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 4 / LR4 / 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 4 / LR4 / 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.

• 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.

• 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.

• 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.

• 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.

• 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.

• Reset Service Oil Interval
  This routine will reset service interval.

• Oil Service Dilution Reset
  This routine will reset the value of oil mass due to oil dilution and is required when the engine oil is changed.
• Water in Fuel Detection Reset
  This routine will reset the water in fuel detection.

• 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.

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.

• 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.

• Driver's/Passenger's Door Window Travel Calibration
  This routine learns the top position of the door window glass, which enables pinch protection and one touch up function.
  Make sure the driver's door and window glass are fully closed. This routine will power the window glass so make sure there are no objects that may interfere with the door glass calibration.