SM0131 - 2005 ON RANGE ROVER CAN BUS NETWORK - System Help file
Version 1.26/1.27/1.28/1.29/1.30 (Dependant on the ECU)
SM131 - 2005 ON RANGE ROVER CAN BUS NETWORK - System Overview
The L322 Range Rover introduced in 2002 was originally full of BMW electronics, for which we have separate software modules. After being purchased by Ford however the company set about replacing these BMW systems with their own. The first changes occurred in the 2005 revamp of the model when the entire set of information and entertainment ECU's were replaced. The replacements are interconnected for data exchange by a fibre optic cable called a MOST BUS. This BUS is not connected to the diagnostic socket directly but through the Integrated Head Unit which acts as a gateway to a medium speed CAN BUS which is connected to the socket. To interface to some of the un replaced items such as the steering wheel switches, a special small gateway ECU was designed to work between the MOST BUS and the switches. In 2006 however, the changes went much further with a new instrument pack forming a gateway between two CAN busses as well as replacing the previous smaller gateways functionality and many other vehicle systems being replaced. Most notably the Petrol Engines were replaced together with their entire drive train and the electronics that go with it and the vehicle became a true hybrid mix of BMW technology doing some tasks while other ECU's all networked together by the CAN BUS did others. In 2007 in yet another revamp that even saw the dash board change and the TD6 Diesel engine was also replaced with the infamous V8 along with its drive train / electronics and even more systems were replaced or added such as Park Brake in the rest of the vehicle. These Systems in common with all later BUS based systems are so inter dependent that we provide them all together as one.

The following table shows the ECU's we understand to be fitted for each model year and the SM number for each. M = Mandatory fitment, O = Optional. Note 1. NAS Specification only. Note 2. Armoured Vehicles only.

System Name Group Name Module Code Communication Type Petrol Introduction to mid 2004 (2005MY), 2AXXXXXX to 4AXXXXXX Diesel Introduction to mid 2004 (2005MY), 2AXXXXXX to 4AXXXXXX Petrol Mid 2004 to Mid 2005 (2005MY), to vin 217200 Diesel Mid 2004 to Mid 2005 (2005MY), to vin 217200 Petrol Mid 2005 to mid 2006 (2006MY) to 239036 Diesel Mid 2005 to mid 2006 (2006MY) to 239036 Petrol Mid 2006 to Mid 2009 (2007/8/9MY) Diesel Mid 2006 to Mid 2009 (2007/8/9MY)
Bosch ME7.2 Petrol EMS SM046 DS2 M M
Bosch DDE4 TD6 Engine Management Diesel EMS SM073 KW2K O M M
GM3 BCU Body Control SM042 DS2 M M M M M M M M
Bosch DSC5.7 ABS / ETC SM045 DS2 M M M M M
EWS 3D Immobiliser Anti Theft SM044 DS2 M M M M
WABCO EAS Suspension SM048 DS2 M M M M
MRS4 Airbag Safety Restraint SM049 DS2 M M M M M M M M
BOSCH Auto Box GS8.60.1 Transmission SM051 DS2 M M
SIEMENS Auto Gearbox 1 (Diesel) Transmission SM075 DS2 M M M
SIEMENS Transfer Box Transmission SM050 KW2K M M M M M
HEVAC 2 Climate Control SM062 DS2 M M M M M M M M
WEBASTO Fuel Burning Heater Climate Control SM074 DS2 M M M M
IPAC Type 2 Instrumentation SM047 DS2 M M M M
Bi Xenon Headlights Lighting SM055 DS2 O O O O
Headlamp Levelling Lighting SM066 DS2 O O O O
Light Check Module Lighting SM058 DS2 M M M M M M M M
Digital Sound Processor Audio and Video SM057 DS2 O O
Multi-Information Display Audio and Video SM064 DS2 O O
Radio Audio and Video SM061 DS2 O O
Speech Recognition Audio and Video SM063 DS2 O O
Telephone Audio and Video SM059 DS2 O O
Multi-Function Display Unit (LCD) Audio and Video SM065 DS2 O O
Satellite Navigation Audio and Video SM067 DS2 O O
Television Module Audio and Video SM068 DS2 O O O O
Steering Angle Steering SM052 DS2 M M M M M
Steering Lock Steering SM053 DS2 M M M M M M M M
Steering Wheel Steering SM054 DS2 M M M M M M M M
Park Distance Control Driver Aid SM056 DS2 O O O O O O O O
Tyre Pressure Sensor Driver Aid SM070 DS2 O O O O
Memory Seats Other Systems SM060 DS2 O O O O O O O O
Rain Sensor Module Other Systems SM069 DS2 O O O O O O O O
Petrol Normally Aspirated V8 Petrol EMS SM131 HS CAN BUS M M
Petrol Supercharged V8 Petrol EMS SM131 HS CAN BUS M M
Diesel V8 Diesel EMS SM131 HS CAN BUS M
Vehicle Dynamics Control Module ABS / ETC SM131 HS CAN BUS M M M
Park Brake Module ABS / ETC SM131 HS CAN BUS M M M
Vehicle Immobiliser Module Anti Theft SM131 MS CAN BUS M M M M
Ride Level Module (EAS) Suspension SM131 HS CAN BUS M M O O
Restraints Control Module (Airbag) Safety Restraint SM131 HS CAN BUS M M
Occupant Classification System Safety Restraint SM131 HS CAN BUS O (note 1) O (note 1)
Transmission Control Module Transmission SM131 HS CAN BUS M O O
Transfer Case Control Module Transmission SM131 HS CAN BUS M M M
Rear Differential Control Module Transmission SM131 HS CAN BUS O O
Drivers Seat Climate Control Module Climate Control SM131 MS CAN BUS O O
Rear Ventilation & Heating Control Module Climate Control SM131 MS CAN BUS O O
Instrument Pack (Also CAN Gateway) Instrumentation SM131 HS / MS CAN BUS M M M M
Front Lighting Module Lighting SM131 HS CAN BUS O O O O
Audio Amplifier Module 1 (type 4) Audio and Video SM131 MOST BUS M M M M M M
Audio Control Module (Also MOST Gateway) Audio and Video SM131 MS CAN BUS / MOST BUS M M M M M M
Satellite Radio Module Audio and Video SM131 MOST BUS O O O O O O
Compact Disc Player Audio and Video SM131 MOST BUS M M M M M M
Front Electronics Module Audio and Video SM131 MOST BUS M M M M M M
Rear Electronics Module Audio and Video SM131 MOST BUS O O O O O O
Traffic Message Channel Module Audio and Video SM131 MOST BUS O O O O O O
Television Module Audio and Video SM131 MOST BUS O O O O O O
Telephone Audio and Video SM131 MOST BUS O O O O O O
Steering Angle Sensor Module Steering SM131 HS CAN BUS M M M
All Terrain Control Module Driver Aid SM131 HS CAN BUS O O
Tyre Pressure Monitor Driver Aid SM131 MS CAN BUS M (note2) M (note2) O O
Remote Driver Utility Module Other Systems SM131 MS CAN BUS O O O O
Gateway Module Other Systems SM131 MS CAN BUS M M M
Running Board Control Module Other Systems SM131 MS CAN BUS O O

SM131 - 2005/6/7 RANGE ROVER - Known Fitments
Vehicle makes, models and variants known or believed to be using this vehicle system, required diagnostic lead and degree of known compatibility.

Vehicle Make Vehicle Model Vehicle Variant Diagnostic Lead
Land Rover Range Rover 2005 to 2009 LD020/LD021

SM131 - 2005/6/7 RANGE ROVER - Physical Details

SM131 - 2005/6/7 RANGE ROVER - Diagnostic Capabilities (Read Fault Codes)

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.

SM131 - 2005/6/7 RANGE ROVER - Diagnostic Capabilities (Clear Fault Codes)
This function Clears all faults from the ECU memory and resets all counters. If a bus error has occurred or an ECU has been removed, it may be required to clear the fault memory of all ECU's on the vehicle.

SM131 - 2005/6/7 RANGE ROVER - Diagnostic Capabilities (Settings)

Standard Settings
The provided settings for nearly all of the Discovery 3 / LR3 / Range Rover Sport ECU's, comprise of about a dozen pieces of numerical information related to hardware and software versions, various manufacturers part numbers, the Vehicles VIN number and the Current Network status.

Flash Programming
Most of the ECU's on the Discovery 3 / LR3 / Range Rover Sport are flash programmable so they can be debugged and updated in the vehicle. To achieve this a seperate database utility called Flash File Loader can be called up from within the settings menu. This application helps select the files to be programmed into the respective vehicle ECU and also transfers them onto the Vehicle server ready for programming. The application has its own built in help file.

Car Configuration File (CCF) Settings
The Instrument Pack contains a very special block of Data called a Car Configuration File (CCF). This centralized block of data actually defines and sets the current configuration settings for just about all of the on board systems in the entire vehicle. The Data block is broken down into hundreds of individually configurable settings which are then shared across the vehicles CAN network in real time so all of the vehicles on board systems can know their own configuration and that of all other ECU's on the vehicles network. By using this single source of configuration setting data, there is no requirement to have any configuration settings held in each ECU, making replacement far simpler. There are also 2 copies of this data kept as back ups in the Body control and engine management ECU's should they be required and the Manufacturers IDS system also has a back up copy of the original "as Built" CCF data for every single vehicle manufactured by Ford / Land Rover etc, supplied on each DVD ROM update.

For convenience, the several hundred CCF settings have been broken down into smaller sections on the same page, and absolutely all of them can be changed at will. However due to the sheer volume of configuration settings, we strongly recommend that the first step for anyone is always to save the original settings and stick with the original values for anything you do not specifically want or need to change. Experimentation is of course possible but ultimately you are responsible for any changes you make and you must consider any possible negative effect on the vehicles operationally. So we would advise against things like changing the engine or transmission type unless you really have changed the engine or transmission.

Obviously it is possible to beneficially alter the way the vehicle works and functions in many cases and it is easy to add software only features / enhancements such as 4x4 info, Nav on Move, (Destination Entry on Move), Voice command etc. And of course the vehicle can be re configured to suit any physical additions. However in a lot of cases making changes in the CCF Configuration settings file may not have any visible or determinable effect on the vehicles functionality, this can be for a number of reasons.
  • 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.

In order to help identify which settings are typically changing within other examples of the same model, we have collated the settings values for a large cross section of Discovery 3's / LR3's / Range Rover Sport's and have highlighted all those settings that are known to differ from vehicle to vehicle. This is not a definitive selection however as many other setting may be functional, but by default, all vehicles are always set the same way. We have also added a percentage value to the end of each selection which shows approximately how many of the vehicles in our cross section selection were set to each of the possible values or options.

The settings for nearly all ECU's comprise of 11 pieces of numerical information related to hardware and software versioning, various manufacturers part numbers, Vin number and current Network status. However some of the Main ECU's also contain a very special block of Data called a CCF (Car Configuration File). This block of data defines the configuration for all systems in the entire vehicle. It is broken down into literally hundreds of configurable settings which are then shared across the vehicles CAN network in real time. By using this single source of configuration setting data, there is no requirement to have any configuration settings held in each ECU, making replacement far simpler. It is interesting to note that the Manufacturers IDS system has a back up copy of the original "as Built" CCF data for every single vehicle manufactured by them, supplied on each CD ROM. In this way the IDS system can, if the disk they have is later than the vehicle) compare the read from Vehicle CCF against the original and easily see any changes to the configuration. They can also restore the vehicle configuration back to "As Built". Sadly the Configuration file only holds settings for options in the vehicle that the manufacturer wishes to be available to it's dealers or other IDS owning users. Typically therefore it is still possible to alter some configuration of specific ECU's directly and go beyond the dealer possibilities. We intend to concentrate specifically in providing this sort of capability in the future. The CCF also contains a copy of the original LCS code which can be extracted to be used to configure the non networked legacy ECU's. The Instrument Pack also holds service interval data in resect of how many days, kilometres or litres of fuel to next service due reminder which is provided for reading and edit.

SII Settings
The Instrument Pack contains a function called the Service Interval Indicator which can remind the vehicle owner / driver when the vehicle requires a service or inspection. to accomplish this, it holds information in respect of, when the vehicle was last serviced, what the odometer reading was, and how many days, kilometres or litres of fuel are to be counted to next service required warning. The SII system can be configured in different ways to suit different markets and it can even be disabled completely.
Reset service interval can be done by manipulating the data in the settings page, or by selecting the function in Other. This function will use the default values and automatically calculate the days and mileage.<.br>
  • 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.

Air Suspension Settings
  • 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.

SM131 - 2005/6/7/8 RANGE ROVER - Diagnostic Capabilities (Inputs)
Real time live display of the information the electronic control unit of the selected vehicle system is currently deriving from its input sensors.

RIDE LEVEL MODULE - (This is divided into 2 sections)

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.

PETROL ENGINE MANAGEMENT - (This is divided into 4 sections)

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:

DIESEL ENGINE MANAGEMENT - (This is divided into 4 sections)

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):

ANTI-LOCK BRAKE SYSTEM - (This is divided into 2 sections)

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):

ADAPTIVE FRONT LIGHTING SYSTEM

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

REAR DIFFERENTIAL

  • 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 ANGLE
  • 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:

TRANSMISSION CONTROL MODULE - (This is divided into 3 sections)
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:

SM131 - 2005/6/7/8 RANGE ROVER - Diagnostic Capabilities (Outputs)
ELECTRONIC AIR SUSPENSION OUTPUTS

CAUTION : These features will cause the vehicle to move, please ensure adequate clearance and that no body can be harmed by movement of the vehicle before using them.
  • 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.

SM131 - 2005/6/7/8 RANGE ROVER - Diagnostic Capabilities (Other)
ELECTRONIC AIR SUSPENSION

CAUTION : These features will cause the vehicle to move, please ensure adequate clearance and that no body can be harmed by movement of the vehicle before using them.
  • 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.

TRANSFER CASE

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

PARK BRAKE MODULE

  • 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.

STEERING ANGLE SENSOR

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

ADAPTIVE FRONT LIGHT MODULE

  • 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.

REAR DIFFERENTIAL MODULE

  • 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.

PETROL SUPERCHARGED V8

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

Vehicle Immobiliser Module 1 (type 3)

  • Key learn Feature Now has ability to learn 1 new key and relearn up to 6 keys

Gateway module 1 (RR 2005)

  • Programming ECU Car Configuration data has Read/Write capability. Gateway module can be programmed

COMPACT DISK PLAYER -2009

  • Programming
    The ECU can now be programmed