The Reading Fault codes ability of this software module is also supported by the Stand Alone Diagnostic capabilities of the Faultmate MSV-2 Extreme. In some cases Abbreviations are used to save space on the LCD display of the EXTREME, in which case the abbreviation we use is shown in capitals within square brackets [LIKE THIS]

The functionality of each of this vehicles ECU's in respect of its strategy / methodology for detecting, recording and reporting faults follows the format of a new and very advanced industry standard known as ISO 14229. It is one of the very first vehicles to support this new standard and as such not all ECU's fully support all its features or get it exactly right. It therefore requires some understanding to use and interpret correctly, but is far more informative and helpful in helping properly fix any problem in a vehicle.

The ISO 14229 standard defines Fault codes, which it calls DTC's (Diagnostic Trouble Codes) as 2 byte code values / meanings (up to 65536 possibilities). These translate to a 5 digit codes that are prefixed with a letter, P, B, U, C that groups each fault respectively into Powertrain, Body, Chassis and Network related. These 2 Byte code meanings are by definition quite basic with a third byte then being used to provide additional further detail in the form of a lookup of nearly 100 possible fault causes of 256 possible, EG open circuit, Short to Battery, Out of Range, too high, out of range too low, implausible value etc, This last byte value is sometimes described as being added to the previous five digit code, giving a resultant seven digit code. However our system translates the entire code to readable text, including the detail. In addition another byte is used to indicate the faults status, Ie Permanent [PERM], Pending [PEND], Intermittent [INT] or Historic [HIST].

• Tested fault codes [DTC]: This function is like the traditional fault code memory in that any faults shown here have been tested and have failed.
• Not tested fault codes [NTDTC]: One of the status bits in this status byte that is allocated to each possible code is a test state bit. This bit defines if the self diagnostic test associated with, or that would cause a particular code to be logged, has been performed by the vehicle system control unit or not, since the last time the fault memory was cleared. This feature actually means that after clearing the fault code memory, every single possible fault code that could be stored by each ECU is in fact stored right from the beginning but with a associated status of being a not tested Diagnostic Trouble code [NTDTC]. This means That the ECU did not fail the test that cause the fault code to be logged, but then it did not pass any test either, in essence it does not yet know if there is a problem in that circuit or not. Many of these NTDTC's will disappear almost straight away, when the system is first used or the ignition turned on, because most of the tests associated with these NTDTC's require no particularly special criteria to be met and therefore occur immediately, and they will pass. However, some tests may require the vehicle to be driven or warmed up, or put under a particular load or other input circumstances met, before the conditions for running some of the tests are valid. Of course any test which runs and then fails, leaves the fault listed but changes its status from NTDTC to DTC [DTC], meaning it is showing a problem.
  It is noted that some NTDTC's are also stored with a status of permanent [PERM], possibly meaning that it can never perform a particular test perhaps due to configuration or settings elements.

  This feature obviously helps validate any fixes greatly because now you can not only see if a particular test associated with a DTC failed but also if the test was ran at all and therefore by use of the two, if the test actually passed.

• Freeze Frame [FF]: For some vehicle ECU's there is the possibility, under certain circumstances, for tests detecting faults to store any number of freeze frame [FF] or Snap shot type information records in association with a particular DTC. However because some tests, require multiple occurrences before they are considered as a fail, there is the possibility for a vehicle system to actually store Freeze Frame data before the test reaches its pre defined fail level (ie During Pending status). In total therefore there are four different record types, which are given numerical designations of 0, 1, 16, and 17.

  Record Type 0 denotes records that are created at the point when a fault first occurs often enough to be of notice to the ECU since the code memory was last reset. This may be the very first time it failed its test, or a number of times that were pre set in an occurrence counter for it. For example if an engine starts to mis fire, It may be that the engine Management allows up to five mis fires per trip without taking any notice other than keeping a count, but when five misfires happen, it sets the fault code to indicate a misfire problems with a pending status and may also store a type 0 record.

  Record Type 1 is used for records that are created at a secondary point of interest to the ECU, which is typically incremental. For example every time an engine mis fires over 10 times before it gets triggered as a current DTC.

  Record Type 16 is the most common one, is almost always present and indeed is manadatory on many systems. It is the one used for records that are created at the point when a fault trips the occurrence counter enough times to be considered a current fault.

  Record Type 17 is used for records that are created at every further point when a fault occurs since it was logged as a current fault

  As there can be a lot of information for each record type and the possibility for there to be many records of each type, we have put buttons that only show any stored freeze frame data for each DTC on request in order to reduce the amount of text on the screen. And to more easily see the difference between Tested DTC [DTC] and not tested DTC [NTDTC] we have separated them into two distinct groups.

  All Freeze Frame data records consist of a number of pieces of information. some will always be present and some only under certain circumstances. The first piece of information is the amount of time that has passed from when a fault was logged until the point in time that you read the memory causing the display you will be viewing. For example if you wait ten seconds and re read this information this value will now show 10 more seconds that the previous time you read it. This feature depends upon a Global vehicle time marker being stored in the ECU at the point of time the fault was logged and then some mathematics being calculated against the current Global Vehicle time marker, whenever the information is requested. Sadly it seems that the vehicle ECU's all to often don't store the correct global real time value during fault logging or some how otherwise calculate the time incorrectly and gives any diagnostic equipment, be it ours or Land Rovers own IDS equipment some quite unrealistic values.

  The Second piece of information stored is the odometer value when the DTC was logged which we show in miles and Kilometres, we also use this against the current value to display the distance covered in both units too. Sadly again it seems that the vehicles ECU's are not entirely dependable in storing this information and although whenever we detect invalid values, we choose to display N/A (not available (Not Available) it is common for most tools capable of reading and displaying this data such as the Main Dealers IDS tool to display large negative values. The Third fourth and fifth pieces of information are the ECU' main supply voltage and whether the engine was running or not or being cranked. There may also be additional internal or external temperature values saved too.

• The CCF data block, in it's current format, is actually also used as is across multiple brands and models all built under Fords global Design Strategy. Therefore many of the settings may not relevant or used by any of the ECU's or systems fitted in the Discovery 3 / LR3 / Range Rover Sport.


• Settings that may appear to be relevant by description, might actually be only optional by virtue of the CCF setting on another model or vehicle. In the Discovery 3 / LR3 / Range Rover sport, the relevant ECU's operation system may be programmed to always work a specific way, regardless of any option setting within the CCF block.


• The Vehicle may require additional Hardware, ECU's or wiring to actually physically be present. For example enabling rear seta entertainment on the HLDF will cause the HLDF to display the Icon for it, but as the HLDF can then not find the Rear Seat Entertainment ECU on its most Bus, the Icon remains Grayed out.


• The Vehicle requires its ECU to be a different part number or have a different version of operating software loaded into it.


• Some parameters, such as the VIN, cannot be changed in the instrument packs CCF file whenever the odometer reading is above a set threshold.

Settings For Service Interval Indicator Related to Time in Days


• Total Current Day Count: This is the number of days that have elapsed in total from a fixed start reference point (Like the Odometer, but for days). This value cannot be edited because it is produced from adding together the Day Count at Last Service Reset and the Elapsed Days Since Last Service Reset Values.


• Day Count at Last Service Reset: This is the number of days from a fixed start reference point (Like the Odometer, but for days) that had elapsed when the SII was last reset. It is used as a starting point for all calculations of the next interval reminder based on an elapsed number of days. On a service reset this value is set to a new value made up from adding it's currently shown value to the Elapsed Days Since Last Service Reset, which will be zeroed at the same time.


• Days Allowed Before Next Service Due Reminder: This is the amount of days that can pass before the next service required warning is triggered due to time passed. The warning may trigger earlier by the amount of Days set in Early Reminder Days. This value is usually set to a fixed number of days, for example 365 days. If the period is exceeded without a reset of the SII values, this value will start to increment, simply adding the additional days on.


• Elapsed Days Since Last Service Reset: This is a count of the amount of days that have elapsed since the last service reset. To perform a service reset, this value is reset to zero at the same time as it is added onto the Day Count at Last Service Reset Value.


• Days Remaining Before Next Service Due Reminder: This is the number of days that remain before a service would be due based on the Days Allowed Before Next Service Due Reminder having elapsed since the last service reset. It cannot be edited here because it is based on the Elapsed Days Since Last Service Reset value being deducted from Days Allowed Before Next Service Due Reminder value.


• Early Reminder Days: The number of days before a time elapsed based service reminder event occurs that the driver will be given an early reminder for. An early reminder event will only occur if the Early Warnings, setting is enabled. This value is typically always set to 30.


• Days Remaining Before Early Service Due Reminder: This is the number of days that remain before a time elapsed based service reminder event will occur. An early reminder event will only occur if the Early Warnings, setting is enabled. This setting cannot be edited as it is calculated from deducting the Early Reminder Days from theDays Remaining Before Next Service Due Reminder
.

Settings For Service Interval Indicator Related to Distance in Km.


• Total Current Odometer Value: This is the current odometer value stored in the Instrument pack which is actually stored in Kilometre increments, even if it is displayed in miles. This value may vary slightly from the value shown on the Instrument Packs own display due to the odometer offset value. (the bit the dealers can hide on delivery). This value is read only and so cannot be altered


• Odometer Count at Last Service Reset: The odometer value when the last service reset was performed. It is used as a starting point for all calculations of the next interval reminder based on distance travelled. On a reset this value will need to be set to match the Total Current Odometer Value. The stored value is actually divided by 100 Km which is re padded with "00" on read and display, so any amount entered below that will be lost.


• Distance Allowed Before Next Service Due Reminder: This value is taken directly from the Instrument Packs CCF file which can only be altered using the CCF edit feature.


• Distance Travelled Since Last Service Reset: This is a count of the distance travelled since the last service reset.


• Distance Remaining Before Next Service Due Reminder: This is the distance remaining before a service would be due based on the Distance Allowed Before Next Service Due Reminder having been exceeded since the last service reset. It cannot be edited here because it is based on the Distance Travelled Since Last Service Reset value being deducted from Distance Allowed Before Next Service Due Reminder value.


• Early Reminder Distance: The distance before a distance based service reminder event occurs that the driver will be given an early reminder for. An early reminder event will only occur if the Early Warnings, setting is enabled. This value is typically always set to 40.


• Distance Remaining Before Early Service Due Reminder: This is the distance that remains before a distance based service reminder event will occur. An early reminder event will only occur if the Early Warnings, setting is enabled. This setting cannot be edited as it is calculated from deducting the Early Reminder Distance from theDistance Remaining Before Next Service Due Reminder
.

Settings For Service Interval Indicator Related to Fuel Consumption in litres.


• Last Service Reset Fuel Consumption: The Total Litre count when the last service reset was performed. It is used as a starting point for all calculations of the next interval reminder based on Fuel usage. On a reset this value would typically need to be set to its current value plus the Fuel consumed Since Last Service Reset which will be zeroed at the same time. It has been noted however that this value seems to be kept at zero, which may be indicative of it not being used as a "from the very start" type reference.


• Fuel Usage Allowed Before Next Service Reset Due Reminder: This is the total amount of litres of fuel that can be consumed before the next service due reminder event is triggered due to over limit for fuel usage. It is only relevant when the fuel usage feature of the SII is used. This value is taken directly from the Instrument Packs CCF file which can only be altered using the CCF edit feature.


• Fuel Consumed Since Last Service Reset: This is a count value showing the amount of litres of fuel that have been used since last service reset was performed. To perform a service reset, this value is reset to zero at the same time as it is added onto the Last Service Reset Fuel Consumption Value.

General Settings For Service Interval Indicator.


• Last service type: Shows if the last service type was an Oil Change, Inspection or Periodic.


• Early Warnings: Indicates if the service interval early warning function is enabled or disabled.


• Periodic inspection display: Indicates if the periodic inspection display Driver alert function is enabled or disabled. When enabled the Driver will briefly be reminded of the day values leading towards a service reminder alert at every ign on.


• Remaining distance display: Indicates if the remaining distance display Driver alert function is enabled or disabled. When enabled the Driver will briefly be reminded of the distance values leading towards a service reminder alert at every ign on.

• EAS Actual Heights: These four values are the calculated height of the four corners of the vehicle derived from the height sensor inputs. they are provided here for reference only.


• EAS Calibration Heights: These four values are used to compensate for manufacturer tolerances and mounting tolerances on the height sensors and their linkages. Re calibration is required any time that an ECU is replaced, or a sensor / link rod is removed and refitted or replaced. The adjustment is in half Millimetre increments and while any value can be entered, the ECU accepts only adjustments in the range plus 50 to minus 50. As it is a calibration value designed to correct an offset, the value works in opposition to the direction of movement. Therefore reducing the calibration value causes the vehicle to rise and adding to the value causes it to be lower. The distance measurement is made from the centre of the wheel to the lower edge of the wheel arch directly above it, and on calibrating a given corner, the target distance measurement the calibration value should be altered to achieve, should be the same as that measured on the opposite side of the vehicle. It is always a wise thing to first save a copy of the initial settings before any modification is done, and also note that if incorrectly calibrated such that the vehicle rides higher than designed, the centre of gravity may become high enough to make the vehicle unstable at higher speeds. The modifier of these values to such extremes may well become liable in the event of an accident.

VOLTAGES & HEIGHTS

• Actual Heights x 4 : These four values are the calculated height of the four corners of the vehicle derived from the height sensor inputs.
• Height Sensor Supply Voltages x 4 : The voltages being supplied to the four height sensors.
• Current Consumption of Valves x 12 : The current consumption of each of the valves within the EAS system.
• Valve Open Percentages x 12 : The percentage that each of the valves within the EAS system is currently being opened by.
• Gallery Pressure Kpa: The calculated pressure from the gallery pressure sensor.
• Gallery Pressure Sensor Voltage: The voltage being read from the gallery pressure sensor.
• Motor Temperature (C) : The temperature of the compressor motor.
• Compressor Temperature (C) : The temperature of the air compressor.
• System Measured Voltages x 4 : These four values are the measured voltage being applied to four items of particular interest to the system.
• LED Current : The Current consumption of the LED(s)
• Pressure Sensor Supply Voltage: The voltage being supplied to the gallery pressure sensor.

STATUS

• System States x 28 : 28 digital status's derived by either digital inputs, such as user controls and switches or internally calculated and controlled states such as system operation mode, LED being illuminated or currently assigned ride level.

FUEL TRIM, TEMPERATURE, & KNOCK SENSOR

• Intake Air Temperature (°C): Possible values between -40 °C and 215 °C
• Manifold Absolute Pressure (KPa): Possible values between 0 kPa and 255 kPa
• RPM : The engine speed in revolutions per minute
• Atmospheric Pressure (KPa): Possible values between 0kPa and 255 kPa
• Mass Air Flow (G/S): Possible values between 0 g/s and 656 g/s
• Long Term Fuel Trim Bk 1/2 (%): The engine control module continuously adjusts/adapts the air/fuel mixture to maintain emission levels. Over time, this adaptation varies to account for differing atmospheric conditions and engine wear. These adaptations are referred to as fuel trim and are represented as a percentage deviation from the original calibration value. The long term fuel trim display in datalogger will only display the long term fuel trim value associated with the current operating conditions of the engine. The long term fuel trim will fluctuate with engine RPM and load. -20% = rich, 20% = lean.
• Throttle Position (%): A value between 0% for minumum and 100% for maximum. The throttle angle is controlled by the engine control module and measured by a sensor within the throttle body. This measurement is represented by a voltage which varies proportionally to the throttle angle. The voltage signal is used by the engine control module, along with other inputs, to maintain the correct throttle position for all driving conditions
• Engine Coolant Temperature (°C): Possible values between -40 °C and 215 °C
• Egr Stepper Position :
• Egr Target Position : The Current consumption of the LED(s)
• O2 Sensor Bk 1/2 Sensor 2 (V): The heated oxygen sensor generates a voltage signal proportional to the amount of oxygen measured in the exhaust.The oxygen sensor's voltage signal is monitored by the engine control module and used to regulate the fuel mixture. For a correct mixture air/fuel, the sensor's output voltage is around 0.45 volts.
• Short Term Fuel Trim Bk 1/2 : Short term fuel trim is the dynamic or instantaneous adjustment to the base/original calibration and is measured as a percentage change, rich or lean, away from the base setting during closed loop operation. If short term fuel trim is close to 0% little or no correction is required. When the short term fuel trim signal remains higher or lower, longer than expected, the engine control module will add or subtract this value to the long term fuel trim value. -20% = rich, +20% = lean.
• Universal Heated Exhaust Temp Post Cat Bk 1/2
• Universal Heated Exhaust Gas O2 Heater Pre Cat Bk 1/2 : Possible values between 0 and 6553.6 miliseconds
• Ignition Timing Avance Cyl 1/2 (°): Possible values between -40° and +40°
• Target Idle Speed: This represents the required idle speed in revolutions per minute. The engine idle speed is controlled by the engine control module for various conditions, including engine temperature, engine load etc. The actual idle speed is monitored by the engine control module and compared to the required value, which is calculated using inputs from various sensors.
• Target Ignition Angle : The ignition timing/angle is controlled by the engine control module. The angle is calculated using signals from various inputs: engine speed, load etc. This figure is constantly varying and is used to optimize performance/emissions.
• Fuel System Status Bank 1/2: Status 1: Open loop - has not yet satisfied conditions to go closed loop. Status 2: Closed loop - using oxygen sensor(s) as feedback for fuel control. Status 4: Open loop due to driving conditions (power enrichment, deceleration enleanment). Status 8: Open loop due to detected system fault. Status 16: Closed loop, but fault with at least one oxygen sensor. May be using single oxygen sensor for fuel control
• Knock Sensor Total Retard 1- 6 (°): This measures knock sensor circuit range from knock sensor to the engine management. Expected values between 0° and 20°

TERRAIN, RATIO, & POSITION

• Viscuous Fan Speed (RPM):
• Engine Input 2 - E-Box Fan Monitor:
• Transfer Box Range Actual:
• Engine Input 3 x6:
• Accelerator Pedal Position D: The sensor provides two outputs; the analogue output is transmitted directly to the Central Junction Box (CJB), which in turn issues the signal to the engine control module on the CAN bus. The second output is the pulse width modulation (PWM) signal which transmitted directly to the engine control module. Both the analogue and pulse width modulation signals transmit the same positional information. Expected values 0-100%
• Accelerator Pedal Position E: The sensor provides two outputs; the analogue output is transmitted directly to the Central Junction Box (CJB), which in turn issues the signal to the engine control module on the CAN bus. The second output is the pulse width modulation (PWM) signal which transmitted directly to the engine control module. Both the analogue and pulse width modulation signals transmit the same positional information. Expected values 0-100%
• Calculated Load Value:
• Distance Travelled While Malfunction Indicator Activated:
• EGR Error (%):
• Commanded EGR (%):
• Equivalence Ratio x2:
• Commanded Equivalence Ratio:
• Fuel Level Input (%):
• Absolute Load Value (%):
• Commanded Throttle Actuator (%):
• Absolute Throttle Position B (%):
• Relative Throttle Position (%):
• Control Module Voltage (V):
• Vehicle Speed (KM/H):

SWITCHES & SENSORS

• Brake Switch x2:
• Park/Neutral Or Clutch Switch:
• Crank Request Input:
• Ignition Switch Input:
• Starter Motor Relay Monitor Status:
• Engine Input 1 x8:
• Viscous Fan Control Duty Cycle:
• Engine Input 1 - Idle Jack Active x4:
• Engine Input 3 - Ignition Switch:
• Pedal Position Sensor 2:
• Throttle Position Sensor (V) x2:
• Airflow Meter Sensor Voltage (V):
• Engine Oil Temperature Sensor Voltage (V):
• Manifold Absolute Pressure Sensor Voltage (V):
• O2 Sensor x8:

VOLTAGE & CYLINDERS

• Fuel Rail Temperature Sensor Voltage (V):
• Pedal Position Sensor 1 (V):
• Engine Coolant Temperature Sensor Voltage (V):
• Intake Air Temperature Sensor Voltage (V):
• Torque From Torque Monitor (Nm):
• Torque Loss Calculation (Nm):
• Firing Cycle Counter:
• Required Brake Torque (Nm):
• Air Con Load Compensation (Nm):
• Fuel Rail Temperature (°C):
• Target Intake Airflow (G/S):
• Engine Oil Temperature (°C):
• Misfire Counter x8:
• Atmospherice Pressure Sensor Voltage (V):
• Control Module Temperature (°C):
• Control Module Temperature Sensor Voltage (V):
• Actual Inlet Variable Timing Position (°) x2:
• Gear Information:
• Intake Variable Camshaft Timing (°) x2:
• Purge Valve:
• Generator Regulator Control (%):
• Pulse Width - Injector 1 (MS):
• Lambda Bank 1:

CYLINDERS, TEMP & PRESSURE, & EGR

• Cylinder Balance Offset x8: The cylinder balancing offset will indicate if there is an issue with a particular injector or cylinder. A diagnostic trouble code will have logged if 1 of the values (or all but 1) reaches a limit. The problem cylinder is the one that is either much higher or lower than the others, bearing in mind that they will always have a small amount of variation. If an injector has been replaced these values will re-adapt in a few seconds with the engine idling, if they do not, this indicates a compression problem with the cylinder. Only one injector can be detected to be in error at a time, so if 2 were faulty, the second would show up after the first had been rectified and would also log a diagnostic trouble code. The values read back from the control module are multiplied by 1000.
• Intake Air temperature : The intake air temperature sensor outputs an analog voltage to the engine control module inversely proportional to the air temperature in the air flow meter.
• Fuel Rail Pressure Fuel : This measures the rail pressure sensor to engine control module and can be between 0 and 160 kpa.
• Ambient Temperature : This measures the air temperature sensor to engine control module. Possible values between -40 °C and 215 °C.
• Mass Air Flow : The mass air flow sensor measures the mass of air being drawn into the engine. The air flow rate will alter with the engine load and engine speed. Expected values are between 2g/s and 10g/s, normal 6.35g/s
• Battery Voltage : The voltage of the battery as read by the engine management ECU
• Internal ECU Temperature (°C): The temperature as read inside the ECU.
• Engine Oil Temperature (°):
• Boost Pressure Adjustment Bank 0 (%):
• Pressure Control Valve (%):
• Volume Control Valve (%):
• Coolant Temperature (°C):
• Engine Speed (RPM):
• Barometric Pressure:
• EGR throttle command (%):
• EGR valve position bank 0 (%):
• EGR valve position bank 1 (%):
• EGR valve 0 command (%):
• EGR valve 1 command (%):
• EGR throttle position (%):

STATUS & POSITION

• Boost Air Temperature (°C):
• Fuel Rail Temperature (°C):
• Accelerator Pedal Position (%) x2:
• Internal Module Operating Voltage (V) x2:
• Speed Control Input (V):
• Driver Requested Torque (Nm):
• Pedal Position Voltage (V) x2:
• Voltage Output From DC/DC Converter (V):
• Speed Control - Set Speed (KM/H):
• I/O Status x7:
• Manifold Air Pressure (KPa):
• Throttle Pedal Angle (%):
• Voltage Ignition Key On (V):

WATER IN FUEL & GENERATOR COMMANDS

• Occurrence - Mileage At Failure Apparition (M) x4:
• Occurrence - Distance Travelled (M) x4:
• Number Of Stored Occurences:
• Generator Feedback (%):
• Variable Viscous Fan Duty Cycle (%):
• Viscous Fan Speed Sensor (RPM):
• Speed Control Input:
• Generator Command (%):
• Boost Pressure Actuator - Bank 1 (%):
• Generator Voltage Set Point (V):
• Supplementary Coolant Temperature (°C):

AIRFLOW & DIESEL PARTICULATE FILTER

• Air Flow Rate From Mass Air Flow Sensor (g/hr) x2:
• Boost Pressure Actuator Position - Bank 2 (%):
• Cooling Fan Speed (%):
• Fuel Temperature A (°C):
• Generator Load (%):
• Intercooler Outlet Air Temperature (°C) x2:
• Manifold Absolute Pressure (KPa) x2:
• Sensor Supply Voltage (V) x2:
• Swirl Valve Actuator:
• Time Since Engine Start (M):
• DPF - Distance Since Cleaned (KM): This variable is the distance travelled since the current diesel particulate filter was installed, the diesel particulate filter is designed to be fit for life.
• DPF - Distance Since Last Regeneration (KM): This variable refers to the distance since the last diesel particulate filter regeneration event.
• DPF - Regeneration Time Count (s):
• DPF - Status Of Particulate Filter: This variable refers to the condition of the diesel particulate filter to increase the back pressure on the engine. The state of the diesel particulate filter changes as the flow through the diesel particulate filter changes. The meaning of the variable is: 0 - Diesel particulate filter is OK, the vehicle is safe to drive from a diesel particulate filter regeneration perspective / 1 - Diesel particulate filter is overloaded, the engine will request a regeneration at the next suitable opportunity / 2 - Coated diesel particulated filter, the engine will request a regeneration at the next suitable opportunity / 3 - Missing diesel particulate filter, the measured pressure drop across the diesel particulate filter is too low. This probably indicated that the diesel particulate filter pressure sensor has been fitted incorrectly, or that the diesel particulate filter core has a major failure, this will probably be accompanied with visible smoke from the tail pipe / 4 - Cleaned diesel particulate filter, the diesel particulate filter control system has recently regenerated the diesel particulate filter.
• DPF - Total Mass Of Particle Soot (g/s): This variable is an estimate of soot collected in the diesel particulate filter. The allowable soot limit for each vehicle line is given bellow: Filter volume 5.3 litre. Soot mass limit 7.7 grams/litre. Soot mass 41g. Note: some applications may show higher values if there is a fault condition.
• DPF - Total Volume Of Post Injected Fuel (L):

• Fault lamp status :
• Brake Force (Nm) : Reads the actual force at the cable, measured by the sensor inside the parking brake module. The operating range is 0 to 1300 Newton. There may be a negative reading when the park brake is not applied and there is no tension in the cable. The expected values/behavious are as follows:
• Low Range : Minimum 0 Newton - Maximum - 1200 Newton.
• High Range: Minimum 0 Newton - Maximum - 1050 Newton.
• Longitudinal accelerometer sensor input (G) : Reads the acceleration along the centre line of the vehicle, measured by the sensor inside the park brake module. Expected values - Minimum - 1 G, Maximum 1 G. When the front of the vehicle is high the reading will be positive. When the front of the vehicle is low the reading will be negative. On a level surface the reading should be near the 0 indicator. If the reading is not near 0 on level surface then the sensor may need to be re-calibrated.
• Longitudinal acceleration value : Reads the output of the longitudinal acceleration sensor (mm/s^2) inside the park brake module.Expected values - Minimum -10 mm/sec^2, Maximum 10 mm/s^2. When the front of the vehicle is high the reading will be positive. When the front of the vehicle is low the reading will be negative. On a level surface the reading should be near the 0 indicator. If the reading is not near 0 on level surface then the sensor may need to be re-calibrated.
• Motor current (mAh) : Reads the current flowing through the park brake motor. Expected values Minimum -40 Amp, Maximum - 40 Amp. The current should only flow when the motor is being applied or released.
• Warning lamp status : Reads the status of the warning lamp. When the park brake is applied the warning lamp is on and vice versa.The following sequence applies:
• 0: Lamp Off.
• 1: Lamp On.
• 2: Lamp blinking. When the electronic park brake is in diagnostic mode or there is a fault which prevents the parking brake from oeprating, the lamp may flash
• Switch input status : Reads the position of the electronic parking brake switch. There are 3 positions of the switch plus the faulty condition. Options are:
• 0: Neutral (switch not being operated).
• 1: Apply (brake being applied).
• 2: Release (brake being released)
• 3: Error (fault detected in switch circuits)
• Activation count Counter which tracks the number of times the brake has been applied since manufacture

Washers Wipers Sounders

• Wiper Park Position switch : .
• Wiper speed relay : .
• Wiper switch : .
• Washer switch : .
• Washer pump relay :
• Siren and Alarm:
• Intrusion and Tilt sensor: .
• Alarm horn sensor

Doors - Locking - Windows - Ignition - Other

• Master and key lock switch : .
• Door switch : .
• Tailgate and bonnet switch : .
• Tailgate release : .
• Fuel filler door relay :
• Door relay:
• Ignition: .
• Battery saver relay
• Global windows switch :
• Global windows relay:
• Rear heated window relay: .

Lights

• Light switch : .
• Light relay : .
• Interior lamps 1 : .
• Interior lamps 2 : .
• Approach lamp:
• Master Interior lamp switch:

DOORS - LOCKING - WINDOWS - IGNITION - OTHER

• Trailer :
• Cruise Control :
• ACC :
• Brake Fault :
• Park Brake :
• Front Fog :
• Rear Fog :
• Alarm LED
• Side Lights :
• HDC :
• DSC/TC :
• Indicators :
• Coolant temp :
• High beam :
• ABS :
• Low fuel
• Battery :
• Oil Pressure :
• MIL :
• Seat belt :
• SRS Airbag :
• ACC :
• ARC Orange (Adaptive Ride Control):
• Low gear
• Brake Lights :
• ARC Red (Adaptive Ride Control):
• Tyre :
• Light Sensor (V) :
• Fuel Sender 1 (V) :
• Fuel Sender 2 (V) :

STATUS AND SWITCHES

• Low brake fluid switch :
• Front Fog :
• Rear Fog :
• Brake wear switch :
• Low washer switch :
• Trip switch :
• Ignition :
• Battery
• Trip button :
• Park brake status :
• Low oil pressure switch :
• Low oil level switch :
• Occupancy detect :
• Low coolant level :
• Odometer (KM):

• Air Intake feedback (%) :
• Outside temp : Ranges from -40°c to 70°c
• Illumination value (%) : Range of 0 to 100%
• Evaporator Temp: Ranges from -40°c to 87°c
• Left/Right Seat Temp : Ranges from -40°c to 215°c but average around 45°c
• Left/Right Side temp control :
• Interior temp : Ranges from -40°c to 70°c
• Blower Speed The blower motor must be set to ON for the blower motor to work
• Left/Right Solar Sensor: Range from 0w to 5.1w
• HEVAC Sensor supply (V) : Range from 0v to 20v
• AC Pressure (kpa) : Range from 0 Kpa to 3.19 Mpa
• Compressor current (mAh) : Range from -1A to 1A
• Button pressed

• Internal temp (°c) : Should equal the temperature at the transfer box electronic control unit. If the engine hasn't been running this should be roughly equal to the ambient temperature. Stuck signals may indicate an electronic control unit or sensor fault. This value should increase while the engine is running. Minimum value - 40°c, Maximum value +130°c
• Actuator position (mm): Ranges from -100mm to 100mm
• Sensor A voltage : Range of 0v to 64v
• Sensor B voltage: Range from 0v to 64v
• Actual locking torque : Ranges from 0 Nm to 2700 Nm
• Slip speed (Km/h) : Range from 0 Km/h to 250 Km/h
• Target torque (Nm): Ranges from 0 Nm to 65500 Nm
• Gear shift position X (v) : The voltage is based on the internal position of the manual gearbox. Moving the gearstick between a gear at the top of the gate (reverse, 1st, 3rd, 5th) and the bottom of the gate (2nd, 4th, 6th) should see this value change between maximum and minimum values. If below the minimum range there may be a harness fault, a sensor fault or a problem with the manual transmission. If above the maximum range there may be a harness fault. If the value does not change when moving the gear stick then there may be a harness or sensor fault. Minimum value 0.5V, Maximum value 4.7V
• Gear shift position Y (v): A voltage based on the internal position of the manual gearbox. Moving the gear stick from the left of the gate (reverse) to the right of the gate (5th,6th) should see this value changing between minimum and maximum values. On an automatic this value will stay at a single point. If below the minimum range there may be a harness or sensor fault or a problem with the manual transmission. If above the maximum range there may be a harness fault. If the value does not change when moving the gear stick there may be a harness or sensor fault. Minimum value 0.5V, Maximum value 4.7V
• Diff select solenoid : Range from 0v to 16v
• Transfer box motor direction sensor (v) : Range from 0 Kpa to 3.19 Mpa
• Keylock solenoid (v) : Range from 0v to 16v
• Transfer box temp sensor (v) : Range from 0v to 15v
• Motion sensor (v) : Range from 0v to 5v
• Motor output shaft speed sensor (v) : Range from 0v to 16v
• Transfer box motor voltage (v) : This value represents the voltage on the transfer box motor low side. If this signal does not move during a range change then a harness fault may exist on this pin. Min voltage 0 V, Maximum voltage 5 V

• Audio volume level :
• ECU Maximum temp :
• Low power maximum volume :
• Relay status:
• Buttons pressed :
• Numpad pressed:

• Audio Amplifier Temperature (°C):
• ECU Voltage (V):

STATUS

• ABS Inlet Valve Status x4:
• ABS Outlet Valve Status x4:
• ABS Valve Relay Status:
• ETC Priming Switching 1&2:
• ETC Priming Valve 1&2:
• DSC Switch Status:
• DSC System Status:
• HDC Switch Status:
• Brake Lamp Switch:
• Brake Switch: This parameter shows the input status of the brake lamp switch. Expected values/beaviour: 0 - Inactive / 1 - Active
• Park Brake Switch: Reads the position of the electronic parking brake switch There are 3 positions of the switch plus the fault condition: 0 = neutral (switch not being operated) / 1 = apply (brake being applied) / 2 = release (brake being released) / 3 = error (fault detected in switch circuits)

VALUES

• Wheel Speed (KM/H) x4:
• Mounting x4:
• Yaw Rate (O/S):
• Lateral Accelerometer (G):
• Brake Fluid Hydraulic Pressure (MPa):

• Swivelling Current Angle (°) x2:
• Vehicle Speed (KM/H):
• Steering Wheel Angle (°):
• Suspension Height (mm) x2:
• Levelling Current Step:
• Levelling Target Step:

• Time Spent In Mode 1-5 (S):
• Distance Travelled In Mode 1-5:

• Forward Alert Switch LED Status:
• Forward Alert Switch Position Status:
• Automatic Alignment Offset (°):
• Electronic Alignment Status (°):
• Internal Misalignment (°):
• Primary Target Angle (°):
• Primary Target Range (KM):
• Primary Target Range Rate (mm/s):
• Service Alignment Convergence State:
• Switched Ignition Voltage (V):
• Yaw Rate (°/s):

COOLANT, VOLTAGE, & CONTROL STATUS

• Coolant Temperature (°C):
• Low Voltage Threshold (V):
• Heater Fan Adjustment (V):
• Glow Plug Duty Cycle (%):
• Control Status x4:

COUNT & BURNING TIME

• Control Module Power Supply Voltage (V):
• Parking Heater Error Count:
• Start Count:
• Parking Heater Start Count:
• Supplementary Heater Start Count:
• Burning Time x2:
• Running Time x2:

SENSORS

• Corner Sensor Distance x4:
• Outer Sensor x2:
• Inner Sensor x2:
• Parking Aid x4:

SOUNDERS & SENSOR DETECTION

• Rear Sounder:
• Front Sounder:
• Sensor Detection Status x8:

SEMI-AUTOMATIC PARALLEL PARKING

• Semi-automatic Parallel Parking System:
• Right Side Sensor:
• Left Side Sensor:
• LED:
• Semi-automatic Parallel Parking:
• Parking Aid Option (Front Sounder):

DEPLOYMENT CONTROL RESISTANCE

• Deployment Control Resistance (ohm) x12:

DOORS & AIRBAGS

• Module Status - Warning Indicator Requested:
• Restraint System Passenger Disable Indicator - Indicator Requested On:
• Restraint System Malfunction Indicator - Indicator Requested On:
• Door Status x4:
• Passenger Air Bag Cut-Off Switch x4:

BELTS & SEATS

• Driver Safety Belt Sensor x2:
• Passenger Safety Belt Sensor x2:
• Seat Track Sensor x4:
• Occupant Classification Sensor Status:

• Actual Locking Torque (Nm):
• Clutch Over Temperature Events (k):
• Clutch Temperature (°C):
• Motor Over Temperature Events (k):
• Motor Temperature (°C):
• Percentage Travel Remaining On Clutch (%):
• Differential Control Override Status:
• Motor Brake Request Status:
• Motor Brake Status:
• Open Differential Override Status:
• Sump Temperature (°C):
• Slip Speed (KM/H):
• Sump Over Temperature Events (k):
• Torque Limit (Nm):
• Torque Set Point (Nm):

• DVD Changer On/Off:
• Front High Line Display Video Mute:
• Rear Left High Line Display LCD Backlight:
• Rear Left High Line Display LCD Boost:
• Rear Left High Line Display Video Mute:
• Rear Right High Line Display LCD Backlight:
• Rear Right High Line Display LCD Boost:
• Rear Right High Line Display Video Mute:
• Rear Left High Line Display Visual Source:
• Rear Right High Line Display Visual Source:

• Steering Wheel Angle (°): When the steering wheel is centrally positioned with the wheels pointing forward, the value of this parameter should be approximately +/- 5 degrees, when the steering wheel is turned to the left the value goes positive and when turned to the right the value goes negative. Range: Fully left 650 degrees, central position 0 degrees, fully right -650 degrees.
• VIN Compare Ok: At ignition on, a check is done to see if the steering angle sensor module VIN matches the vehicle VIN, if not, then the steering angle sensor will not work and you will need to re-calibrate the steering angle sensor module in order to get a VIN match.
• Internal Status - Bits 0-3:
• Analogue To Digital Converter Failure:
• Angle Skip Error:
• Angle Comparison Error:
• Sensor Amplitude Over Range x3:

SPEED, TEMPERATURE, PRESSURE, & CONTROL

• Transmission Output Shaft Speed (RPM):
• Turbine Speed (RPM):
• Pressure Control Solenoid Driver x6:
• Transmission Current Gear: This signal displays when a gear is selected. Expected values 1-7
• Gear Position Selected:
• Average Wheel Speed Powered Wheels (KM/H):
• Powered Wheels Average Wheel Speed (Measured Value) (KM/H):
• Transmission Oil Temperature (°C):
• TCM Internal Module Temperature (°C):
• Transmission Output Shaft Speed (RPM):
• Control Module Internal Temperature (°C):

SENSORS & SWITCHES

• Transmission Oil Temperature Sensor Voltage (V) x2:
• Power Supply Sensor Voltage (V):
• Current Engine Torque (Nm):
• Absolute Throttle Position (%):
• Engine Oil Temperature (°C):
• Status Of The Ignition On/Off Switch:
• Transmission Oil Temperature (°C):
• TCM Internal Module Temperature (°C):
• Actuator Supply Voltage (V):
• Park Or Neutral Signal For Starter Inhibit:
• Key Lock Output State:
• Shift Lock Solenoid Signal:
• Control Module Supply Voltage (V):
• Engine Speed (RPM):

SOLENOID STATES & SIGNAL INFORMATION

• Solenoid States x4:
• Signal Information 0 x7:
• Signal Information 1 x4:

• Traffic Message Center Switch:
• Channel Frequency: this signal locks into the frequency of one of the FM radio stations and this should be reflected in the value shown on the datalogger display. Expected values: 87.5-108 MHz
• Signal Meter Level:

MODES & SENSORS

• Operation Mode x5: Measures the operation of the sensor and the tire pressure. Expected values/behaviour: Value = 0 = Driving mode without specific conditions / Value = 1 = Driving mode and delta pressure driving fast / Value = 2 = (Pressure <450 kPa and acceleration <3g and not in test mode) and delta pressure parking fast / Value = 3 = (Pressure <450 kPa and acceleration <3g and not in test mode) and delta pressure parking slow / Value = 4 = Driving mode and low frequency detection / Value = 5 = (Test mode and 135kPa = 4g / Value = 11 = In circuit test (hardwareinterrupt) and low frequency / Value = 12 = First 30 emissions after switching from parking mode to driving mode / Value = 13 = When wheel unit switches from driving mode to parking mode / Value = 14 = Parking or driving mode and low frequency data decoded / Value = 15 = Reserved
• Tire Pressure Sensor Status x5:

MONITOR SYSTEM STATUS

• Diminished Mode:
• Horn Chirp Request:
• Input Push Button Pressed:
• Learn Completed Successfully:
• Learn Mode Status:
• Locate Completed Successfully:
• Locate Failed:
• Locate Ready To Start:
• Locate Mode Status:
• Normal System Operation:
• System Telltale Load Condition High:
• Vehicle Moving:

TIRE PRESSURE & PRESSURE STATUS

• Tire Pressure Wheel Unit (KPa) x5: The tire pressure monitoring system works on absolute pressure values which are generally referenced to vaccuum 0 kPa (0 Bar). Manual measurement using a normal tire gauge is usually less accurate than reported by the wheel unit and hence readings may differ. Expected values: 100-450 KPa
• Tire Pressure Status Wheel Unit x5:

• Antenna Current x4:
• Composite Video Blank Signal Input x2:
• Output Signal Normal Operation:
• Output Signal Open Circuit:
• Output Signal Short Circuit To Battery Or Short Circuit Ground:
• Internal Temperature:
• Power Supply Voltage:
• Tuner Voltage x2:
• Ventilator Selection - Ventilator:

• Valves x 8 : Manual override control is provided over the open or closed state of all the EAS system valves. When opened in the respective combination, it will cause the corners of the vehicle to raise or lower.
• Return All Outputs to ECU Control: This return the management and control of the valves back to the EAS ECU.
• Refill Reservoir: This causes the Air compressor to add pressure to the system reservoir. To maintain a lower duty cycle the compressor will not run for more than 1 minute and should not be repeatedly re ran without chance to rest and cool to normal operating temperature.
• Lower Vehicle : This opens all four corner valves and the exhaust valve to lower the vehicle as far as possible
• Raise Vehicle : This opens all four corner valves and the Reservoir valve to raise the vehicle as far as possible, it also runs the compressor to make up for lost pressure. To maintain a lower duty cycle the compressor will not run for more than 1 minute and should not be repeatedly re ran without chance to rest and cool to normal operating temperature.

• Superlock:
• Passenger Door/Driver Door/Rest Lock:
• Fuel Filler:
• Tailgate release :
• Washer Pump Front/Washer Pump Rear:
• Headlamp washer:
• Heated rear windows relay:
• Power door windows relay:

• Auxiliary Driving Lights:
• Reverse lamp:
• Side lamps:
• Left/Right turn signal :
• Left/Right trailer signal:
• Left/Right Low beam:

• Seat Forward/Backward:
• Tilt:
• Tilt opposite way:
• Height :
• Height opposite way:
• Recline Backwards/Forwards:
• Return All outputs under ECU control: This returns the management and control of the functions back to the Body Control ECU

• Cruise Control:
• Front Fogs:
• Trailer:
• Hill Descent Control :
• Left Indicator:
• High beam:
• Low fuel:
• Battery charge:
• Coil:
• Airbag:
• Active Ride Control Orange:
• General Brake warning Orange :
• Low Range Indicator:
• Parking Brake:
• Adaptive front lights:
• Rear fogs:
• Side lights:
• Dynamic stability control:
• Right Indicator:
• ABS :
• Overheating warning:
• Low Oil pressure:
• Seat belt:
• Distance Control:
• Active Ride Control Red:
• Low tyre pressure:
• General Engine warning Orange:
• General Brake warning Orange :
• Return under ECU control: This returns the management and control of the functions back to the Instrument pack ECU

• Reset: Reset the Tachometer to 0.
• Send the Tachometer to show: 1000 RPM.
• Send the Tachometer to show: 2000 RPM.
• Send the Tachometer to show: 3000 RPM.
• Send the Tachometer to show: 4000 RPM.
• Send the Tachometer to show: 5000 RPM.
• Send the Tachometer to show: 6000 RPM.

• Reset: Reset the Speedometer to 0.
• Send the Speedometer to show: 40 Km/h.
• Send the Speedometer to show: 80 Km/h.
• Send the Speedometer to show: 120 Km/h.
• Send the Speedometer to show: 160 Km/h.
• Send the Speedometer to show: 200 Km/h.
• Send the Speedometer to show: 230 Km/h.

• Send the Temperature Gauge to show: COLD.
• Send the Temperature Gauge to show: NORMAL.
• Send the Temperature Gauge to show: HOT.
• Send the Fuel Gauge to show: EMPTY.
• Send the Fuel Gauge to show: HALF.
• Send the Fuel Gauge to show: FULL.

• STOP ALL SOUNDS:
• CLICK SOUND:
• 1 KHz BING:
• 750 Hz BING:
• 1500 Hz BING PDC SOUND:
• DUAL BING SOUND:
• LIGHT ON SOUND:
• DOOR OPEN SOUND:
• SEAT BELT SOUND:
• RESET:

• SMALL LCD FULL CHARACTERS:ON
• SMALL LCD BLANK: ON
• MAIN DISPLAY DEMO (3 minutes test): START
• MAIN DISPLAY BACKLIGHT: OFF
• Return under ECU control: This returns the management and control of the functions back to the Instrument pack ECU

• LED control - turns the lights on: test each light in turn.
• Return under ECU control: This returns the management and control of the functions back to the HEVAC ECU

• Blower relay: Turns the Blower relay ON or OFF
• Left/Right seat heater: Turns the Left/Right seat heater ON or OFF
• Heated Front screen : Turns the heated front screen ON or OFF
• Water pump : Turns the water pump ON or OFF
• Heated Washer: Turns the heated washer ON or OFF

• TARGET VALUE SET TO: 15%
• TARGET VALUE SET TO: 50%
• TARGET VALUE SET TO: 75%
• TARGET VALUE SET TO: 100%
• send the fuel gauge to show: HALF.
• send the fuel gauge to show: FULL.

• SET BLOWER SPEED TO (blower relay must be set to -on-): OFF
• SET BLOWER SPEED TO (blower relay must be set to -on-): INTERMEDIATE
• SET BLOWER SPEED TO (blower relay must be set to -on-): MAXIMUM

• LEFT BLEND ACTUATOR SET TO: MAXIMUM COLD
• LEFT BLEND ACTUATOR SET TO: INTERMEDIATE
• LEFT BLEND ACTUATOR SET TO: MAXIMUM HOT
• RIGHT BLEND ACTUATOR SET TO: MAXIMUM COLD
• RIGHT BLEND ACTUATOR SET TO: INTERMEDIATE
• RIGHT BLEND ACTUATOR SET TO: MAXIMUM HOT

• SET ACTUATOR TO: FEET
• SET ACTUATOR TO: INTERMEDIATE FEET-FACE
• SET ACTUATOR TO: FACE
• SET ACTUATOR TO:FLOOR
• SET ACTUATOR TO: INTERMEDIATE FLOOR DEFROST
• SET ACTUATOR TO: DEFROST

• Deflate x 2 : These 2 special functions cause the system to expel air from the respective elements of the EAS system. They can take quite some time as they wait for the system to report back completion before ending. The features also then put the ECU into a specially disabled state so any work can mores safely be carried out. It should be noted that even after running these functions some residual air may remain in the system so the usual precautions should still be observed.
• Enable EAS x 2: These 2 buttons form a single function to re enable the EAS after a deflate function has been used.
• Set Control Tolerance State to Tight Tolerance: The Tolerance state of the EAS ECU should be set to a tight tolerance state for any geometry measurement and adjustment.

• Key Programming
  Up to 6 keys can be programmed to the Vehicle. Once programmed to a given vehicle, a key cannot then be programmed to any other vehicle, and existing keys not present during the programming will no longer function.


• Key Learning Procedure
  
• Insert a learned/working key and turn the ignition on
• In Vehicle Explorer navigate to Body Control > Other and select ‘LEARN 1 NEW KEY’
• Turn the ignition off and wait, the system is now recognising the learned/working key and the message ‘KEY IN IGNITION POSITION OFF DETECTED. STARTING THE PROCESS OF LEARNING KEY’ should be displayed
• When the message ‘KEEP IGNITION OFF AND INSERT NEW KEY’ appears, remove the learned/working key and insert the new key you want to learn (there is a period of roughly 8 seconds by which you need to change the keys)
• Having followed these steps a successful learn will be identified on screen by the message ‘KEYS LEARNED SUCCESSFULLY’. Should an error occur repeat the process, making sure the steps are carefully followed

• Temp & Adaptive reset
  The current gearbox temperature is shown and a feature to reset the adaptations which are both required as part of programming the flash memory.

• Fuel pump lift reset
  This is required to be performed after any programming of this ECU.

• Calibrate clutch
  Requires the vehicle to be in neutral and the Park brake on.

• Longitudinal accelerometer calibration
  Make sure that the vehicle is on a level surface and that it remains stationary throughout the whole procedure. Make sure the parking brake module is correctly secured to the vehicle and that the parking brake is applied.
• Drive the Park Brake to the mounting position.
  the following operation will drive the parking brake to the mounting position, allowing the brake cables to be connected to the brakes. This may be necessary if the park brake is operated without the cables being connected to the brakes. This can lead to a condition where not enough cable is available to connect the brakes.
• Drive the Park Brake to the latching position
  This function will drive the Park Brake to the latching position, which might be necessary if the park brake emergency release was operated.
• Park Brake un jam
  This will drive the Park Brake so it is un jammed by first driving it in the release direction and then into the mount position. Engine must be running at idle. After completing this procedure: check the condition of the rear brake shoes drums as well as that the brake cables are correctly attached.
• VIN Learn
  A procedure used, upon replacing your Park Brake ECU, to learn the VIN from the Instrument Pack.

• Brake Bleed
  A function to power bleed the ABS hydraulic system for each of the four corners. Open the bleed nipple, run the function which pumping the pedal until all air is expelled, then close nipple & end running function.

• VIN Learn
  A function used after having replaced a new ABS ECU in order for it to learn the VIN from the CCF. This is a one time only function. Messages will be displayed upon successful learning of a new VIN, or if the VIN is already stored in the ABS.

• Calibrate
  A function to calibrate the steering angle sensors straight ahead position. Set the wheels exactly directly straight ahead then run this function.

• Prime
  Ensure heater is off and ign is on.
• Test Routine
  The function will run correctly only with the engine running. Ensure the area is well ventilated.

• On demand self test for Hella
  Switching on the headlamps on for this test will help with visibility of headlamp movement. A built in self test routine that will drive the lamps and cause any faults to be logged.
• Levelling and swivelling motor test (non hella eg Denso)
  Switching on the headlamps on for this test will help with visibility of headlamp movement

• On demand self test
  Executing the on demand self test will cause the associated control module to run a pre-defined test which will cause any associated trouble codes to be logged if present.

• Front radar sensor calibration

Before running the function:
Make sure the vehicle is on level ground and that the forward looking sensor (front distance range sensor) levelling procedure has been carried out as detailed in the Workshop manual.
This application should not be carried out until the forward looking sensor (front distance range sensor) is known to be correctly leveled.

After running the function:
Make sure that the 'follow symbol' on the instrument pack is now flashing.
The 'follow symbol' should now be flashing, this indicates that the vehicle is in 'service alignment' and now requires a driving cycle.
The service alignment process measures the path of stationary targets such as street lights, railings, traffic signs, parked vehicles etc, and uses this data to correct for radar misalignment.
Alignment will complete more quickly when more suitable targets are seen.
The following recommendations will help:
- The speed must be above 30mph (50kph).
- Choose a road with plenty of metallic items to teh sides.
- Following vehicles too closely will obscure the stationary targets from the radar, so leave a time gap of at least 2 seconds.
- A straighter road will produce a quicker and better result, although the process will still operate on curved roads.
The time the module takes to align will vary, depending on the route, speed, number of targets, and individual module.

When the flashing 'follow symbol' lamp extinguishes, the system is correctly aligned.

To be fully functional the following still needs to be carried out:
- Stop the vehicle at the next available opportunity.
- Turn the ignition off and wait 15 seconds.
- Start the engine, once 15 seconds have elapsed.

Once complete, clear the systems fault code memory.

• Fuel prime After running the function
  Please start engine and allow to idle for 10 seconds. Once complete please turn ignition off.