values

corresponding to either the left or right bank of cylinders in multi-bank

engine applications (see Block Learn).

These parameters give the oxygen sensor values corresponding to either

the left or right bank of cylinders in multi-bank engine applications (see

Oxygen Sensor).

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These parameters give the oxygen sensor cross count values

corresponding to either the left or right bank of cylinders in multi-bank

engine applications (see O2 Cross Counts).

An open reading indicates an open loop in which the ECM controls the

air-fuel mixture from pre-stored table values. A closed reading indicates a

closed loop in which the ECM controls the air-fuel mixture from the

oxygen sensor and other sensors.

If the engine oil level reaches a minimum point of safety, the ECM will

indicate ON. Normal operation would be indicated by OFF.

If the engine oil pressure reaches a minimum point of safety, the ECM will

indicate YES. Normal operation would be indicated by NO.

An indication by the ECM of a logged fault (malfunction) code.

Mass air flow sensor input is used by the ECM to calculate fuel delivery.

As the air flow increases, the fuel delivery must also increase. Displayed

in grams per second.

Manifold absolute pressure. Displayed in kilopascals, a unit of metric

pressure or volts. The reading should be low when the pressure is low

(and the vacuum is high).

Manifold Air Temperature.

For engines with computer controlled carburetors that set the air-fuel

mixture by energizing or de-energizing the solenoid. Displayed as a

percentage of duty cycle. A consistently low reading indicates that the

solenoid is allowed to stay off for longer periods for a richer mixture.

Oxygen sensor crossover reading, which is the number of times that the

sensor has switched back and forth between lean and rich conditions

since the last data-stream was sent.

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When the oil level reaches a minimum margin of safety the ECM will

indicate YES. Normal operating mode is NO.

The temperature of the oil in the bottom of the oil pan.

Displayed in millivolts. A low reading (less than 500 mV) indicates a high

oxygen level in the exhaust stream and a lean exhaust. Some engines

have separate sensors for the left and right exhaust manifolds.

This display indicates whether or not the transmission is in Park or Neutral.

The power steering pressure switch is an input that allows the ECM to

compensate for a high pressure condition by de-energizing the A/C clutch

or increasing idle speed.

An indication to the ECM to increase the engine idle speed due to

additional load placed on the engine by the power steering pump.

The PROM is the identification number of the part of the ECM containing

the factory running parameters. If changing the ECM, the PROM ID is

necessary to keep the factory programming for that vehicle.

This parameter indicates the adaptive fuel corrective direction the

controller is taking. This item should represent the opposite of rich/lean

state parameter.

The quad driver, located in the ECM. This reading confirms that the ECM

command to the quad driver to operate various high current devices has

been carried out. A reading of LOW indicates that the command was sent

to the device. A reading of HIGH indicates that it has not been carried

out. It is used for QDM 1, 2, 3, 4, A, B, C, or D for the various subdivisions

of the quad driver. Refer to the vehicle service manual for testing QDM

devices.

This parameter gives the rich/lean state which is detected by the Oxygen

sensor. When the state is lean fuel is added to the system. When the

state is rich fuel is subtracted from the system.

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These parameters give the rich/lean state values corresponding to either

the left or right bank of cylinders in multi-bank engine applications (see

Rich Lean Flag).

If the ECM is commanding second gear, the screen should show

ENGAGED. Otherwise, the screen should show DISENGAGED.

The shift light is a dash indicator on some manual transmission vehicles

which illuminates when the driver is supposed to shift (as determined by

the ECM). If the light is being commanded ON the screen will display ON,

if the light is not being commanded ON the screen will display OFF.

The amount of spark advance or timing from the ignition module.

Displayed in crankshaft degrees.

The temperature of the coolant when the engine is started, displayed in

°F. After starting a cold engine, this reading and the Coolant Temp

reading should be the same, however, the start-up temperature value will

not change until the engine is started again.

Torque converter clutch command. When ON, the TCC is locked to

eliminate fluid slippage and improve fuel economy. The reading indicates

whether or not the command to engage the TCC has been sent.

The duty cycle of the solenoid that controls torque converter pressure. In

percentage of open, 100% is fully open (low pressure).

An indication whether or not the torque converter clutch is engaged.

The amount of slippage between the engine and the transmission. When

the torque converter is on, the slippage should be small. Displayed in

RPM.

This item shows the ECM command to the torque converter clutch output

solenoid. Use TCC Status to make sure the torque converter has actually

engaged.

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If the ECM is commanding third gear, the screen should show

ENGAGED. Otherwise, the screen should show DISENGAGED.

Displayed as a percentage of throttle opening with 0% being a closed

throttle and 100% being a wide open throttle (some vehicles have wide

open throttle valves of 99%).

Throttle position sensor input. Displayed in volts. The reading should be

lowest with the throttle closed and highest at wide open throttle.

Some vehicles are equipped with sensors that monitor the transmission

temperature. The ECM will monitor the temperature for overheating.

Actual boost pressure added to barometric pressure to maintain a desired

manifold absolute pressure.

Manifold vacuum. Displayed in volts. The reading should be low when

vacuum is low (and the Manifold Absolute Pressure is high).

Some Cadillacs after 1985 have Viscous Converter Clutches, this item

should show the ECM command to the output solenoid. This is similar to

the torque converter solenoid, but does not represent the lock up status of

the converter.

A signal from the vehicle speed sensor to the ECM that translates

electronic pulses into miles per hour.

A reading to confirm that the ECM is commanding the wastegate to boost

pressure in some turbocharged engines. Pressure is boosted by turning

a vacuum solenoid ON or OFF to open or close the wastegate.

The percentage of time (or degrees of dwell) that a vacuum solenoid

receives the ON command from the ECM to control the amount of boost

in turbocharged engines. The wastegate allows exhaust gases to either

flow through or bypass the turbocharger.

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Used on some turbocharged vehicles to inhibit detonation.

When the TPS reaches a high enough threshold or a wide open throttle

switch has been activated by the throttle kicker in carbureted vehicles,

this parameter should indicate YES. For any other throttle position this

parameter should indicate NO.

Vehicles with an automatic transmission have a brake switch input state.

When the brake is depressed, ON should be displayed, otherwise the

display will indicate OFF. The brake switch does not apply for manual

transmissions.

For vehicles that have a EGR valve position sensor, this will show voltage

of the sensor corresponding to pintle position which provides feedback to

the ECM to determine if the EGR is operating properly.

A solenoid on the EGR valve is modulated to send regulated vacuum to

the EGR. Displayed as a duty cycle percentage. Zero percent represents

a closed EGR valve (no vacuum applied to EGR), 100% represents full

open EGR valve (manifold vacuum applied to EGR valve).

This displays the converted voltage from the Engine Coolant Temperature

sensor to degrees Fahrenheit.

Engine speed based on the crank position input.

The high speed fan is the primary fan for cooling transverse mounted

engines. The screen should indicate ON if the ECM is commanding the

high speed fan ON. If the ECM is commanding the fan OFF, the screen

should indicate OFF.

The solenoid in the Idle Air Control valve is modulated to control the

amount of air entering the manifold at an idle condition. Zero percent

represents a closed valve (manifold not subject to atmosphere), 100%

represents a full open valve (manifold exposed to atmosphere).

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Amount of on-time base duration (pulse width) for an injector as

determined by the ECM. The longer the duration, the more fuel added.

Pulse width will be less for Sequential Electronic Fuel Injection (SEFI)

because there is an injector for every cylinder. Most Electronic Fuel

Injection, Center Point Injection (CPI) or High Swirl Combustion (HSC)

motors will have longer durations due to only having 1 or 2 fuel injectors.

Displays the voltage of the temperature sensor which measures the

temperature of the air flowing into the manifold.

If the loop status is OPEN, this means that the air/fuel mixture is being

controlled by ECM tables or sensors other than the oxygen sensor. This

is the case in a cold start condition, for example. When the engine coolant

temperature sensor reaches a certain temperature (which depends on

engine controller type) the loop status should transition to CLOSED. In

closed loop, the air/fuel mixture is controlled by the oxygen sensor.

The low speed fan is used in extreme conditions for transverse mounted

engines. The screen should indicate ON if the ECM is commanding the

low speed fan ON. If the ECM is commanding the fan OFF, the screen

should indicate OFF.

The oxygen sensor generates an input voltage corresponding to the

amount of oxygen in the exhaust. The oxygen sensor must reach a

certain temperature before the readings are accurate. In closed loop (see

Loop Status) the ECM will use this sensor for air/fuel mixture adjustments.

If the reading is out-of-range of conversion the display will read INVALID.

The screen should indicate YES if the transmission selector is in either

Park or Neutral. If the selector is in any other state, the screen should

indicate NO. Applies only for vehicles equipped with automatic

transmissions.

This output state should indicate YES if the power steering pump is

active. If the steering system is inactive, the screen should indicate NO.

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Base electrical spark advance as determined by the ECM. Displayed in

degrees of crankshaft rotation.

This reads the voltage from the Throttle Position Sensor.

This reading indicates the total charging system voltage. With the motor

OFF, this value will indicate the voltage of the battery. With the engine

running, this value will indicate the alternator voltage.

Vehicle speed determined from the speed sensor signal input.

When this switch state indicates YES, the ECM has detected a Wide

Open Throttle condition and is commanding the A/C clutch to disengage.

If the WOT A/C Cutoff is not active the screen should indicate NO and the

clutch is cycling normally.

This parameter shows the A/C refrigerant pressure.

The actual A/C pressure is converted from the A/C pressure input sensor

voltage.

This indicates the number of steps the PCM has commanded to the idle

stepper motor. The stepper motor controls the idle air flow into the

manifold. The PCM has pre-programmed idle steps for all vehicle

conditions. Range 0 - 255 Steps.

The additive adaptive fuel is the on-time base pulse width adjustment that

is calibrated at idle conditions. For engine packages with multiple banks,

#1 represents bank 1 injectors. Displayed in milliseconds.

The Adaptive Factor is the long term adjustment percentage to the base

pulse width at each adaptive cell. For engine packages with multiple

banks, #1 represents bank 1 injectors.

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The barometric pressure is determined either by the MAP sensor during a

key on / engine off condition (TBI / Turbo) or a separate pressure sensor

along with the MAP sensor can also be used to constantly monitor the

barometric pressure.

The battery temperature sensor allows the ECM to monitor the ambient

temperature of the battery.

The temperature read from the converted battery temperature sensor

input voltage.

This voltage is the charging system voltage while the engine is running,

and the battery voltage when the engine is OFF.

The ECM calculates the boost level to obtain above the current

barometric pressure in order to maintain desirable manifold absolute

pressure. Applies to turbocharged vehicles only.

Using a detonation sensor mounted in the intake manifold, the PCM can

detect knock and compensate for it. Knock retard represents the

computer commanded retard for cylinder #1, #2, #3, and #4.

The voltage the charging system is attempting to reach.

For some MFI and turbo models, air/fuel mixture temperature can have

an effect on the oxygen sensor feedback system by adjusting the injector

pulse width according to temperature. The throttle body temperature

sensor replaced the charge sensor on later models for vapor lock

detection (see Throttle Body Temp).

The input voltage displayed is used by the PCM to convert to an actual

temperature (see Charge Temp).

If Closed Loop is NO, this means that the air/fuel mixture is being

controlled by PCM tables or sensors other than the oxygen sensor. This

is the case in a cold start condition, for example. When the engine

coolant temperature sensor reaches a certain temperature (which

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depends on engine controller type) the Closed Loop status should

transition to YES. In closed loop, the air/fuel mixture is controlled by the

oxygen sensor.

The speed control system enabling input voltage, this parameter

represents the switch state of the speed control system on vehicles

equipped with speed control.

Once the speed control in engaged, this parameter should indicate the

control speed. If speed control is disengaged this parameter should

indicate 0 MPH.

The operating state of the speed control (SC) system should be

displayed. Possible states are as follows:

• DISABLED: SC is disabled and disengaged.

• ENABLED: SC is enabled but not engaged.

• NORMAL: SC is engaged and Cruise mode is active.

• ACCEL: SC is engaged and Acceleration mode is active.

• DECEL: SC is engaged and Deceleration mode is active

The temperature of the vehicle coolant is used to determine when to

transition into closed loop and to calculate spark advance during cold

starts. The PCM converts the voltage from the sensor to a temperature.

The PCM converts the voltage read from the coolant temperature sensor

to a temperature (see Coolant Temp degrees F).

Engine speed based on the distributor reference pulses.

The number of key on cycles since the latest fault (F1), the second latest

fault (F2), and the third latest fault (F3) were set or since all of the codes

have been erased.

Amount of on-time base duration (pulse width) for an injector as

determined by the PCM. The longer the duration, the more fuel being

added. Pulse width will be less for Multi-port Fuel Injection (MFI) because

there is an injector for every cylinder. Most Electronic Fuel Injection (EFI)

Page 73

and Throttle Body Injection (TBI) motors will have a longer duration due to

there only being one or two fuel injectors.

The knock sensor is located in the intake manifold and will generate a

signal to the PCM if knock is detected. This input is used by the PCM to

retard the timing to eliminate the knock condition. The knock circuit is

disabled at low RPM or in high manifold vacuum conditions. (x) refers to

the bank of cylinders that the detonation sensor represents.

This sensor is used to monitor atmospheric (key on / engine running) and

manifold absolute pressures in order to calculate manifold vacuum

(engine load). This sensor along with others are used to modify the air/

fuel mixture and spark advance. Higher voltages indicate higher engine

load, where lower voltage represents a deceleration or cruise condition.

The in-Hg value is determined by converting the MAP sensor input

voltage to a pressure. The lower the MAP the higher the manifold

vacuum.

This voltage is the idle TPS voltage which is used as a reference by the

PCM. This voltage is the lowest TPS voltage, so that every movement of

the throttle can be detected. This value is usually around 0.8 Volts.

Base electrical spark advance as determined by the PCM. The PCM will

use the coolant temperature sensor, engine speed, and vacuum to

determine advance on a cold start. After the engine reaches normal

operating temperature, the PCM will eliminate the coolant temperature

sensor from the calculation.

The oxygen sensor generates an input voltage corresponding to the

amount of oxygen in the exhaust. The oxygen sensor must reach a

certain temperature before the readings are accurate. In closed loop (see

Loop Status) the PCM will use this sensor for air/fuel mixture adjustments.

This reading is the oxygen sensor reading for single oxygen sensor

vehicles. For vehicles with multiple oxygen sensors, (x) refers to the first

(or the only) bank of cylinders and (y) refers to either the pre- or post-catalytic

position of the oxygen sensor. Pos 1 is the pre-catalytic position

and Pos 2 is the post-catalytic position. A value of 0 to .5 Volts will

indicate a lean mixture, a value of .5 to1.00 Volts will indicate a rich

mixture.

Page 74

The PCM will convert the voltage of the corresponding input sensor to a

mixture state of either RICH, LEAN, or CENTER [see O2 Bank x/ Pos y

(Volts)].

This parameter shows the oil pressure.

The actual oil pressure is converted from the oil pressure input sensor

voltage.

Total amount of spark retard commanded by the PCM in response to a

monitored knock.

The PCM converts the voltage read from the throttle body temperature

sensor to a temperature (see Throttle Body degrees F).

The Throttle Body temperature indicates the fuel temperature in the

throttle body of Single-Point fuel injected vehicles. This information is

used to avoid vapor lock during hot restarts. The higher the temperature,

the wider the injector pulse width. This is known as the charge

temperature on earlier model vehicles.

The Throttle Open parameter is a relative percentage of throttle opening

based on the learned minimum throttle position.

The voltage of the sensor mounted on the throttle shaft that relays throttle

position back to the PCM. The throttle position helps determines the

correct air/fuel mixture. At idle the TPS should read in the 0.5 to 1 volt

range, at Wide Open Throttle (WOT) the TPS should read 4 -5 volts.

Total Spark Advance is the PCM base advance summed with specified

mechanical advance.

Starting in 1993, some Chrysler vehicles have a sensor to detect

transmission fluid temperature.

Page 75

The transmission fluid temperature sensor input voltage that the PCM

uses to convert to a temperature.

The PCM calculated vacuum reading as converted from barometric

pressure and manifold absolute pressure.

The PCM reads input from the speed sensor to determine if the vehicle is

changing speed or idling with the throttle closed.

For turbocharged vehicles the wastegate is used to keep exhaust gases

from affecting the impeller of the turbine and pass out through the

exhaust. The wastegate solenoid will cycle once desired manifold

absolute pressure has been obtained to prevent overboost. This

parameter is displayed as a percentage that the wastegate is open (on-time).

This parameter indicates water present in the fuel system. Higher water

content will equate to a higher voltage.

Page 76

This section contains information about the following subjects:

• Scanner Upgrade - Adding Capability (Phone or Internet)

• Scanner Update - Loading New Software Version

• System Information

• Set the Time Units for Capture Mode

• Technical Description of OBD-I and -II

Upgrading the scanner involves enabling features in your scanner.

I. Do the following to

UPGRADE your scanner:

The Seed Number is used o generate a unique

Upgrade Key for your scanner.

UPGRADE, UPDATE, SPECIFICATIONS (CONT.)

7. Use the
, ,  , and  arrow keys to enter the new Upgrade

Key into your scanner, then press ENTER ENTER ENTER ENTER. The scanner will

display a System Activated screen.

8. Press ENTER ENTER ENTER ENTER or CONFIG CONFIG CONFIG CONFIG to display the initial screen.

Please complete the enclosed Registration Card and return it for notification of

future upgrades / updates for your scanner.

Updating your scanner involves loading the latest version of the

 software onto your scanner. This process requires the

in this manual for additional information about PC-Link. Do the

following to UPDATE your scanner:

1. Press CONFIG CONFIG CONFIG CONFIG from the initial screen.

2. Use the
and keys to display

4-Download on the screen, then press

ENTER ENTER ENTER ENTER.

3. Press ENTER ENTER ENTER ENTER to prepare the scanner

UPGRADE, UPDATE, SPECIFICATIONS (CONT.)

NOTE: Press CONFIG CONFIG CONFIG CONFIG at any time during the following steps

1. Press CONFIG CONFIG CONFIG CONFIG from the initial screen.

2. Use the
and keys to display 5-System Info on the

screen, then press ENTER ENTER ENTER ENTER.

3. Software Version information will be displayed on the

screen. Press ENTER ENTER ENTER ENTER to view the next screen.

4. The scanner Serial Number will be displayed on the screen.

Press ENTER ENTER ENTER ENTER to view the next screen.

5. The scanner software ID#1 and ID#2 hex-codes will be dis-played

on the screen. Press ENTER ENTER ENTER ENTER to display the initial

The scanner can be set up to capture a user defined

length of time while in Capture Mode. The default setting is 1000

ms (1 sec) per frame.

1. To change the Capture Time, press CONFIG CONFIG CONFIG CONFIG from the initial

2. Use the
and arrow keys until 2-System Config is dis-played,

then press ENTER ENTER ENTER ENTER.

3. Use the
and arrow keys to select 2-Capture Time,

then press ENTER ENTER ENTER ENTER.

4. Use the  and  arrow keys to change Capture Time to the

desired number between 500 and 5000 ms, then press

ENTER ENTER ENTER ENTER to select the choice (or press the CONFIG CONFIG CONFIG CONFIG Key to

NOTE: 500 milliseconds is one-half a second, 1000 millisec-onds

Original equipment automobile manufacturers (OEM) developed

On-Board Diagnostics (OBD) in response to increased diagnostic

requirements from the California Air Resource Board (CARB). The

regulations that were developed by CARB and accepted by the

Environmental Protection Agency (EPA) were designated OBD-I.

Beginning in 1982 and by 1989 all new cars and light duty trucks

sold in California had to have OBD-I.

OBD-I requires a Malfunction Indicator Lamp (MIL) or check engine

light that illuminates to inform the vehicle operator when an emis-sions

related component or a monitored system fails. The MIL

dash indicator is usually amber or red in color. Each OEM manufacturer

may call it by a different name.

The computer must have the capability to store Diagnostic Trouble

Codes (DTCs). When a fault occurs, the MIL will illuminate and a

DTC is stored in the computer's memory.

OBD-I requires monitoring of the Oxygen Sensor, EGR System,

Fuel Delivery System, ECM or PCM, and Emission Related Electrical

Components.

The California Air Resource Board (CARB) found that by the time

an emission system component fails and causes the MIL to illuminate,

the vehicle may have been emitting excess emissions for

some time.

The OEMs had to develop new PCM self-diagnostic strategies in

response to increased diagnostic requirements from the California

Air Resource Board (CARB). The latest regulations developed by

CARB and accepted by the Environmental Protection Agency

(EPA) are designated OBD-II.

TECHNICAL DESCRIPTION OF OBD-I AND -II (CONT.)

The Federal Clean Air Act Amendments of 1990 requires that all

vehicles sold in the United States meet OBD-II requirements by the

1996 model year. The first OBD-II systems appeared on selected

vehicle types in 1994.

Some important OBD-II requirements are: Vehicle service information

available to all technicians; Standardization of Terms: Use of

SAE J-1930 recommended terms; OBD-II requires a common

Diagnostic Link Connector (DLC) and specifies its location in the

vehicle; Generic scan tool; Generic emission related Diagnostic

Trouble Codes (DTC); and a very specific Malfunction Indicator

Light (MIL) illumination protocol.

One very important part of the OBD-II requirements is that tech-nical

service information for emissions related components and

systems, which could affect the vehicle's emission levels, will be

available to all technicians; not just OEM dealership technicians.

This will allow all technicians to better understand how the systems

recognize faults and set the DTCs. The technician can now make

a repair and verify the repair by exactly duplicating the criteria that

is required for the DTC to be set.

You Must Register to receive these great added benefits

Return for Repair If it becomes necessary to send the Scanner back to us for repair, contact  ask for an RMA number, then send it to: