The functionality of this ECU in respect of its strategy for detecting faults follows a new standard known as ISO 14229 which far more sophisticated than any previous method.

The standard defines 2 byte usage for storing code values a third byte for a lookup of the nearly 100 fault causes (Sub Type information), open circuit, etc, another byte is broken into bits used to indicate the fault status, Intermittent, Lamp on etc. There are also a number of counters for each code to count fails and passes for each code, tests for the code, fails since code detected Etc. This Count keeping allows for faults or their status & request to be removed or downgraded after pre set passes first caused then to exists.

Finally there is the option and ability of each code test to store multiple sets of freeze frame data at 4 different points during the count up and fail procedure. The freeze frame data includes new and very useful items such as a distance (odometer) and time stamp in milliseconds.

One of the new status bits allocated to each possible code is a test state bit. This bit defines if the test allocated to any given code has been performed or not since the last time the fault memory was cleared. Technically, this means that after clearing the memory every single possible fault code is instantly listed with a status of not tested. Many will disappear straight away though as the tests are made, however some tests may require the vehicle to be driven or warmed up before their conditions for testing are valid.

This helps validate any fixes greatly because you can see that the state of the actual test for the fault. And rather than waiting to see if the fault re logs i.e. the test fails you actually get to see that the test passed.

To reduce the amount of text on the screen we have put buttons that only show any stored snap shot data for each fault on pressing and to more easily see the difference between Tested and Untested faults we have separated them into two distinct groups.

• Tested fault codes: 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: This function lists all the fault codes for the vehicle system that are related to self diagnostic tests which have not yet been ran. Unlike traditional fault code systems, where validating that a particular fault was no longer present in the system meant clearing the fault and then running the system in such a way as to hope that the conditions had been met sufficiently to have caused the system to run the relevant test to re log the fault if it was still present. This function actually lists those fault codes that have not been tested due to the conditions for the system to run the test and asses if that fault code should be logged due to a problem existing or passed and therefore not logging nor remaining on the untested list due to the fact that the fault has ran and the test passed.

• 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.

• Current Odometer (KM): This is the current odometer value stored in the Instrument pack which is stored in Kilometres. This may vary from the displayed value 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
• Current Odometer (Miles): This is a value derived directly from Current Odometer (KM) value and is converted to display here as Miles for convenience. This value is read only and so cannot be altered.
• SII service fuel consumption (litres): This is the amount of litres of fuel that can be consumed before the next service required warning event is triggered due to over limit for fuel usage. When the fuel usage SII feature is used and what value is assigned is controlled by the Instrument pack.
• SII consumed litre count: This is a count value showing the amount of litres of fuel that have been used since last service reset was performed. This value can be altered.
• SII service distance (km): This is the amount of Kilometres that can be travelled before the next service required warning is triggered due to over limit for distance travelled. The warning may trigger earlier however, by the amount of Kilometres set in the Service reminder Threshold (Km). When the distance elapsed SII feature is used and what value is assigned is controlled by the Instrument pack.
• SII service distance (Miles): This is a read only value which is calculated directly from the SII service distance (km), and is shown here only for convenience.
• Early alert limit (km): A value that when used in conjunction with the value shown in the SII elapsed days count plus this value is equal to or greater than the value in the SII service distance, a service reminder will appear after the ignition is switched on.
• Early alert limit (Miles): This is a value derived directly from the Early alert limit (km) value and is converted to display here as Miles for convenience. This value is read only and so cannot be altered.
• Last service (km): A read only copy of the Odometer value in Kilometres when the last service reset was performed.
• Last service (Miles): This is a read only value which is calculated directly from the Last service (km), and is shown here only for convenience.
• Last service odometer value (km): The odometer value when the last service was performed. This value can be adjusted.
• Last service odometer value (Miles): This is a read only value which is calculated directly from the Last service (km) and is shown here only for convenience.
• SII service time (days): 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 Service reminder Threshold (Days). This value is usually fixed by an IDS or other system according to a market lookup table and typically remains unchanged, but you can alter this figure as desired.
• SII elapsed days count: Amount of days elapsed since the last service reset, this can be altered as desired.
• Early alert limit (days): A value which when applied in conjunction with the SII elapsed days count value, the SII service time (days) and the SII Early Alert limit status, causes driver alerts to be issued whenever the ignition is switched on.
• Last service (days): Days elapsed since last periodic service reset.
• Last service type: shows if the last service type was an Oil Change, Inspection or periodic.
• SII Driver Alerts: Indicates if the service interval early warning function is enabled or disabled. Acts like a master on off switch to the entire SII / Service Interval Indicator system.
• 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:
• Accelerator Pedal Position E:
• 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):

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:

• 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):

• 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:
• 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:

• 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 run without chance to rest and cool to normal operating temperature.

• 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.

• 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.

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

• On demand self test for Hella
  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.

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