Understanding your vehicle’s health is crucial for maintenance and repair. Modern cars are equipped with sophisticated onboard diagnostic systems, and accessing live data is key to pinpointing issues and monitoring performance. With a BlueDriver OBD2 scanner, you can tap into a wealth of real-time information. This guide provides a comprehensive overview of the standard OBDII live data parameters accessible using BlueDriver, empowering you to understand your car like never before.
While BlueDriver offers extensive capabilities, it’s important to remember that actual support for specific data points can vary depending on your vehicle’s year, make, and model. To ensure compatibility and discover exactly what your vehicle supports, utilize the BlueDriver Compatibility Tool.
Vehicle Operation Parameters
Monitoring vehicle operation parameters provides fundamental insights into your engine’s behavior and overall vehicle performance. These data points cover essential aspects from engine speed to throttle position, giving you a real-time view under the hood.
Engine RPM
Description: Engine Revolutions Per Minute (RPM) indicates how fast your engine’s crankshaft is rotating. This is a fundamental parameter reflecting engine speed and is crucial for diagnosing idle issues, misfires, and performance problems.
Vehicle Speed
Description: Vehicle speed, measured in miles per hour (MPH) or kilometers per hour (km/h), is a straightforward parameter showing your car’s current speed. Discrepancies between this reading and your speedometer might indicate sensor issues or problems with the vehicle’s speed monitoring system.
Engine Coolant Temperature
Description: Engine Coolant Temperature (ECT) is vital for engine health. It measures the temperature of the coolant, typically at the cylinder head or before the radiator. Some vehicles may have a second coolant temperature sensor (ECT 2), potentially located at the thermostat outlet. Consult your vehicle’s factory manual or parts diagram for specific sensor locations. Monitoring ECT helps diagnose overheating, thermostat issues, and cooling system malfunctions.
Engine Oil Temperature
Description: Engine Oil Temperature reflects the temperature of your engine oil. The sensor’s location varies by vehicle, often near the oil filter. This parameter is crucial for understanding engine lubrication and thermal stress, especially under demanding driving conditions. High oil temperatures can indicate potential lubrication issues or engine overheating.
Ambient Air Temperature
Description: Ambient Air Temperature measures the air temperature surrounding your vehicle. Typically, this reading will be slightly lower than the intake air temperature. This parameter is useful for understanding the environment in which your engine is operating and can affect engine performance calculations.
Barometric Pressure
Description: Barometric Pressure, also known as atmospheric pressure, is the local ambient pressure around your vehicle. It’s displayed as an absolute value. Standard atmospheric pressure is approximately 101.3 kPa or 14.7 psi at sea level, but this value varies with altitude and weather conditions. Monitoring barometric pressure can be important for diagnosing altitude-related performance issues and ensuring accurate sensor readings.
Accelerator Pedal Position
Description: Accelerator Pedal Position indicates the driver’s input, showing the position of the accelerator pedal. There can be up to three sensors:
- Accelerator Pedal Position D (Sensor #1)
- Accelerator Pedal Position E (Sensor #2)
- Accelerator Pedal Position F (Sensor #3)
These multiple sensors enhance accuracy and redundancy in throttle control systems.
Relative Accelerator Pedal Position
Description: Relative Accelerator Pedal Position is the accelerator pedal position adjusted for the vehicle’s learned behavior over time. Due to scaling and adaptive learning, it might not always report 100% when the pedal is fully depressed. This value might also be an average of multiple position sensors (D, E, F) and reflects the vehicle’s interpretation of driver demand based on past driving patterns.
Commanded Throttle Actuator
Description: Commanded Throttle Actuator represents the throttle position requested by the Engine Control Module (ECM) based on the accelerator pedal position. This parameter shows the ECM’s intended throttle opening, which can be compared to the actual throttle position to diagnose control issues.
Relative Throttle Position
Description: Relative Throttle Position indicates the throttle position relative to the “learned” or “adapted” closed position. Throttle behavior can change over time due to carbon buildup or other factors. Some vehicles monitor and adjust for these changes. For instance, carbon buildup might cause a 5% absolute throttle position reading when “fully closed,” while the relative position correctly reads 0%.
Absolute Throttle Position
Description: Absolute Throttle Position shows how “open” the throttle is, with 0% being completely closed and 100% fully open. Vehicles may have up to four throttle position sensors:
- TPS A/1 (Throttle Position Sensor)
- TPS B/2
- TPS C/3
- TPS D/4
These sensors provide precise throttle position data for optimal engine control.
Control Module Voltage
Description: Control Module Voltage reflects the input voltage at the Engine Control Module (ECM). With the engine off and ignition on, it shows battery voltage. With the engine running, it indicates alternator voltage. Monitoring this parameter helps diagnose electrical system issues, battery health, and alternator performance.
Hybrid Battery Pack Remaining Life
Description: Hybrid Battery Pack Remaining Life, also known as State of Charge (SOC), indicates the total charge percentage remaining in a hybrid vehicle’s battery pack. Standard OBDII data does not provide individual cell data. This parameter is crucial for monitoring the health and charge status of hybrid batteries.
Hybrid/EV Vehicle System Status
Description: Hybrid/EV Vehicle System Status reports various parameters for hybrid and electric vehicles:
- Hybrid/EV Charging State: Indicates “Charge Sustaining Mode” (CSM – maintaining constant SOC) or “Charge Depletion Mode” (CDM – targeting a lower SOC). Non-PHEVs will always show CSM.
- Hybrid/EV Battery Voltage: Battery voltage ranging from 0 to 1024V.
- Hybrid/EV Battery Current: Battery current ranging from -3300 to 3300 Amps. A negative value indicates battery charging.
Calculated Engine Load Value
Description: Calculated Engine Load Value represents the current percentage of maximum available engine torque being produced. 100% load is at Wide Open Throttle (WOT), and 0% when the engine is off but the key is on. This parameter indicates how hard the engine is working.
Absolute Load Value
Description: Absolute Load Value is a normalized value representing the air mass intake per intake stroke as a percentage. It’s calculated as: (mass of air in grams per intake stroke) / (mass of air per intake stroke at 100% throttle at standard temperature and pressure). Naturally aspirated engines typically range from 0 to 95%, while turbo/supercharged engines can reach up to 400%. This parameter provides a more refined measure of engine load compared to Calculated Engine Load.
Driver’s Demand Engine – Percent Torque
Description: Driver’s Demand Engine – Percent Torque indicates the percentage of maximum available engine torque requested by the ECM based on:
- Accelerator pedal position
- Cruise control
- Transmission
External factors like traction control and ABS do not influence this value, representing the raw torque demand from the driver and basic vehicle systems.
Actual Engine – Percent Torque
Description: Actual Engine – Percent Torque, also known as Indicated Torque, displays the current percentage of total available engine torque. It includes net brake torque and “friction” torque required to run the engine at no load. This parameter reflects the real-time torque output of the engine, accounting for internal losses.
Engine Friction – Percent Torque
Description: Engine Friction – Percent Torque represents the percentage of maximum engine torque needed to run a fully equipped engine at no load. This includes internal engine components, fuel, oil, water pump, air intake, exhaust, alternator, and emissions control equipment. It excludes power steering, vacuum pumps, AC compressors, braking systems, and active suspension systems. This parameter helps understand internal engine losses.
Engine Reference Torque
Description: Engine Reference Torque is the factory-set torque rating of the engine. It is considered the 100% value for parameters like “Actual Engine Percent Torque.” This value is static and does not reflect changes due to wear, aging, or aftermarket modifications.
Engine Percent Torque Data
Description: Engine Percent Torque Data is used when vehicle or environmental conditions can change the reference torque. For example, at high altitude, different fuel mapping might reduce total available torque. Up to five different maximum torque ratings can be specified, numbered 1 through 5. This datapoint indicates potential changes in maximum torque but doesn’t specify the reason; a factory manual may be needed to interpret each mapping.
Auxiliary Input/Output
Description: Auxiliary Input/Output is a composite datapoint reporting various statuses (vehicle dependent):
- Power Take Off Status: On or Off
- Automatic Transmission Status: Park/Neutral or Drive/Reverse
- Manual Transmission Neutral Status: Neutral/Clutch In or In Gear
- Glow Plug Lamp Status: Indicator On or Off
- Recommended Transmission Gear: 1 through 15
Support for this parameter is uncommon; transmission status is often found in enhanced live data.
Exhaust Gas Temperature (EGT)
Description: Exhaust Gas Temperature (EGT) parameters vary depending on the vehicle and may include sensors at different locations for each exhaust bank:
- Sensor #1 – Post-turbo
- Sensor #2 – Post-catalytic converter
- Sensor #3 – Post-Diesel Particulate Filter (DPF)
- Sensor #4 – Location varies, possibly after NOx control equipment.
Refer to your factory manual for exact measurement points as configurations differ. Monitoring EGT is critical for turbocharger and emissions system health.
Engine Exhaust Flow Rate
Description: Engine Exhaust Flow Rate measures the exhaust flow rate in kg/hr or lbs/hr upstream of the aftertreatment system, averaged over the last 1000ms. This parameter is useful for diagnosing exhaust system restrictions and monitoring engine performance.
Exhaust Pressure
Description: Exhaust Pressure is displayed as an absolute pressure value. Engine off, it should read roughly ambient atmospheric pressure. Depending on configuration, it might report data from one or two exhaust banks. Consult your factory manual for sensor locations. Monitoring exhaust pressure can help identify exhaust restrictions or leaks.
Manifold Surface Temperature
Description: Manifold Surface Temperature measures the temperature at the outer surface of the exhaust manifold. This parameter can indicate potential exhaust system overheating or catalytic converter issues.
Timing Advance for #1 cylinder
Description: Timing Advance for #1 cylinder is the angle (in degrees) of crankshaft rotation before Top Dead Center (BTDC) when the spark plug for cylinder #1 starts to fire. A negative value indicates firing after TDC, while a positive value is before TDC. Ignition timing is crucial for engine performance and efficiency.
Engine Run Time
Description: Engine Run Time reports several time-related parameters:
- Total engine run time in seconds.
- Total engine idle time in seconds. Idle is defined by no throttle input, RPM less than 150 rpm below warmed-up idle, inactive PTO, and vehicle speed less than 1 mph or engine RPM less than 200 rpm above normal warmed-up idle.
- Total run time with PTO engaged (if equipped).
Run Time Since Engine Start
Description: Run Time Since Engine Start is the elapsed time in seconds since the engine was last started. This is a simple parameter for tracking duration of current engine operation.
Time Run with MIL On
Description: Time Run with MIL On is the engine run time since the Check Engine Light (MIL) was activated after a code was thrown. It stops increasing at 65,535 minutes (roughly 45 engine-days). On hybrids or vehicles with start/stop, this timer continues with ignition on, engine running or not. This parameter helps gauge the duration of operation with an active fault.
Distance Traveled while MIL is Activated
Description: Distance Traveled while MIL is Activated is the distance driven since the Check Engine Light last illuminated. It resets when codes are cleared or the battery is disconnected. This parameter helps assess the distance covered with an active fault.
Time since Trouble Codes Cleared
Description: Time since Trouble Codes Cleared is the engine run time since codes were last cleared (scan tool or battery disconnect). It stops at 65,535 minutes. On hybrids/start-stop vehicles, it continues with ignition on. This parameter tracks time elapsed since the last code clearing event.
Distance Traveled Since Codes Cleared
Description: Distance Traveled Since Codes Cleared is the distance traveled since engine codes were cleared (scan tool or battery disconnect). Clearing non-engine codes (e.g., ABS) does not reset this value. This parameter tracks distance covered since the last engine-related code clearing.
Warm-ups Since Codes Cleared
Description: Warm-ups Since Codes Cleared is the number of engine warm-up cycles since codes were last cleared. A warm-up cycle is defined as coolant temperature increasing at least 22°C/40°F after startup and reaching at least 70°C/170°F (or 60°C/140°F for diesel). The counter stops at 255. Clearing non-engine codes does not reset this value. This parameter helps track warm-up cycles post-code clearing, relevant for emissions readiness checks.
Fuel & Air Data
Fuel and air parameters are essential for understanding engine combustion and efficiency. These data points cover fuel system status, oxygen sensor readings, fuel trim, air flow, and pressure measurements, providing detailed insights into the air-fuel mixture and fuel delivery.
Fuel System Status
Description: Fuel System Status indicates whether your vehicle is running in “open” or “closed” loop mode.
- Open loop: ECM uses pre-programmed air-fuel ratios.
- Closed loop: ECM uses O2 sensor feedback to adjust air-fuel ratio, preventing lean (too much air) or rich (too much fuel) conditions.
This parameter reports status for two fuel systems (A & B), representing distinct systems (e.g., CNG & diesel) on one vehicle, not bank numbers. Most passenger vehicles have only one fuel system; system B will typically always report as open loop.
Oxygen Sensor Voltage
Description: Oxygen Sensor Voltage (O2 sensor voltage). Refer to resources like “How are O2 Sensors Displayed?” and Walker’s O2 Sensor Training Guide for interpretation. O2 sensor voltage is crucial for diagnosing air-fuel mixture issues and catalytic converter efficiency.
Oxygen Sensor Equivalence Ratio
Description: Oxygen Sensor Equivalence Ratio, also known as Lambda (λ). Refer to “How are O2 Sensors Displayed?” for interpretation. Lambda values indicate the air-fuel mixture ratio relative to stoichiometry (λ=1 is stoichiometric, λ>1 is lean, λ<1 is rich).
Oxygen Sensor Current
Description: Oxygen Sensor Current is similar to O2 sensor voltage.
- 0mA: balanced air-fuel ratio.
- Positive current: lean mixture.
- Negative current: rich mixture.
This parameter provides another perspective on air-fuel mixture conditions.
Short Term Fuel Trim
Description: Short Term Fuel Trim (STFT) is the fuel injection rate adjustment based on rapidly changing data from O2 sensors.
- Negative trim: rich condition (less fuel needed).
- Positive trim: lean condition (more fuel needed).
- Bank number: engine side.
- Sensor 1 vs Sensor 2: pre (#1) and post (#2) catalytic converter sensors.
STFT works with Long Term Fuel Trim (LTFT) for net injection rate correction. Post-cat sensor fuel trim may not be used on many vehicles and might display as 99.2%.
Long Term Fuel Trim
Description: Long Term Fuel Trim (LTFT) is similar to STFT but reacts slower and represents the vehicle’s “learned” behavior over time.
- Bank 1 vs Bank 2: engine side.
- Sensor 1 vs Sensor 2: pre (#1) and post (#2) catalytic converter sensors.
Like STFT, post-cat sensor fuel trim might display as 99.2% on some vehicles. LTFT compensates for long-term changes in engine operation.
Commanded Equivalence Ratio
Description: Commanded Equivalence Ratio is the fuel-air ratio requested by the ECM, displayed as a lambda (λ) value (>1 lean, <1 rich, ~1 ideal).
- Vehicles with wide-range O2 sensors: displayed in open & closed loop.
- Vehicles with conventional O2 sensors: displayed in open loop; 1.0 in closed loop.
This parameter shows the ECM’s target air-fuel ratio.
Mass Air Flow Rate
Description: Mass Air Flow (MAF) Rate is the flow rate of air through the intake in g/s or lb/min. On turbocharged vehicles, the MAF sensor is upstream of the turbocharger. MAF readings are crucial for calculating air intake volume and diagnosing air flow restrictions or leaks.
Intake Air Temperature
Description: Intake Air Temperature (IAT) is the temperature of air entering the intake. Turbocharged vehicles may have two IAT sensors: #1 before the turbo and #2 after the turbo. Some configurations have two intake tracts, reporting data for banks 1 and 2. IAT should be slightly above ambient air temperature in normal operation.
Intake Manifold Absolute Pressure
Description: Intake Manifold Absolute Pressure (MAP) is the pressure inside the intake manifold. For turbocharged applications, it’s pressure after the turbo/intercooler.
- At engine idle: slightly lower than ambient pressure (vacuum).
- Key on/engine off: ambient/atmospheric pressure.
- When running: total pressure (subtract atmospheric value for gauge pressure).
MAP readings are critical for understanding engine vacuum and boost pressure in forced induction systems.
Fuel Pressure (Gauge)
Description: Fuel Pressure (Gauge) is the fuel pressure value, displayed as a gauge value (0 indicates atmospheric pressure). This parameter provides a direct reading of fuel pressure in the system.
Fuel Rail Pressure
Description: Fuel Rail Pressure is the pressure in the fuel rail, displayed as a gauge value (0 psi/kPa is atmospheric pressure). Monitoring fuel rail pressure is vital for diagnosing fuel delivery issues, especially in modern fuel injection systems.
Fuel Rail Pressure (Absolute)
Description: Fuel Rail Pressure (Absolute) is the pressure in the fuel rail, displayed as an absolute pressure value. When the fuel rail is not pressurized, it reads ambient pressure (roughly 14.7 psi or 101.3 kPa). This absolute reading gives a true pressure value independent of atmospheric pressure.
Fuel Rail Pressure (relative to manifold vacuum)
Description: Fuel Rail Pressure (relative to manifold vacuum) is the fuel pressure value relative to the intake manifold pressure. This parameter is useful for understanding fuel pressure changes in relation to manifold pressure fluctuations.
Alcohol Fuel %
Description: Alcohol Fuel % is the ethanol/alcohol content measured by the engine computer as a percentage. E85 blend would show 85%. This parameter is important for flex-fuel vehicles and diagnosing fuel composition issues.
Fuel Level Input
Description: Fuel Level Input is the percentage of maximum fuel tank capacity. This is a basic but essential parameter for monitoring fuel levels.
Engine Fuel Rate
Description: Engine Fuel Rate is the near-instantaneous fuel consumption rate, in Liters or Gallons per hour. Calculated by the ECM using fuel volume over the last 1000 ms. Does not include fuel used by diesel aftertreatment systems. This parameter provides real-time fuel consumption data.
Cylinder Fuel Rate
Description: Cylinder Fuel Rate is the calculated amount of fuel injected per cylinder during the most recent intake stroke, in mg/stroke. This parameter provides detailed fuel injection data at the cylinder level.
Fuel System Percentage Use
Description: Fuel System Percentage Use displays the % of total fuel usage for each cylinder bank (up to four banks). It can also show data for two separate fuel systems (e.g., diesel & CNG) if supported. This parameter helps understand fuel distribution across engine banks.
Fuel Injection Timing
Description: Fuel Injection Timing is the angle (in degrees) of crankshaft rotation BTDC when the fuel injector starts operating. Positive angle: injection before TDC; negative angle: injection after TDC. Fuel injection timing is critical for engine performance and emissions.
Fuel System Control
Description: Fuel System Control reports status information for diesel fuel systems (1 & 2):
- Fuel pressure control: Closed or open loop.
- Fuel injection quantity: Closed or open loop.
- Fuel injection timing: Closed or open loop.
- Idle fuel balance/contribution: Closed or open loop.
Closed loop indicates sensor feedback usage for fine-tuning. System 2 may not be used on most vehicles.
Fuel Pressure Control System
Description: Fuel Pressure Control System displays data for up to two fuel rails:
- Commanded rail pressure
- Actual rail pressure
- Temperature
Pressure is gauge pressure (0 is atmospheric). Refer to factory manual for sensor locations. This parameter offers detailed insight into fuel rail pressure control.
Injection Pressure Control System
Description: Injection Pressure Control System (ICP) is used in some diesels with oil-actuated fuel injection. It monitors oil pressure in the high-pressure oil system that controls fuel injection. Depending on the vehicle, it displays:
- Commanded Control Pressure Rail A
- Actual Pressure Rail A
- Commanded Control Pressure Rail B
- Actual Pressure Rail B
Boost Pressure Control
Description: Boost Pressure Control displays data for one or two turbochargers:
- ECM commanded boost pressure
- Actual boost pressure
All data is in absolute pressure. Gauge pressure is absolute pressure minus atmospheric pressure (e.g., 24.7 psi absolute is 10 psi gauge). At idle, it reads ambient pressure. Also reports boost control system operating mode:
- Open Loop: No sensor feedback, no faults.
- Closed Loop: Sensor feedback used, no faults.
- Fault Present: Boost data unreliable.
Turbocharger RPM
Description: Turbocharger RPM is the measured turbine RPM of one or both turbos. Max value 655,350 rpm; adjust graph range for monitoring. High turbo RPM is crucial for boost generation.
Turbocharger Temperature
Description: Turbocharger Temperature reports data for one or two turbos:
- Compressor inlet temperature (pre-turbo)
- Compressor outlet temperature (post-turbo, much higher)
- Turbine inlet temperature (pre-turbine exhaust temp)
- Turbine outlet temperature (post-turbine exhaust temp)
Charge air temperatures range -40 to 215°C; exhaust temperatures -40 to 6513.5°C. Monitoring turbo temperatures is vital for turbocharger health.
Turbocharger Compressor Inlet Pressure Sensor
Description: Turbocharger Compressor Inlet Pressure Sensor measures pressure at the turbocharger inlet for one or two turbos. Absolute pressure value; ~14.7 psi / 101.3 kPa is atmospheric pressure. This parameter can help diagnose inlet restrictions.
Variable Geometry Turbo (VGT) Control
Description: Variable Geometry Turbo (VGT) Control is used in turbos with adjustable vanes to control exhaust flow and boost. VGT parameter displays:
- Commanded VGT Position (vane position requested by vehicle)
- Actual VGT Vane Position
- VGT Control Status: Closed/Open Loop, or Fault State (unreliable data).
0% vane position is max bypass; 100% redirects max exhaust gas for boost.
Wastegate Control
Description: Wastegate Control manages boost pressure by bypassing exhaust gas around the turbo. For electronic wastegate systems, it reports:
- Commanded wastegate position (0% fully closed, 100% max bypass)
- Actual wastegate position (0% to 100%)
Charge Air Cooler Temperature (CACT)
Description: Charge Air Cooler Temperature (CACT) reports intercooler air charge temperature for turbocharged vehicles with up to four sensors:
- Bank 1 Sensor 1
- Bank 1 Sensor 2
- Bank 2 Sensor 1
- Bank 2 Sensor 2
SAE/OBDII standard does not specify sensor mapping; refer to factory manual for locations. Monitoring CACT is crucial for intercooler efficiency and intake air density.
Emissions Control
Emissions control parameters are critical for monitoring your vehicle’s environmental performance and ensuring compliance with emission standards. These data points cover EGR system operation, EVAP system status, catalytic converter temperature, diesel aftertreatment systems (DPF, DEF, SCR), and NOx control.
Commanded EGR
Description: Commanded EGR is how open the Exhaust Gas Recirculation (EGR) valve should be, as requested by the engine computer (0% fully closed, 100% fully open). EGR reduces NOx emissions by recirculating exhaust gas into the intake.
EGR Error
Description: EGR Error is the percent difference between commanded and actual EGR valve opening.
Special Note: If commanded EGR is 0%, EGR error reads:
- 0% if actual EGR is also 0%.
- 99.2% if actual EGR is not 0%, indicating “undefined” or not applicable.
EGR error is calculated as (actual – commanded) / commanded. A commanded value of 0% leads to division by zero in the calculation, hence the 99.2% undefined reading.
Commanded Diesel Intake Air Flow Control
Description: Commanded Diesel Intake Air Flow Control, also known as EGR Throttle. Some newer diesels use a throttle plate to create intake vacuum for EGR. This parameter displays:
- Commanded position of intake air flow throttle plate (closed to 100% open)
- Actual position of EGR throttle
- Commanded position of secondary EGR throttle (if fitted)
- Actual position of secondary EGR throttle
Exhaust Gas Recirculation Temperature
Description: Exhaust Gas Recirculation Temperature reports up to four EGR temperature values:
- EGRTA – Bank 1 Pre-Cooler
- EGRTB – Bank 1 Post-Cooler
- EGRTC – Bank 2 Pre-Cooler
- EGRTD – Bank 2 Post-Cooler
Monitoring EGR temperatures helps diagnose EGR system efficiency and cooler performance.
EVAP System Vapor Pressure
Description: EVAP System Vapor Pressure is the gauge pressure of the Evaporative Emission Control (EVAP) system, measured from a sensor in the fuel tank or EVAP line. Refer to your factory manual for sensor location. EVAP system pressure monitoring is crucial for diagnosing fuel vapor leaks.
Absolute Evap System Vapor Pressure
Description: Absolute Evap System Vapor Pressure is the absolute pressure of the EVAP system, measured similarly to EVAP System Vapor Pressure. Absolute pressure reading; ~14.7 psi or 101.3 kPa indicates 0 gauge pressure.
Commanded Evaporative Purge
Description: Commanded Evaporative Purge is the EVAP purge flow rate requested by the engine computer (0% fully closed – 100% maximum). EVAP purge control is essential for managing fuel vapor emissions.
Catalyst Temperature
Description: Catalyst Temperature is the temperature of the catalytic converter.
- Bank # indicates engine side.
- Sensor # indicates pre (#1) or post (#2) catalytic converter sensor.
Monitoring catalyst temperature is crucial for catalytic converter efficiency and preventing overheating.
Diesel Aftertreatment Status
Description: Diesel Aftertreatment Status reports on the Diesel Particulate Filter (DPF) and NOx adsorber systems. DPF regeneration burns off accumulated soot. Regeneration can be passive, active (fuel injection), or forced (scan tool). NOx adsorber regeneration uses reductants to trap and remove NOx. Desulferization removes SOx buildup. This parameter displays:
- Current DPF Regeneration Status: Active/Not Active
- Current DPF Regeneration Type: Passive/Active
- NOx Adsorber Regen Status: Active/Not Active
- NOx Adsorber Desulferization Status: Active/Not Active
- Normalized Trigger for DPF Regen: Percentage until next regen (0% just completed, 100% about to start)
- Average Time Between DPF Regens: Exponential weighted moving average over last 6 regens
- Average Distance Between DPF Regens: Exponential weighted moving average over last 6 regens
Diesel Exhaust Fluid Sensor Data
Description: Diesel Exhaust Fluid (DEF) Sensor Data reports:
- DEF Type: Urea too high, Urea too low, Straight diesel, Proper DEF, Sensor fault
- DEF Concentration: Urea concentration (~32.5% for proper DEF)
- DEF Tank Temperature
- DEF Tank Level: May not be progressively changing; see “NOx Control System.”
Diesel Particulate Filter (DPF)
Description: Diesel Particulate Filter (DPF) parameters:
- Inlet pressure
- Outlet pressure
- Differential pressure across the filter
Increased differential pressure indicates soot accumulation and potential regeneration event. Bank 1 vs 2 indicates engine side.
Diesel Particulate Filter (DPF) Temperature
Description: Diesel Particulate Filter (DPF) Temperature reports for each exhaust bank:
- Inlet temperature
- Outlet temperature
Bank 1 vs 2 indicates engine side.
NOx Sensor
Description: NOx Sensor is a hybrid parameter reporting NOx concentration in ppm for:
- Bank 1 Sensor 1
- Bank 1 Sensor 2
- Bank 2 Sensor 1
- Bank 2 Sensor 2
Bank # indicates engine side; Sensor number indicates before (#1) or after (#2) NOx adsorber system.
NOx Control System
Description: NOx Control System reports data on the NOx adsorption system:
- Average Reagent Consumption Rate: Over previous 48 hours run time or last 15L consumed. 0 when key on, engine off.
- Average Demanded Consumption Rate: ECM commanded rate, same calculation period. 0 when key on, engine off.
- Reagent Tank Level: 0 to 100%. May not be progressive; may only show specific levels (e.g., full, low, empty) with averaged values in between.
- NOx Warning Indicator Time: Engine run time in seconds since NOx/SCR (DEF etc.) warning light activated. Max 136 years. Resets if light goes off or after 9600 engine-hours without light.
NOx Sensor Corrected Data
Description: NOx Sensor Corrected Data is NOx concentration in PPM, including learned adjustments and offsets for sensor accuracy.
NOx NTE Control Area Status
Description: NOx “not to exceed control area” (NTE) status. NTE is an engine operation range for emissions testing against NOx limits. Manufacturers may have “carve-out areas” exempted from NTE limits. This parameter displays:
- Vehicle operating inside or outside NOx control area
- Vehicle operating inside manufacturer “carve-out” region
- NTE-related deficiency within NOx operating control area
PM Sensor Bank 1 & 2
Description: PM Sensor Bank 1 & 2 reports for each bank:
- Particulate matter sensor active: yes/no
- Particulate matter sensor regenerating: yes/no
- Particulate matter sensor value: 0% (clean) to 100% (regen required)
Particulate Matter (PM) Sensor
Description: Particulate Matter (PM) Sensor measures soot concentration in mg/m3 for banks 1 & 2.
PM NTE Control Area Status
Description: PM “not to exceed control area” (NTE) status, similar to NOx NTE. NTE for particulate matter emissions. Displays:
- Vehicle operating inside or outside PM control area
- Vehicle operating inside manufacturer “carve-out” region
- NTE-related deficiency within PM operating control area
SCR Inducement System
Description: SCR Inducement System relates to Selective Catalytic Reduction (SCR) on diesel engines to reduce NOx using a catalyst and reductant (DEF/urea). Inducement strategies alert drivers to SCR system issues via dash lights, messages, or functional restrictions (torque reduction, limp mode, speed limiter). Triggered by:
- Low reagent level
- Incorrect reagent
- Abnormal reagent consumption
- Excessive NOx emissions
This parameter reports current SCR inducement status (on/off) and reasons. Also shows occurrences in past 10,000 km blocks up to 40,000 km and distance traveled with inducement active in each block (vehicle dependent).
NOx Warning And Inducement System
Description: NOx Warning And Inducement System reports on warning/inducement levels (see SCR Inducement System). Three levels:
- Level 1: Low severity (minor torque reduction)
- Level 2: Medium severity (limp mode)
- Level 3: Severe (engine shutdown)
Each level reports status:
- Inactive
- Enabled, but not active (triggered, not yet effective)
- Active
- Not supported
Also reports total engine hours for:
- Incorrect reagent used
- Incorrect reagent consumption rate
- Reagent dosing interrupted (AECD)
- Active DTC for incorrect EGR operation
- Active DTC for incorrect NOx control equipment operation
Engine Run Time for AECD
Description: Engine Run Time for AECD (“Emissions Increasing Auxiliary Emissions Control Device”). AECD is a permitted system that can disable emissions controls under specific conditions (e.g., engine protection, emergency situations). Displays total time each AECD was active. Factory manual needed for AECD specifics. Each AECD may have one or two timers:
- One timer: TIME1 = total run time AECD active; TIME2 = max value “not used.”
- Two timers: TIME1 = run time with AECD inhibiting up to 75% emissions control; TIME2 = run time beyond 75% inhibition.
Timers are not reset by scan tools or battery disconnect.
