OBD-II Diagnostic

ScanTool
User Guide

Version 9

Copyright 2002 - 2010 AutoEnginuity, L.L.C. All rights reserved

The software described in this document is furnished under
license agreement. The software may be used or copied only in
accordance with the terms of the agreement. It is against the law
to copy software except as specifically allowed in the license
agreement.
This material is copyright and any unauthorized reproduction or
transmission in any form or by any means, electronic or
mechanical, including photocopying and recording, in whole or in
part, without written consent of AutoEnginuity, L.L.C., is
expressly prohibited. Any unauthorized reproduction or
transmission is illegal and a violation of Title 17 of the United
States Code. Civil and criminal punishments can and will be
applied to the maximum extent of the law.
Portions copyright General Motors Corporation.
Portions copyright Ford Motor Company.
Portions copyright Nissan Motor Company, Ltd.
Limitation of Liability
The material and information contained within this User Guide is
subject to change without notice. AutoEnginuity, L.L.C., makes
no warranty, express or implied, and shall not be liable for any
errors or for incidental or consequential damages in connection
with the use of the instructions or examples herein.
Trademark References
AutoEnginuity and Dashtop are trademarks of AutoEnginuity,
L.L.C. All other trademarks and registered trademarks are
proprietary to their respective manufacturers.
AutoEnginuity, L.L.C.
Mesa, AZ
1-480-827-TOOL
www.autoenginuity.com

TABLE OF CONTENTS
Welcome .............................................................................................................. 1
OBD-II History................................................................................................ 2 - 4
Section I: Installation
Minimum Requirements ........................................................................................ 5
Installation Instructions..................................................................................... 5 - 8
Section II: Using the Software
Connecting to the Vehicle .............................................................................. 9 - 16
Communications Configuration
11 - 15
Vehicle Selection ............................................................................... 16 - 19
Diagnostic Trouble Codes ................................................................ 20 - 25
DTC Library ...................................................................................... 25, 26
Clear
26, 27
Since MIL Activated/Cleared
27
Retrieve Additional DTC Types
27, 28
Create Report.................................................................................... 28 - 30
Refresh..................................................................................................... 30
Live Data Meter ............................................................................................ 31 - 33
Live Data Graph ........................................................................................... 34 - 36
Live Data Grid .............................................................................................. 37 - 40
Sensor Configuration ................................................................................... 41 - 44
O2 Sensors .................................................................................................. 45 - 48
Fuel System Status ............................................................................ 45, 36
Oxygen Sensor Test Results ............................................................. 47 - 48
Test OnBoard Systems ................................................................................. 49, 50
Automated System Tests.................................................................... 49, 50
Actuation ...................................................................................................... 51, 52
OnBoard System Results ............................................................................ 53 - 60
Continuously and Non-Continuously Monitored Systems ................. 53 - 55
General Systems Status........................................................................... 56
Monitored Test Results (Mode 6) ....................................................... 56, 57
Create Report.................................................................................... 57 - 60
Refresh..................................................................................................... 60
Data Logging ................................................................................................ 61 - 67
Pause ....................................................................................................... 62
Stop .......................................................................................................... 62
Playback............................................................................................ 62 - 64
Record............................................................................................... 65 - 66
Data Logging Settings ....................................................................... 66 - 68
Customize Display ........................................................................................ 69, 70
Saved Session .............................................................................................. 71, 72
Settings ............................................................................................................... 73
Vehicle Information........................................................................................ 74, 75
In-Performance Tracking..................................................................................... 76
Feature Activation ........................................................................................ 77 - 81
Appendix A: Vehicles with Hard-to-Find DLC Locations ............................ 82 - 83
Appendix B: Engine Terminology ............................................................... 86 - 97
Appendix C: Drive Cycles, Trips, and I/M Readiness .............................. 98 - 103
Appendix D: Serial Port Troubleshooting ............................................... 104 - 106
Appendix E: Engine Management Systems ........................................... 107 - 112
Appendix F: Known Connectivity Issues .................................................113 - 114
License Agreement .................................................................................115 - 117

WELCOME
Thank you for purchasing AutoEnginuitys ScanTool for
OBD-II vehicles. I hope that our tool saves you a considerable
amount of time and money in vehicle repair and maintenance.
As an avid car fan, I love working on my cars; but before
ScanTool, I was limited by my vehicles computer which "hid" the
information I needed to understand the problem. Sure computers
make cars more efficient and lighter; but, they also hide all the
information away in proprietary interfaces.
AutoEnginuitys ScanTool gives you access to the abundance
of data that any 1996 and newer vehicle provides through the OBDII and optional manufacturer interfaces. It will help you determine
what repairs are necessary, and determine whether you can repair it
yourself, or whether its something that requires more assistance.
Whats more, AutoEnginuitys ScanTool allows you to verify that
work you have donewas done properly. Whether youre an
independent service shop, or simply a vehicle owner, now you can
diagnose a broad range of vehicles, accurately and quickly, with
just one tool.
Jay Horak

Principal Engineer

AutoEnginuity ScanTool User Guide

OBD-II HISTORY
What is OBD-II?
OnBoard Diagnostics Version 2 (OBD-II) is in all passenger
vehicles manufactured for sale in the U.S. beginning in 1996. It has
three main purposes; it: 1) alerts the vehicle operator if the vehicles
emissions output rises in response to a system failure; 2) performs
real-time analysis of the engines performance to help
manufacturers achieve regulated vehicle fuel economy; and, 3)
standardizes the electrical and communications protocols for the
automotive industry. OBD-II has allowed vehicle manufacturers to
stay within the Environmental Protection Agencys (EPA)
emissions guidelines, and made it easier to diagnose problems in a
wide variety of vehicles using only one tool. OBD is more or less a
sophisticated data-acquisition system for vehicle emissions and
performance.
What is the History Behind OBD-II?
In 1955 the government took notice of the detrimental effects
that car emissions were having on the atmosphere. Early laws were
passed that gave vehicle manufacturers strict guidelines to follow
with regard to vehicle emissions. These laws were generally
ignored until 1988 when the Society of Automotive Engineers
(SAE) proposed several standards, and the Air Resources Board
(ARB) mandated them on all 1988 and later vehicles. These
mandates were, in effect, OBD-I.
The original OBD was a simple system that monitored the
oxygen sensors, exhaust gas recirculation (EGR) system, fuel
delivery system, and the engine control module (ECM) for
excessive emissions. Unfortunately, different car manufacturers
complied with the ARBs mandates in different ways. In fact,
compliance was so varied that a new problem developed.
The problem was that manufacturers had equipped their
vehicles with OBD systems that werent standardized.
Consequently, each manufacturer had its own set of fault codes and
its own tools to interpret the codes. Independent repair facilities
across the country were struggling to diagnose vehicles with such a

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wide variance in both fault codes and in the equipment necessary to

interpret them.
The EPA stepped in and created an extensive list of procedures
and standards based on the findings of the SAE and ARB. This list
resulted in the second generation of onboard diagnostics, OBD-II.
By 1994 manufacturers were to implement OBD-II unless a waiver
was granted. Almost every manufacturer applied for, and received,
a waiver. However, in 1996 all new passenger vehicles were
required to be equipped with OBD-IIwithout exception.
Vehicle requirements for OBD-II are light trucks or passenger
vehicles, manufactured for sale in the U.S. after January 1st, 1996.
California requires OBD-II compliance for all gasoline (MY
1996+) and diesel (MY 1997+) vehicles up to 8500 lbs. Starting in
2010, the weight cut-off changed to 10,000 lbs. The National LEV
program requires compliance for all vehicles that weigh 6,000 lbs
or less. If the vehicle is not required to be OBD-II compliant, it will
utilize an OBD-I system. For example, the Ford 7.3L and 6.0L
Powerstroke uses hybrid OBD-I/II systems because the vehicles are
over 8,500 lbs.
The idea behind OBD-II is simple: in vehicles manufactured in
1996 or later, no matter who the manufacturer is, there is a standard
set of fault codes that use a standard tool to interpret them.
OBD-II Today
As the years went on, some manufacturers improved upon their
implementation of OBD-II. In addition to the basic standard, they
implemented optional support (i.e., more sensors). Some
manufacturers (Ford, GM, etc.) didnt stop with optional support,
but saw the utility in going above and beyond. These enhanced
implementations give access to more sensors and even more
descriptive fault codes. Although they are vehicle specific, their
value can be easily seen by any service shop that specializes in that
make, or a tuner that wants to wring every ounce of performance
from his vehicle.
The newest addition to the OBD-II specification is an electrical
interface called CAN. CAN is short for Controller Area Network.
All vehicles will standardize on the CAN electrical interface
starting in the model year 2008. Some manufacturers have already

AutoEnginuity ScanTool User Guide

begun the transition (Ford, GM, Jaguar, Nissan, Mazda, Mercedes,

and Toyota to name a few.).
EOBD
With the success of OBD-II, European countries adopted
EOBD. EOBD IV is the European equivalent of the OBD-II
standard.
All petrol cars sold within Europe since January 1st, 2001, and
diesel cars manufactured from 2003 on, must have onboard
diagnostic systems to monitor engine emissions. Some
manufacturers (Ford and GM) who sold into the European market
already had OBD interfaces prior to this requirement.
The Future of OBD
The new OBD standard is already indevelopment. Its to be
called OBD-II Remote. What the new standard will contain is still a
matter of speculation, but some things are certain: 1) more
advanced support for sensors; and, 2) wireless interfaces. Some
speculation is whether vehicle telemetry will be part of the
standard. The transponders would be used to locate the vehicle in
the case of faults or non-compliance with EPA regulations; and,
possibly, whether or not you are in compliance with local traffic
regulations. Whether consumers will ever allow their Congressman
or Congresswomen to implement such a standard will have to be
seen.

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SECTION I: Installation
Minimum Requirements
Operating System
Processor
Free Memory
Free Storage Space
CD-ROM or DVD-ROM
USB or Serial Port

Windows 2000 / XP / Vista / 7

Pentium or AMD Athlon
64 MB RAM (128 MB RAM recommended)
64 MB
1x Speed
capable of at least 19200 baud

Do not use a power inverter without an isolated

ground with any USB product connected to your
vehicle. A ground loop may occur.
Note: The ScanTool OBD-II interface draws up to
350mA from the vehicle. Do not leave it plugged into
your vehicle for long periods of time without turning
over the engine to recharge the battery.

Installation Instructions
Follow the step-by-step instructions below to install AutoEnginuitys ScanTool onto your personal computer.
1.

Place the AutoEnginuity CD-ROM into your computers

CD-ROM or DVD-ROM drive.

2.

The Setup program will begin the installation process

automatically. (If this doesnt happen automatically, you
will be required to manually navigate to the CD-ROM or
DVD-ROM drive that contains the AutoEnginuity disc,
then double-click on Install/Setup.exe.)

AutoEnginuity ScanTool User Guide

3.

Select Next to continue the installation process.

4.

Carefully read the terms of the agreement. If you agree

with the terms and wish to continue the installation, accept
the terms of the license agreement by selecting I accept the
terms in the license agreement and then select Next to continue. If you do not accept the terms of the agreement,
select Cancel and contact AutoEnginuity or your reseller
to discuss the return of the product.

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5.

Enter you or your shops information in each of the fields.

This information is used for the saved and printed reports.

6.

Select Complete to install all of the required and optional

components. This is the typical installation for most users.
If you have used AutoEnginuitys ScanTool before, or do
not require anything but the program itself, select Custom.
The Custom option will allow you to choose individual
components to install. Select Next when you are done.

AutoEnginuity ScanTool User Guide

7.

If you have changes to make to your installation settings

(such as a different Shop Information, etc.) now is the time
to do so by selecting Back. If no changes are necessary,
select Install to complete the installation process. Once
Install is selected, a progress bar will reflect how far along
in the installation your computer is.

8.

Congratulations! You have successfully installed

AutoEnginuitys ScanTool. Select Finish.

www.AutoEnginuity.com

SECTION II: Using the Software

Connecting to the Vehicle
Connecting AutoEnginuitys ScanTool to the vehicle is a simple process. To begin you will need your AutoEnginuity ProLine or
OBD-II connector. You will be required to cable between your
vehicles DLC (Data Link Connector) and your computing devices
communications port.
The first step is to locate the DLC. Typically, the DLC is
located in the drivers area, within reach of the drivers seat and visible by crouching (i.e., under the steering column or dash).

The DLC is usually exposed and accessible without a tool.

(Notable exceptions being BMW which requires a flat-head screwdriver to remove a plastic cover, and Mercedes and MINI which
hides the DLC under a cover.) Exceptions to the standard location
include the ashtray/console area, or in the rear seat. If you have
trouble finding the DLC, see Appendix A or consult your vehicles
Owners Manual for more details. Once you locate the DLC, plug
the AutoEnginuity ProLine or OBD-II connector firmly into it.
Next, connect the cable between the ProLine or OBD-II connector and the PC. If you are working with a serial version, note
which serial/COM port you connect to in the rare case that the Auto

AutoEnginuity ScanTool User Guide

Detect algorithm runs into trouble and requires you to manually

configure the serial/COM port.
Once the vehicle is physically connected to the PC, place the
key in the ignition and turn it forward to the "ON" or "RUN" position. If you would like to monitor onboard test results or view vehicle sensor data in real-time, you can start your vehicle at anytime.
Warning: Never operate a vehicle within a confined
area. Vehicle emissions are dangerous. Make sure
that your work area is well ventilated.
Now you are ready to start AutoEnginuitys ScanTool program. The first screen that you will see is the Connection Status
window. This window will remain until the vehicle and ScanTool
have completed the "handshaking" phase of the connection process.
You will see this window when your vehicle is connecting for the
first time, or when reconnecting if the connection was lost. If this
window is not present, press F2 or select Vehicle | Connect to manually initiate the connection process.

The Connection Status window will show whether your com-

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munications port has been opened by the software and what vehicle
interface type is used to connect to the vehicle. If the Connection
Status window doesnt go away, either your serial/COM port cant
be opened, or the vehicle interface type is incorrect or cannot be
discovered automatically. In either of those cases, you may be
required to manually configure these settings to proceed. See Communication Configuration below for more details on correcting
connection settings. For most applications the default settings are
recommended.

A connection should not take longer than two minutes

The Connection Status window will place a check next to each
of the connection steps as it finalizes. As the connection is ongoing,
the Connection Status window will also display any protocol or
vehicle-related information discovered. Upon completion of the
connection phase, the Vehicle Selection window will appear.
In the rare case that the connection could not complete, continue on to the Communications Configuration section below to
determine the appropriate settings for your vehicle; otherwise you
can skip to the Vehicle Selection section.
Communications Configuration
Communications Configuration is where you will configure
vehicle specific connection settings or set your computer interface
settings.
To open the Communications Configuration window, click the
AutoEnginuity logo on the Connection Status window, select Vehicle | Communications Configuration, or press F4.
Computer Interface
This is the interface used to connect the OBD-II connector to
your computing device. There are two ways to configure the computer interface: 1) Auto Detect Serial Port; or, 2) USB or Manually
Set Serial Port.

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Auto Detect Serial Port is for serial versions of the OBD-II

connector only. It is slower, but allows the computer to find the
serial/COM port for you. If the serial/COM port is not automatically discovered within one minute, then try setting the serial/COM
port manually or check your serial port is correctly set.
USB or Manually Set Serial Port is used to manually select
USB or to select the serial/COM port manually. If you are using a
serial version of the OBD-II connector, first determine the serial
port that the OBD-II connector is connected to, then change the
value to reflect the correct serial/COM port.
Using a Wireless Connector
The Using Wireless Connector option configures the software
for the hardware flow control that is required for wireless communications. Select this option only if you have purchased the optional
wireless connector.
Allow Non-Standard USB Adaptors
The Allow Non-Standard USB option will prevent the
ScanTool from qualifying the serial port. Two serial/COM settings
are required for the ScanTool to operate properly: 1) 19200 baud;
and, 2) RS-232C compliance. Since some USB-to-serial adaptors
enumerate to the operating system as Modems instead of a serial/

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COM port (i.e., Belkin), they wont meet the second requirement. If
your USB-to-serial adaptor is compliant, but simply doesnt enumerate properly, check this box to force the ScanTool to use it.
Automatically Connect on Launch
The Automatically Connect on Launch option configures the
software to start connecting to the vehicle automatically. This
option is enabled by default and will need to be disabled if you
want to Playback a data log. While connecting or connected to a
vehicle, data logging play back is not possible.
Vehicle Interface Type
The Vehicle Interface Type selection is used to determine how
to communicate with the vehicle. Typically you wont have to
change this as the Auto Detect entry will query the correct selection
from the vehicle. OBD-II does define an order to auto detect the
vehicles protocol which the ScanTool complies with; however, the
specification does not dictate how a vehicle manufacturer has to
respond to protocols it doesnt support. Because of this lack of
specificity, auto detecting cant be guaranteed. In those cases where
the software cant complete a connection after a few attempts, we
recommend selecting the vehicles protocol manually.
Selecting the correct vehicle interface type depends on the
make, model, and year of your vehicle. The Vehicle Interface Type
drop-down menu has the following entries:
TABLE 1. Typical

Interface
Type

Interface Type Per Manufacturer

Manufacturer

J1850 PWM

pre-04 Ford, Lincoln, Mercury, pre-04 Jaguar

SType and XType, Mazda, Panoz, Saleen

J1850 VPW

pre-08 Buick, Cadillac, Chevrolet, Chrysler,

Dodge, GMC, Hummer, Isuzu, Oldsmobile,
Pontiac, Saturn

ISO 9141-2

pre-08 Asian (Acura, Honda, Infinity, Lexus*,

Nissan, Toyota*, etc.), European (Audi, BMW,
Jaguar non-SType and XType, Mercedes, MINI,
Porsche, etc.), and early Chrysler*, Dodge,
Eagle, and Plymouth

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TABLE 1. Typical

Interface Type Per Manufacturer

Interface
Type

Manufacturer

KWP2000

pre-08 Daewoo, Hyundai, KIA, Subaru STi,

and some Mercedes

CAN

All 08+ and 04+ Ford, Jaguar, Mazda, Mercedes, Nissan, and Toyota*

*Exceptions

98+ Concorde, Intrepid, LHS, 300M, 2000+

Neon use J1850 VPW
96-98 some Toyota/Lexus use J1850 VPW
96, 97 Probe 2.5L, 96 Tracer 1.8L, 96 Escort
1.8L, Triumph, Geo, Catera, 97 Paseo use
J1850 VPW

Once you have determined the correct vehicle interface type,

select it. The connection process will now only attempt the protocol
you have selected. This may correct the issue with a vehicle not
being able to respond to protocols it doesnt support.
In some rare cases, such as 96 Toyota/Lexus vehicles, selecting the wrong protocol (i.e., auto detecting) can cause the vehicles
PCM to stop responding. Please select the proper protocol then disconnect the OBD-II connector from the vehicle. Cycle the vehicles
key and reconnect to the vehicle. This will reset the PCM to allow
for a connection process that it knowingly supports.
Initialization Type
The Initialization Type option enables the user to select the
startup packet formatting required to begin communications with
the vehicle.
The OBD-II Compliant option will go through the standard initialization process of retrieving live data and freeze frame sensor
coverage, Mode 6 coverage, Inspection/Maintenance monitor
states, and whether there is an active MIL before completing a connection. This is a much more in-depth process than a simple code
reader and can therefore take longer.
The Non-OBD-II Only option is used to bypass all OBD-II cov-

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erage and only use enhanced features. With this option no OBD-II
support will function (specifically the O2 tab and OnBoard Test
Results). That doesnt mean the OBD-II information isnt available,
it may be obtained in other ways, such as with manufacter specific
sensors. In some cases where the vehicles enhanced support is
based on the OBD-II protocol, this option wont work. As an
example, Toyota, Nissan, and Hyundai/Kia early models use
OBD-II-derived enhanced protocols that require normal OBDII initialization steps to correctly operate.
In some cases, not having any OBD-II support may be preferred. For example, Ford 96 - 97 Powerstrokes use the NonOBD-II Only option because these vehicles have no OBD-II support at all.
The KWP2000 ECM Forced Init option is used to force a connection to very specific vehicle models. Use this only with direction
from AutoEnginuity support.
The CAN Physical Addressing option is used to force a connection with a CAN controller that does not support the SAE default of
functional addressing. Use this with any Nissan 08 and Subaru08
models that fail to connect automatically.
The Initialization Type is set to OBD-II Compliant by default.
Use HeartBeat
The Use HeartBeat option sends a request through the vehicle
bus at a regular interval if there is no other communication. This is
used both as a "keep alive" request and to determine if a connection
is lost. Should you run into an issue with a vehicle that loses connection after a brief period of time (i.e., Nissan vehicles), try selecting or deselecting this setting. This setting is deselected by default.
Use FastMode
The Use FastMode option enables J1979 CAN 6x or GM
DPID sampling rates. With this option selected, data rates will
increase because each request will return up to six responses. This
setting is deselected by default.

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Vehicle Selection
Once the ScanTool has connected to the vehicle, the Vehicle
Selection window will appear. You may either select a previously
Saved Session or select the connected vehicles make, model, year,
system, etc.
If you have already created a Saved Session file, you can
browse to it now by clicking Browse. By selecting a Saved Session
you wont be required to enter the vehicle make, model, and year,
or wait for sensors to be detected. These steps have already been
completed and saved. See Saved Session for more details.
For first-time connections, you will be required to select each
of the enabled fields. The fields will be enabled based on enhanced
options and the make of the vehicle. For example, for GM- and
Chrysler-brand vehicles you will have the option of selecting the
engine, product, and transmission types.

Making sure you have the correct vehicle model selection will
be the difference between getting no/bad data, and retrieving the
correct information. To help you make the proper selections, the

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Vehicle Selection fields are color-coded. The color red is used to

signify a Not Selected but necessary entry. Yellow is used to signify that the field is not required for this make or model. If the field
is selected, matches an existing table entry, and does not conflict
with other selections it will change to white.
Chrysler Body Codes can be found in tables in their
service guide or in after-market content provider
tables like Mitchell or AllData.
GM Product Line can be determined by the fourth
digit of the VIN of a passenger vehicle and the fifth
digit for vans and light trucks. GM vans and light
trucks cant be completely decoded by the ScanTool
due to overlapping VIN numbers, so they will require
you to complete the model decoding manually.
You may automate the vehicle selection process by retrieving
the VIN from late model vehicles. To retrieve the vehicles VIN,
click the GetVIN button. If the vehicle supports retrieving VINs
electronically, the software will attempt to fill in the model information fields.

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17

Even if the VIN is retrieved, dont assume that your job is

done. For example, since GM overran VIN series for truck models,
the software will not be able to complete the selection process for
you. In these cases, you are required to verify the information or
complete any fields that cant be automatically filled in using the
VIN.
If your connected vehicles make or model does not appear in
the list, simply select Generic OBD-II for the Make. If the vehicle
has no enhanced interface options available or your configuration
doesnt have support for them, the vehicle will only support the
Generic Powertrain system.
System support is not only determined by which of the optional
enhanced interfaces you have purchased, but also the vehicle. Not
every vehicle will be equipped with the same systems; even if the
system is supported by the ScanTool.
We update the vehicle databases frequently, but in
the case that the vehicle is newer than our database,
try selecting the previous model year.
Once you have finalized your selections, click OK.
The ScanTool will now attempt to verify that a connection can
be established with the selected system. If the selected system does
not respond to initialization requests, a warning will appear to
notify you that the system is not present or communicating.

Once connected to the systems controller and if you have

selected an enhanced system, the systems sensors will be detected.
This process can be slow on systems with hundreds of sensors. A

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progress window will appear to help you monitor the process.

Once the process is complete, the progress window will disappear and the Actuation, Test OnBoard Systems, and sensor lists will
be updated to include the manufacturer specific support detected
for this vehicle.
To change a system and return to this selection window, select
Vehicle | Change System or press F7. This will immediately disconnect you from the vehicle system you are currently connected to
and allow another system selection, without having to go through
the initial connection steps.

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19

Using the Software

Diagnostic Trouble Codes
The Diagnostic Trouble Code window is probably the most
important window in AutoEnginuitys ScanTool software; and its
the first window youll see for just that reason.

During the connection phase, and every five minutes while

connected, the software will attempt to retrieve trouble codes from
the vehicle. Before it begins this process, the software will need to
know if you want to retrieve from All systems, only the Current
system, or None (bypassing trouble code retrieval entirely).

If you select All, a new window will appear showing you the

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progress of the trouble code retrieval process from each system

available to the ScanTool. Selecting this option can take up to two
minutes to complete as it may have to connect and retrieve codes
from several dozen systems.

In the case of selecting Current, then only the selected system

will have its trouble codes retrieved. In the case of selecting None,
no trouble codes are retrieved and the step is bypassed.
If the vehicle connected to the ScanTool has any issues with
displaying or generating false trouble codes, a built-in technical service bulletin (TSB) library is searched and any information available is displayed. This information comes right from the vehicle
manufacturers, complete details should be researched at their
respective service sites or with after-market content providers.

A flashing MIL means that there is a severe misfire

occurring. See Understanding Misfire in Appendix D
for further details.

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Origins of a Check Engine/Service Engine Light

If you are experiencing issues with your vehicle, chances

are you have a Check Engine or Service Engine Soon indicator
light on (the OBD-II specification refers to these as MILs
Malfunction Indicator Lights). The MIL tells the driver that an
issue has arisen that needs attention. The MIL will not always
come on when a fault is first found. The decision to illuminate
the vehicle MIL for any diagnostic trouble code (DTC) is
based on the "Enabling Conditions" or, more generally, the test
strategy.
OBD-II "Enabling Conditions" are based solely on the
fact that the vehicle is operating at 1.5 times the normally
allowable emissions level. The criteria to determine this is
manufacturer-specific; its based on their testing of how each
system malfunction affects emissions. Most vehicle manufacturers post the OBD-II Enabling Conditions on their websites.
Whether youre diagnosing with OBD-II or enhanced
expansions, understanding the test strategy used by a controller prior to setting a fault is very important to making correct
service decisions.
The first step is to determine how and when the test is run
that determines whether the fault occurred. Usually a fault
must occur multiple times, and in separate drive cycles, before
the vehicles controller creates a stored fault and illuminates
the MIL. Severe faults require only one drive cycle to illuminate the MIL indicator.
Finally, keep in mind that you can have a problem with
your vehicle and not have the MIL illuminated. For example,
the system test for misfire monitors will not run if the roads
are rough or the fuel level is too low. Your vehicle could be
misfiring and you would never know it if you waited for the
MIL to illuminate. Dont count on the MIL being illuminated
as the only means to determine your vehicles condition.

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The Diagnostic Trouble Codes list will enumerate any trouble

codes that the ScanTool has retrieved from the vehicle. Each DTC
will have a color-coded icon associated with it. The red DTC icon is
used to denote those DTCs that are Stored or those that could cause
the MIL to illuminate. The blue DTC icon is for those that will not
illuminate the MIL. Below each DTC entry will be a list of its properties.
The vehicle is scanned for diagnostic trouble code
changes in five minute intervals.

The DTC value will help you narrow down the specific component or module in question. A DTC has a standardized format that
can be interpreted as follows:

The first part of the DTC is the Alpha Designator. The alpha
designator can be:
B - Body electronics (i.e., door and hood latches)
C - Chassis (i.e., traction control or ABS)
P - Powertrain (i.e., engine, transmission, or engine support
components)
U - Network communications for the different control models
The second part of the DTC, is a three or four-digit numerical
series. The OBD-II specification has reserved the first 1,000 entries
for a core set that are uniformly implemented across all vehicle
manufacturers. DTCs after the core set are available for manufacturer specific uses. Type of Code will be 0 for the core set, or a
value of 1 - 9 for manufacturer specific codes. The Indicated System and Specific Code Number further narrow down the code to a

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specific component or system.

Note: Some enhanced interface expansions use
non-standard trouble code lettering conventions (i.e.,
BMW FC codes and Chrysler DTC sensors). Please
refer to the BMW and Chrysler User Guides for more
information.
Each DTC entry will have a detailed description of what the
trouble code means. The descriptions are carefully written to be
unambiguous and to give you as much information as possible
about the specific fault. In the case of manufacturer specific
codes, selecting the proper make, model, and year is imperative
to getting the correct description.
In addition to having a DTC value and description, each DTC
can also have an accompanying set of properties. These properties
are accessed by clicking on the plus symbol to the left of the DTC
entry.
The first property is the Status. In the case of generic OBD-II
this will be either Stored or Pending. Stored DTCs are those that
have failed their respective test several times and are considered
faulty. Any DTCs enumerated as Pending are those that have failed
their respective test at least once, but less than the number of times
to be considered faulty. A DTC reported as Pending does not necessarily indicate a faulty component/system. If it continues to fail, it
will be reported as Stored and the MIL indicator will be illuminated. If no fault is present on the next trip, the Pending DTC will
eventually clear itself. (Except in the case of a severe Misfire Monitor fault.) Enhanced interfaces also use the Status to represent manufacturer specific states. An example is GM which denotes History,
Cleared, Previously Stored, etc.
The intended use of the Status data is to assist the service technician after a vehicle repair and after clearing diagnostic information, by reporting results from a single drive cycle.
Next, any Freeze Frame information associated with the DTC

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will be enumerated. A DTC can have multiple Freeze Frame information. The first frame, Frame 0, is the only mandated Freeze
Frame. Manufacturers are allowed to use their own Freeze Frame
implementations after Frame 0.
Freeze Frame data is a snapshot of the vehicles state within a
second or two of when a DTC is stored. If a vehicle reports a Freeze
Frame snapshot, all of the reported data is from the vehicles components; they are not default values. Freeze Frame data gives you
great insight into the conditions that the vehicle was operating
under when the fault occurred. Dont overlook this information
when determining the reason for a fault. Was it a faulty component?
Or, could the fault have been due to excessive strain on the vehicle?
Keep in mind that not all Freeze Frame sensors are supported by all
vehicles.
Remember: OBD-II reports in tenths of a second. If
your vehicle is storing Freeze Frame data (under
the best conditions) a full second will elapse. With
this delay, some fast-changing sensors could be
drastically different from when the first sensor and
the last were stored.
The DTC that caused the MIL to activate will typically be the
one to store the Freeze Frame 0 data. The manufacturer determines
which DTC should store Freeze Frame data based on severity.
Finally, there may be Fault Frequency or SubType entries. The
Fault Frequency will designate how many times the controller has
flagged this trouble code. The SubType is a new addtion to the SAE
trouble code, it will designate the fault type, such as Electrical. This
is used to help resolve the type of fault instead of what group the
fault is in as the letter codes designate.
DTC Library
The DTC description library is available off- or online at any
time. Select Help | DTC Library. To retrieve the description of a
trouble code simply enter the type, numerical value, and what database to query in. The retrieved grouping and trouble code description will be displayed.

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Clear
The ability to clear trouble codes and the MIL is just as important as it is to view the trouble codes. Clearing does more than turning off the indicator light on the vehicle. It can:
Clears diagnostic trouble codes.
Clears the Freeze Frame data.
Clears oxygen sensor test data.
Resets status of system monitoring tests.
Clears OnBoard monitoring test results.
Resets fuel trim stored values.
To clear the MIL and to perform the operations enumerated
above, click the Clear button and select either All, Current, or
None. Selecting All will perform this request on all supported systems on the vehicle. Selecting Current will perform these operations on only the currently selected system. Finally, None will
cancel the operation entirely.
For safety and/or technical design reasons, some ECUs may
not respond to this request under all conditions. All ECUs shall
respond to this service request with the ignition "ON" and with the
engine not running.
Warning: Never clear DTCs without first
determining if repairs are required. Ignoring
necessary repairs could be costly and/or
dangerous.

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If the MIL is cleared on the connected vehicle and the problem

isnt fixed, the MIL will return. If there is a serious problem with
the connected vehicle, more problems could arise, or the problem
could worsen, if the appropriate action is not taken. It is not enough
to clear the MIL, the fault that caused the MIL must be addressed.
Even after the MIL is cleared, DTCs will be stored in the
engine computers memory banks for 40 warm-up periods; 80
warm-up periods in the case of Misfire or Fuel System Monitoring.
(Note: Generic scan tools wont have access to this part of the controllers memory. The enhanced expansions can, in some cases,
access it with the Cleared or History option checked.)
Since MIL Activated/Cleared
Starting with the model year 2000, support was added to keep
track of when a MIL was set and other MIL-related data. This
optional support was primarily implemented to meet EOBD IV
emissions requirements. It reports the time since, the number of
warm-ups, and the distance traveled since the MIL was activated.
Conversely, if the MIL was cleared, the time since, the number of
warm-ups, and distance traveled since the clear occurred will be
reported. It will reset to zero once another DTC is set or when the
MIL is cleared.
Retrieve Additional DTC Types
The History and Cleared enhanced codes can be retrieved for
some manufacturers. If your vehicle supports this feature it will be

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enabled. To retrieve History or Cleared codes, check the History or

Cleared code options respectively. Each time the DTCs are
retrieved, these additional DTC Types will be retrieved as well.
History codes are those that are stored in the vehicles PCM but
are not Stored or Pending codes. Each vehicle manufacturer designates how many and how long they will store History codes.
Warning: Hyundai/Kia can use History codes for
trouble codes that illuminate the airbag indicator. If
the airbag indicator is illuminated and no trouble
codes are reported, retry with History selected.

The Cleared codes option can show those trouble codes that
were previously present, but cleared by diagnostics equipment in a
previous session.
Enhanced Freeze Frame is the option to show freeze frame
entries that are manufacturer specific. In some cases, GM for example, this option can add a considerable amount of time to the trouble
code retrieval process.
Create Report
You can save all DTC and Freeze Frame information into a
report for viewing or offline review and/or printing. All of the
information will be stored in an XML format for universal viewing
and printing in a web browser (i.e., Internet Explorer or Netscape).
The reports are viewed and displayed according to a provided
XSL style sheet (AutoEnginuity DTC Results 2.0 XML Template.xsl). The reports layout can be changed to better suit your
needs or show your companys logo. See Data Logging Settings for
more details on changing the style sheet.
To create a report, click the Print Data button on the left of the
Live Data Options toolbar or press F8.

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Then enter the filename of the resulting DTC and Freeze

Frame report.

Once you have named and saved the report, a screen will
appear showing the final formatted report. You can navigate back
and forth through previous reports or print it by right-clicking on
the view and selecting your option.

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Refresh
This forces the screen to refresh before the normal five minute
update interval.
To refresh the DTC list and MIL status, click the Refresh button on the right of the Live Data Options toolbar or press F5.

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Live Data Meter

The Live Data Meter gives you the ability to watch several
sensors report from the vehicle in real-time. In the case that your
vehicle reported a DTC and set the MIL, youll want to use the
DTC description to determine what sensors to watch. Sensors might
also help you determine if a new component (i.e., free-flow exhaust
or intake) is performing better than stock. The sensor data your
vehicle reports provides a wealth of information of the real-time
status of the vehicles operating condition.

The number of sensors that you can view is determined by the

vehicle make, model, and year. Typically, the newer the vehicle the
more sensors it supports. Some sensors take longer to report back to
the ScanTool (i.e., Intake Manifold Absolute Pressure) and will
update slower. In the case of ISO 9141-2, four to six sensors is
probably the most youll want to have listed at one time. Newer
protocols, such as CAN, can sustain more sensors without slowing
down the bus.
To add a sensor to the Meter, select the sensor from a meters
respective drop-down list.

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Before purchasing a used vehicle, bring your

AutoEnginuity ScanTool and verify the vehicles
condition.
If you no longer need to watch a sensor you can remove it from
the list by selecting Off from the drop-down list.
Meters will report the current status of the sensor through color
cues. If the sensor is functioning at 80 - 90% of its capacity, the
meter will change its color to yellow. If the sensor is between 90 100%, the meter will change to red. Below 80%, the meter will display in green.
Along the bottom of each meter is a bar that shows the current
position of the sensor in its range. The farther right it is, the farther
along in the range the sensor is reporting.
Once a sensor is added, it can also be configured. To configure
the minimum and maximum range, scaling value, units, sampling
rate, and audible alert triggers select Configure Sensor. See Config-

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uring Sensor for more information.

Printing
The Meter screen can be printed at any time. To do this, select
the Print Data button or press F8. The software will then prompt
you for a printer and allow you to make print specific settings
before sending the screen capture to the printer. The area that is
printed is only the tab window itself. At the top of the print will be
the vehicle make, model, year, and VIN information.

Refresh
This forces the screen to refresh each of the meter controls. All
data is discarded and once again retrieved from the vehicle. To
refresh the meter controls, select the Refresh button or press F5.

Pause Updating
This selection will stop the updating of the meter controls.
However, the data stream will continue to be retrieved from the
vehicle. This feature can be used to stop and look at the data stream
at a specific moment in time.

When you are done, click the button again to resume updating.

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Live Data Graph

The Live Data Graph gives you the ability to plot two or four
live sensors in each graph. There is two types of graphing capabilities with the ScanTool: 1) 2x plots per graph; 2) 4x plots on a single
graph. The graphed data is stored in a virtual buffer that can store
data for several hours. Once stored in the virtual buffer, the plot
data can then be panned or zoomed on to help view the data as you
require. Also, since plot data is stored in a virtual buffer, you can
switch between the graph tabs and the data is preserved.

The graphing layout is simple and productive. On the left and

right are the color-coded units, and the domain and range that the
plot is reported in. Color-coding the plot makes it easy to quickly
identify which plot you are looking at. You can change the color of
these graph properties by selecting Options and then selecting Customize Display. See Customize Display for further details. The
plots are anti-alias to provide the sharpest image possible.
Plots on a graph will have their value reported in a legend at
the top left of the graph while data is being updated. You can also
mouse over a plot, and the current plot value nearest to the mouse

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position will be reported. Finally, at the bottom of the screen is the

sample count.

Adding a sensor to be viewed is easy. Select the sensor from

the any drop-down list above the graph.
Once a sensor is added, it can also be configured. To configure
the minimum and maximum range, scaling value, units, sampling
rate, and audible alert triggers, select Configure Sensor from the
drop-down list from which the sensor combo box you would like to
configure. See Configure Sensor for more details.
If you no longer need to watch a live sensor you can remove it
from the graph by selecting Off in the Live Vehicle Sensor list, or
by left- or right-clicking the graph area and selecting Off.
A plot can be zoomed in/out or panned. To do this, select the
either of the Zoom or Pan icons at the top of the graph. By default
the Pan icon is selected. Once a icon is selected it will stay in that
mode until you select another mode.

The plot data can be panned also by left-clicking on the graph

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area and holding down the left-mouse button, if data is present but
not visible, the graphs viewport will show the plot data stored in
the virtual buffer from the direction in which you are moving the
mouse. Release the left-mouse button to restore normal operations.
Save or Print
The Graph screen can be save in a graphics format (JPG, BMP,
PNG, or GIF) or printed. To do either, select the Print Data button
or press F8. The you will then be prompted whether you want to
either save in to a graphics format or print the graph to a device. If
the Save to a graphics format is selected, you are prompted to name
the file and set the file format. Otherwise, if the Print to device
option is selected, the printer dialog is displayed allowing you to
make print specific settings before sending the graph data to the
printer.
The area that is saved/printed is only the graph window. At the
top-left of the saved/printed graph will be the shop information. On
the top-right will be, if connected, the vehicle make, model, year,
and VIN; if not, the play back filename will be used instead.

Refresh
All data is discarded and once again retrieved from the vehicle.
To refresh the graph controls, select the Refresh button or press F5.

Pause Updating
This selection will stop the updating of the graph controls.
However, the data stream will continue to be retrieved from the
vehicle. This feature can be used to stop and look at the data stream
at a specific moment in time.

When you are done, click the button again to resume updating.

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Live Data Grid

The Grid gives you the ability to view several sensors from the
vehicle in a format that is most convenient for large amounts of
data. The Grid combines both a spreadsheet-format and a color
graphics meter to show sensor information. The Grid is probably
the easiest way to add, view, and configure sensors then any other
Live Data display method.

The Grid is made up of two lists: the top-most is the live sensors list; the bottom list is the complete sensor list from the currently active vehicle system. The lists are separated by a window
splitter. To make either list larger or smaller, left-click and hold, on
the window splitter. Now drag the window splitter up or down to
change the respective sizes of the lists.
Once a sensor is added, the top-most live sensor list is where
the sensors sampled results will be reported. Its name, current
value, minimum and maximum range are displayed. Also, on the
right-side of the live sensor list is the percentage of the sensors
sampled value within the minimum and maximum ranges. This can
be used as a visual clue to a sensors load/state. The range color will

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change according to the sensors maximum alert setting.

The supported sensor list is a list of the sensors supported by
the active system. The left-most column is a check box which
allows the sensor to be added/removed in the live sensor list above.
The middle column is the name of the sensor. The right-most column is the group in which the sensor belongs. The grouping allows
you to better associate sensors and trouble codes.
The Grid works the same way as the Live Data Graph when
adding and removing sensors. To add a sensor, left-click on the
Grid and select the sensor from the drop-down list. The Grid also
has a unique feature which allows you to select multiple sensors
quickly. Simply click the check box next to the desired sensor to
add it to the Grid. You can remove a sensor by unchecking the
check box, or by left-clicking on the sensors column in the topmost list and selecting Remove.

Once a sensor is added, it can be configured. To configure the

minimum and maximum range, scaling value, units, sampling rate,
and audible alert triggers, right-click on the sensor name and select
Configure Sensor. Or simply select the "..." button to the right of the

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sensor name.
The Grid also gives you the unique ability to change a sensors
units of measure right on the Grids list. Simply select the sensors
active units of measure and a drop-down list will appear with other
possible other units of measure.

You can quickly find a sensor by merely pressing

the first letter of the sensor name. The first entry
beginning with that letter will be displayed.
The Grid font and font style can be configured in the Customize
Display window. (See Customize Display for further details.)
Printing
The Grid screen can be printed at any time. To do this, select
the Print Data button or press F8. The software will then prompt
you for a printer and allow you to make print specific settings
before sending the screen capture to the printer. The area that is
printed is only the tab window itself. At the top of the print will be
the vehicle make, model, year, and VIN information.

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Refresh
This forces the screen to refresh each of the grid entries. All
data is discarded and once again retrieved from the vehicle. To
refresh the grid entries, select the Refresh button or press F5.

Pause Updating
This selection will stop the updating of the grid entries. However, the data stream will continue to be retrieved from the vehicle.
This feature can be used to stop and look at the data stream at a specific moment in time.

When you are done, click the button again to resume updating.

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Sensor Configuration
Once a sensor is added to the Meter, Graph, or Grid tabs, it can
also be configured. To configure the minimum and maximum
range, scaling value, units, sampling rate, and audible alert triggers
click on the sensor name field that you want configured and select
Configure Sensor. A dialog box will appear with all of the sensor
configuration options. These options are not permanent and the
changes will be lost between vehicle connections.

Sampling Rate
Sampling Rate is the rate that the software requests data from
the sensor. If the time for the next sample has not expired and the
meter, graph, or grid is ready to update the screen, the last sampled
value is used.
In some cases, like coolant temperature, the sensors value
changes very slowly and sampling it rapidly is a waste of valuable
bandwidth.
Units
Units refers to the unit of measure that the sensor data is
reported in.
Sensor Domain and Range
Sensor Domain and Range lets you set the starting point of the

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sensor and the maximum value that it can report. The domain and
range are used to automatically range the meters and graphs. These
values are used to determine whether the meter color should be
green, yellow, or red.
Scaling Value
Scaling value is the multiplier that is applied to the domain,
range, and reporting sensor sample value. Scaling is used for a variety of reasons, such as converting Hz to counts, kPa to psi, etc. You
only need to know the multiplier, let the ScanTool do the rest.
For example, if you want to see your air/fuel mixture in realtime and your vehicle supports wide-band O2 sensors, simply select
the Wide-Band Equivalency Ratio you wish to work with. Then
select Sensor Configuration from the same menu. Finally, change
the scaling value to 14.7 and click OK. Now the sensor will report
its percentage value multiplied times the stoichiometric value, creating real-time air/fuel mixture readings.
In the example below you can see the wide-band O2 sensor
(B1S1 WB02 Ratio) showing real-time air/fuel mixtures from a
BMW 03 745i.

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Trigger Parameters
Three types of sensor triggers are available: 1) trigger data logging; 2) play audio files; and, 3) visual marker trigger
To enable triggering for a specific sensor, change the Trigger
Type from None and choose a trigger type. Now change the Min.
Trigger Value and Max. Trigger Value to the range in which youd
expect the sensor to report within and click OK.

Data Logging
Data Logging is a trigger type used to start a data log when a
reporting sensor value is outside of the normal range. The benefit to
using this feature is that you wont have to watch over the sensor.
You can operate the vehicle until the condition arises and when the
conditions are met the software will prompt you to begin logging. If
you agree with the Data Logging requirement, click OK to begin
the data logging or Cancel to ignore
If a filename is preset when the trigger event occurs, the data
logging will begin without any further user interaction. Otherwise,
you will be prompted to enter a filename once data logging is triggered. Data logging will continue until you manually stop it or

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change a sensor.

The Trigger Type is automatically returned to None after data

logging is started to prevent a second trigger event from writing
over your first data log. You will be required to reset the trigger
each time youd like to trigger a data log.
Play Audio File
Play Audio File trigger is an audible way to alert you when a
sensor is out of range.
The Play Audio File trigger type will require you to select an
audio file to be played. You can manually enter the full path to a
filename or select the "..." button to the right of the Audio Filename
text field and browse your computers audio files. Select any .wav
file. You can test the audio file that you selected by pressing Play.
Only three seconds of the audio file will be played. Multiple
audio files can be played if multiple triggers from different sensors
are being triggered. How well your computing device can handle
audio files simultaneously depends on your audio hardware.
Visual Marker
Visual Marker trigger is used with Live Data Graphs. When the
minimum or maximum range is exceeded a horizontal line is drawn
across the screen at the trigger range. Once the sensors value
crosses back within the allowable range, the visual marker is
removed.

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O2 Sensors
The O2 Sensors window is used to show oxygen sensor specific data and test results. Like the Live Data Graph, O2 Sensors
allows you to show oxygen sensor voltage and fuel trim plotting.
What O2 Sensors adds, is the ability (if supported by your vehicle)
to look at the plotted data specifically scaled to the manufacturers
requirements and a sample of what the pre-catalytic oxygen sensor
switching should look like.
This window will only report O2 sensor data from SAE OBDII and EOBD IV Modes 1 and 5. So in the case of manufacter specific O2 data, it will not be displayed here.

Fuel System Status

At the top of the window is the Fuel System Status. Each fuel
bank has a separate color-coded indicator and a text description of
its state.
The Fuel System Status is used to determine if the O2 sensors
are being used in the fuel loop. Common reporting conditions are:

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 Not Reported (Red)

Open Loop (Bright Red)
Closed Loop (Yellow)
Closed Loop (Green)

The vehicle doesnt support the fuel

bank.
Fuel adaptation is not using the O2 sensors but is instead using the ECMs
hard-coded internal presets.
Fuel adaptation is operating from the
O2 sensors input, but with a fault.
Fuel adaptation is influenced by the O2
sensors. This is the normal state.

See the Fuel Systems section in Appendix D: Engine Management Systems to better understand how O2 sensors affect engine
management.
Oxygen Sensor Test Results
In the lower-left corner of the window, the Oxygen Sensor Test
Results are shown. This data is retrieved from your vehicles PCM
and used to determine the oxygen sensors performance and in
influencing the computation of fuel trim. If your vehicle doesnt
support displaying these values, then 0.00 will be displayed.
Reporting 0.00 doesnt mean that the test wasnt performed, it
means that the test/threshold value isnt available to be read on this
vehicle.

Some 2001 and newer vehicles will support this

feature. Previous model years will not.
In the lower-right corner of the window, is a sample voltage
plot showing a good pre-catalytic converter oxygen sensor. The
Oxygen Sensor Test Results are numbered so that each test result
can be matched to the part of the plot used as a threshold value in
the testing process. See the O2 Sensors section in Appendix D:
Engine Management Systems to better understand how oxygen sensors affect engine management.
Like the Live Data Graph, adding a sensor to the graph is easy.
Select the sensor from the O2 Sensors list above the O2 Sensors
graph, or left- or right-click on the graph area and select the sensor
from the drop-down list.

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If you no longer need to watch a sensor you can remove it from

the graph by selecting Off in the O2 Sensor list, or by right-clicking
the graph area and selecting Off.
Zooming in on the O2 sensor voltage or fuel trim is done by
selecting the zoom buttons next to the O2 sensor name.
The V zoom will set the ranges of the graph to the preset of 0.0
- 1.2V for normal-band and 0.8 - 1.2mA for wide-band O2 sensors.
If the vehicle supports reporting normal-band O2 Test IDs for minimum and maximum O2 V, then those reported values are used
(+.05V) as the minimum and maximum plot ranges. This allows
you to quickly determine if the O2 sensor voltages are within manufacturer or known preset ranges.
The % zoom will set the range of the graph to the preset of -30
- 30%. This is used to range an O2 sensors fuel trim to a typical
threshold range.

You may restore the normal graph ranges for the O2 sensors by
simply reselecting the O2 sensor from the sensor drop-down list.
The default ranges will be restored.

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Post catalytic convertor O2 sensors may not report

fuel trim. It may report as 99.06. In this case, you
will be required to use only the voltage.

Toyota A/F Sensors are not the same as normal O2

sensors. They will report between .5V and .8V
normally. Stoichiometric is .66V.

Understanding O2 Sensor Locations

Oxygen sensor locations are not universal for all vehicles.
First, you must understand that you can have up to two banks
(B1 and B2) on your vehicle. You will have an exhaust pipe
for each bank; if your vehicle has two exhaust pipes, it will
have two oxygen sensor banks. Sensors are designated with
S1 - S4. Sensor S1 is always before the catalytic converter
and considered a pre-catalytic converter (pre-cat.) oxygen
sensor. Typically all oxygen sensors S1 and S2 will be precat. and sensors S3 - S4 are post-cat. sensors. In the case
where the vehicle only has oxygen sensors S1 and S2, S1
will be pre-cat. and S2 will be post-cat.
Pre-catalytic converter oxygen sensors should exhibit a
waveform with switching similar to the example on the O2
Sensor window. Post-cat. sensors should exhibit a lowamplitude, or semi-flat, waveform while the vehicle is at idle.
Oxygen sensor readings will be inaccurate if the fuel system
is "Open". Data will only be valid if the fuel system is
"Closed". Depressing the gas pedal while sampling any
oxygen sensor should increase the frequency of the
switching.

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Test OnBoard System

Test OnBoard System is used to send requests to specific components and/or modules, and to run system-level tests on the vehicle. The optional enhanced interfaces will also actuate system tests
and components here. Also see Actuation Tests for more on component-level controls.

Automated System Testing

The Test list will enumerate all of the system-level tests that
your currently selected system has available. This list will change
depending on the make, model, year and system selected.
A brief description of the test is given to clarify what the system-level test can do, and what the requirements may be for its
operation. Please read this information carefully.

Only initiate system tests as per the vehicle

manufacturers instructions. Damage to your
vehicle can occur from improper usage.

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To initiate a system-level test, select the test from the Test

drop-down list. Read the description to make sure the conditions
required for the test to operate correctly are met. Finally, click the
Initiate Test button. Below the description, an ongoing status of the
test and the final results will be displayed. Changing tabs to any
other part of the ScanTool during the test, will terminate the test.

If a test requires inputs, the instructions will be enumerated in

the Description field. Any buttons that are required for test operation will be displayed to the right of the Initiate button.
Test output results will vary depending on the test. For example, test results can be displayed as plot data. Such as in the case of
the Ford Power Balance test from the enhanced Ford expansion.
Some test results will report DTCs. They are read and interpreted
just as in the DTC window. The ability to click the Code row and
see a more detailed description is not available here. In this case,
you can view the entire description by using the DTC Library.
Select Help | DTC Library and enter the DTC and vehicle make.

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Actuation
Actuation of individual components and/or modules are listed
in this floating/dockable window. For example, with a Ford ABS
controller, you can actuate the ABS pump motor. The actuation
command list is typically not vehicle specific, but system specific.
In some cases, such as Ford, this means that not all vehicles will
respond to all of the actuation commands listed. Check your vehicle
manufacturers service guide for specific actuation commands if
you are unsure of what components and/or modules the vehicle
supports. Also see Test OnBoard System for system-level controls.

The Actuation window is movable and dockable, so you can

use this window from anywhere within the ScanTool program. This
will allow you to view the actuation results in real-time. In case the
Actuation window is closed, you can restore it by right-clicking
on any menu item or toolbar. Selecting the menu entry Actuation will restore it to the default lower-left corner of the
ScanTool workspace.

Only initiate system tests as per the vehicle

manufacturers instructions. Damage to your
vehicle can occur from improper usage.
To initiate an actuation command, simply change the corresponding Commanded entry to a value that you would like the component and/or module to change to. Then enable the command by

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selecting the check box to the left, under the Command Name column. The actuation request will be placed in the queue for processing. If you are previewing a lot of live data sensors, the actuation
may take a second before it begins.
In the example below, we changed the EVAP Purge Duty
Cycle to 60% and the sensor changed instantly to reflect this.

Depending on your vehicle manufacturer, the ScanTool software may be capable of supporting multiple actuation commands
simultaneously.
You may be required to disable the actuation for it to stop actuating. To disable the actuation, simply uncheck the command. All
component and/or module settings are restored automatically if the
ScanTool is disconnected or if the vehicles key is cycled.
On the right-side of the Actuation window is the Instructions/
Notes column. If the manufacturer has published notes for the operation of the actuation request, they will be documented here.

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OnBoard Test Results

The OnBoard Test Results window is used to display the
results from the onboard diagnostic inspection/maintenance (IM)
monitors and SAE OBD-II Mode 6 results. Three system values
that are important to the completion of the IM monitors and Mode 6
results are also displayed.
Continuously and Non-Continuously Monitored Systems
The engine computer monitors the status of up to 11 emissioncontrol related systems by performing either continuous or periodic
function tests. The first three testing categoriesmisfire, fuel system, and comprehensive componentsare continuously running
during the operation of the vehicle. The remaining eight run only
once per drive cycle and only after a certain set of conditions are
met. Typically, vehicles will have at least five of the eight remaining monitors (catalyst, evaporative system, oxygen sensor, heated
oxygen sensor, and exhaust gas recirculation, or EGR, system)
while the remaining three (air conditioning, secondary air, and
heated catalyst) are not necessarily applicable to all vehicles.

Not all of the IM monitors are supported by all vehicles. The

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Status column in each of the standard lists indicates whether the

system supports being tested on this vehicle. If the system is not
supported, "Not Supported" (shown in yellow) will be displayed in
the column and the description will have a line striking through the
IM monitors name. If the system is supported, "Completed"
(shown in green) or "Not Completed" (shown in red) will be displayed.
Most states now use the IM monitors to determine whether a
vehicle passes their emissions requirements. Which IM monitors
are used for testing is not standardized. If your vehicle doesnt have
the necessary monitors in the "Completed" state, a tailpipe gas analysis might be used instead of allowing your vehicle to fail. Contact
your local emissions facility to determine which IM monitors are
used for testing and what the emissions requirements are for your
state.
Make sure you verify that all of your required IM
monitors have completed before the vehicle is
emissions tested.

If the vehicle attached to the ScanTool has any issues with storing IM results or completing a system test, a built-in technical service bulletin (TSB) library will be searched and the information
displayed the first time you view this window.

Continuously monitored systems are sampled by the vehicle

every two seconds. The rate at which the non-continuously monitored systems are sampled is vehicle and manufacturer dependent.

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The vehicle is automatically scanned for changes in

continuous and non-continuous onboard system
test results in five minute intervals.
Vehicle manufacturers were given liberal latitude in setting
non-continuous IM monitoring strategies. A "drive cycle" is the
name for the series of conditions required before all non-continuous
IM monitors can begin and complete their tests. For example,
sloshing of the fuel can prevent testing of the evaporative system
because of false malfunction indications due to high vapor generation rates. (See Appendix C for details about your vehicles drive
cycle.) It is also possible that an IM monitor will not complete, even
though its drive cycle criteria is met, because of a Pending DTC or
a dependency on the completion of another IM monitor (i.e., a catalyst monitor waiting for the completion of the oxygen sensor monitor.).
A "trip" can also be used to verify work you do on any one system and its supporting components without having to complete the
entire drive cycle.
OBD-II IM-based Emissions Testing
An OBD-IM check consists of two types of examinations: A
visual check of the dashboard display function and status (also
known as the MIL and/or bulb check), and an electronic examination of the OBD computer itself.
1. Visually examine the instrument panel to determine if the
MIL illuminates briefly when the ignition key is turned to the
"key on, engine off" (KOEO) position.
2. Locate the vehicles data link connector (DLC) and plug a
scan tool into the connector.
3. Start the vehicles engine so that the vehicle is in the "key
on, engine running" (KOER) condition. The MIL may illuminate and then extinguish during this phase. Continued illumination while the engine is running is cause for failure.
4. Check the vehicles IM readiness states. (What constitutes
failure is non-uniform; however, typically two IM monitors
Not Completing is a failure. Some states wont allow any to
be Not Complete.)

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General Systems
The General Systems in the upper-left of the window shows the
secondary air, the power-on takeoff status, and battery voltage.
These system values are typically used to determine whether an IM
monitor test can begin or complete.
You can also use battery voltage to help determine "no start"
conditions and to make sure your alternator is charging the vehicles battery. If the battery voltage, while the vehicle is running, is
less than 12V, your alternator is not producing enough power to
charge the battery.
Monitored Test Results (Mode 6)
This table is a list of all of the IM monitors component-level
test results. This is commonly referred to as "Mode 6" because of
its SAE J1979 designation. Manufacturers are supposed to allow
the viewing of the test ID (TID), component ID (CID), component
results, and ranges for each subsystem that make up an IM monitors results. Should your vehicle support this feature, it can show
you what results each system has at the component level.
The ScanTool has a built-in database of descriptions and scaling values derived directly from the manufacturers. If the Mode 6
data reported from your vehicle is listed in the database, ScanTool
will translate it for you. Keep in mind that not all Mode 6 data is
documented by the manufacturer, and not all manufacturers even
support Mode 6. We periodically update ScanTool to include more
descriptions as they become available. If the Mode 6 data is not
translated you can also try searching your manufacturers service
guides or other service information sources for complete descriptions and scaling values.
Mode 6 test values and limits are to be reported in a decimal
format with a range of 0 - 65,535. However, some manufacturers
have stored negative number test values and/or limits. Also, some
manufacturers reset the Mode 6 information upon key off; as a
result, only data from the current driving cycle can be accessed and
must be obtained before engine shutdown.

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Some manufacturers have developed a singular

Mode 6 data sheet for all of their vehicles.
Therefore, some vehicles may report TID/CIDs they
dont support. Ignore results from components your
vehicle doesnt support.
If your vehicle supports Mode 6, dont overlook the usefulness
of this information. As an example, the Mode 6 data below is from
a 2004 Lincoln Navigator.

For this vehicle, each individual cylinder misfire count is

reported. In this case, cylinders three, five, seven, and eight have
been misfiring. The misfire count does not exceed what this vehicle
allows before it would register it as a fault, so it was not flagged by
the PCM. Even if the Misfire IM doesnt report the condition as an
emissions violating misfire, the information can help diagnose this
hard-to-find problem.
Create Report
You can save all IM and Mode 6 information or DTC and IM

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information into a report for offline review and/or printing. All of

the information will be stored in an XML format for universal
viewing and printing in a web browser (i.e., Internet Explorer and
Firefox).
The reports are viewed and displayed according to a provided
XSL style sheet (AutoEnginuity IM Results XML Template.xsl and
AutoEnginuity Emissions Report XML Template.xsl). The reports
layout can be changed to better suit your needs or show your companys logo. See Data Logging Settings for more details on changing the style sheet.
To create a report, click the Print Data button on the left of the
Live Data Options toolbar or press F8.

You will then be prompted to select which type of report you

want. An Emissions Report is the DTCs (no freeze frame information) and the IM states. The Full IM and Mode 6 Report is just as
the name describes.

Then enter the filename of the resulting report in the IM

Results Filename dialog.

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Once you have named and saved the report, a screen will
appear showing the final formatted report. You can navigate back
and forth through previous reports or print it by right-clicking on
the view and selecting your option.

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Refresh
This forces the screen to refresh before the normal five minute
update interval.
To refresh the IM states and Mode 6 information, click the
Refresh button on the right of the Live Data Options toolbar or
press F5.

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Data Logging
Data logging is a very useful and simple-to-use feature which
can be used to find intermittent issues and/or examining data stream
offline. Use the Record feature to create the data logs, and Playback
feature to review the data log offline. Data logging controls are
available in both menu and toolbar form.
The Data Logging toolbar is a floating window control and can
be moved, docked, or removed. Although the toolbar is a graphical
duplicate of the Data Logging menu, only the toolbar allows you to
change the Playback rate and it also displays the active Data Logging File. Another unique feature of the toolbar is the Data Logging
Status LED. It shows the data logging state in a colored LED with
the text description or the state to the right of the LED.

All live data sensors are capable of being recorded. Data logs
can be played back or recorded in the Live Data Meter, Live Data
Graph, and Live Data Grid. You can switch between the tabs without interfering with the data logging. Recording will stop if a live

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data sensor selection changes.

Two methods for storing the logged data are: 1) CSV/delimited
text file for traditional spreadsheet-like formatting; and, 2) XML
for use with web browsers.
Pause
You have the ability to pause the recording or playback. For
example, if you are waiting for an oxygen sensor to warm up and
dont need to record until it starts switching. Pausing can be done
by selecting Pause from the Data Logging menu. Pausing keeps the
current file active but suspends logging data until the logging state
is changed to Stop, or until Pause is selected again to continue
recording. The active sensors are still updated on the screen, but
they are not being recorded.
To signify that Recording or Playback is being paused, a highlight color is applied to the Pause menu item and the Data Logging
Status LED is shown in yellow. The Data Logging Status is
changed to Paused.
Stop
Once you are done recording or playing back, you can select
Stop from the Data Logging menu. When you select Stop, a highlight color is applied to the Stop menu item, Data Logging Status
LED is shown in bright red. The Data Logging Status is changed to
Stopped. Finally, the data logging file is closed.
Playback
If you have already recorded a data log and are not connected
to a vehicle (Disconnected), you can select this option to play the
file back in the Live Data Meter, Live Data Graph, or Live Data
Grid.

You may be required to disable the ScanTool from

trying to connect to the vehicle to use Playback. To
do this, select Vehicle Communications |
Communications Configuration. Finally, uncheck
Automatically Connect on Launch..

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You can playback both the CSV and XML data logs as long as
both the units and sensor range options were selected during the
recording of the data log. Without those options the meters and
graphs wont know where to range the data.
To begin, select Playback. If a filename already exists in the
Data Logging File field, then that data log will begin to play. You
can remove or change the filename manually by entering any filename and destination in the Data Logging File field or by clicking
the Data Logging File button. If Data Logging File field doesnt
already have a filename or the Data Logging File button is selected,
you will be given the chance to select a filename and path where the
data log is stored.
To signify that Playback is being performed, a highlight color
is applied to the Playback menu item. Also, the Data Logging Status LED is shown in green and the Data Logging Status is changed
to Playback.
Playback defaults to a 100ms update rate; you can change the
update rate on the Data Logging Toolbar. Sliding the Playback

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Speed control to the left increases the pauses between updates,

slowing down the playback speed as much as 200ms per update.
Moving the slider to the right speeds up the playback rate by shortening the pauses.
Record
If you are connected to a vehicle, you can start recording live
data. If the intent is to playback the data log, then both the units and
sensor range must be enabled in the Data Logging Settings prior to
beginning recording. These settings are enabled by default.
To begin, select the sensors to data log in the Live Data Meter,
Live Data Graph, or the Live Data Grid. After the sensors are
selected, a filename for the data log must be chosen. If a filename
already exists in the Data Logging File field, then that filename and
destination directory will be used when you select Record; the previous file will be overwritten. You can remove or change the filename manually by entering any filename and destination in the
Data Logging File field or by clicking the Data Logging File button. If Data Logging File field doesnt already have a filename or
the Data Logging File button is selected, you will be given the
chance to select the filename and path where the data log will be
stored. By default the make, model, year, and todays date are used
as the filename defaults. Once the filename is set, click OK to begin
data logging.
Make sure that you have enough space available on the drive
you select; data logging doesnt take much memory, but it will add
up if you record multiple sensors for long periods of time.

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Sample XML Data Log

Sample CSV Data Log

When data logging is in the recording state, a highlight color is

applied to the Record menu item to signify that recording is active.
In the lower-left corner, the Data Logging Status will read Recording and the Data Logging Status LED will illuminate bright red.
The Data Logging File field will reflect the output filename and
path that you set earlier.
While Recording, vehicle disconnection detection is
disabled. A sensor that has multiple communication
failures will not trigger a disconnect, but report as 0.0
instead.

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If the connection to the vehicle is lost, or if a sensor is changed,

data logging is stopped and the file is closed as if Stop had been
selected from the Data Logging menu.
Data Logging Settings
Selecting the format in which the data is logged is as simple as
selecting the Data Logging menu item, and then Settings. You can
choose either Delimited Text or XML as the format to log data.
Which you choose depends largely on where you would like to
view the resulting data. In the case that you would like to import the
data into a spreadsheet program, select Delimited Text. If you would
like to view the resulting data with a standard Internet browser or
would like to customize the recording style to include your companys information, select XML.

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A delimited text file is the most common way to log data for
spreadsheets. A delimiter is a character used to separate each of the
data fields. The delimiter can only be one character. The default
character is a comma (hence the formatting technique commonly
called "comma-delimited").

A delimiter should be a character that is not

alphanumeric (1 - 10 or A -Z). Otherwise, regular
data will be confused with the delimiter.

An XML file can be viewed with web browsers such as

Netscape and Internet Explorer. XML is the acronym for Extensible
Markup Language, and is best described as a means of structuring
data. XML provides rules for placing text and other media into
structures and allows you to manage and manipulate the results.
This formatting method is more sophisticated than delimited text
files because of the power and control that a user has over the
resulting document. With XML there is no need for a single delimiter to separate fields. Each field will have an individual tag to
denote its start and end.
XML uses a file called a style sheet to help format the data in a
web browser. The AutoEnginuity DataLogging.xsl is the default
style sheet for XML output installed with AutoEnginuitys
ScanTool. By default, the style sheets are all installed in the Program Files/Common Files/AutoEnginuity directory. These style
sheets can be modified to suite your purposes.

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XML also gives you the unique ability to create your own custom style sheets to format the logged data. For example, in the case
that you will show the resulting data to your customers, you might
want to add your companys logo at the top.
The fields that can be logged are listed with a check box so that
they can be enabled and disabled. The fields that cannot be disabled
are grayed out and the check box cannot be unchecked.
Once you have determined which fields will be logged, click
OK.

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Customize Display
The user interface font and Live Data Graph, Grid, and O2
Sensors windows, color schemes and font styles can be changed to
better suit your tastes or needs. The default colors and font styles
were chosen to best suit the needs of the graph and the grid with
respect to contrast and visual clarity.
Display Font
The Display Font is used in the all of the menus and screen text
items. You can change the display font by selecting a new font from
the Name drop-down list. This list will show all of the active fonts
on your system in their respective font style. You can also change
the size and the weight to make the display font more or less prominent.
Graphing Color Controls
You can change the graphing font using the same procedure
described above in Display Font.

To the right of the graph are the color icons and the control
parameter that uses the color. By clicking on the color icon, a color
selector will appear. You can choose a color that views better on

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your screen or that fits your computers color scheme. Basic colors
are provided for simple color selection. If you require a custom
color you can "mix" the color manually by entering the values
which represent the color, or by moving your cursor over a specific
color you would like and left-clicking. Selecting Color | Solid will
show you the color that is currently selected and how the Windows
operating system will display the color on your screen.

Choose a new color and click OK. The graph colors will
change immediately when OK is selected. This color scheme will
be saved and reused when the ScanTool is started again.
If, after changing the colors, you dont find them usable or
would prefer to stay with the default color scheme, you can restore
the default colors by clicking Default Colors in the Customize Display window.

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Saved Session
With Saved Sessions you wont have to manually restore your
active sensors and their settings, wait for enhanced interface sensors to auto detect, and you can store vehicle notes for retrieval on
the next diagnostics sessions. Your vehicles sensor list, settings,
and notes are preserved in a proprietary file format for automated
restoration.
Saved Sessions are done by creating an .stc file that the operating system associates with the ScanTool. By double-clicking on an
.stc file, the ScanTool is launched, the vehicle is connected, the
active sensors and vehicle notes are restored, and the sensor list,
with all of the sensor configurations, are reloaded.
Whats more, you can put the .stc file in your computers Startup directory so that when your computer starts, it will restore the
vehicles connection to the ScanTool without intervention from
you.
To make a Saved Session, setup the sensors and their respective configurations as you would like them set each time you use
the ScanTool. Now click Vehicle | Save Session.

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You will then be required to choose the directory in which the

.stc file will be stored.

Some vehicles (Nissan, Honda, GM, and Chrysler)

can not use this feature as they require the full
initialization process to complete the connection.

To use a Saved Session, click the Browse button when

prompted to make a vehicle selection during the initial communications steps. Navigate your filing system to your .stc file for this
vehicle.

Every time you open a Saved Session, a new entry is added to

the MRU (Most Recently Used) list to the left of the Browse button.
The whole point of the MRU list is to speed up the vehicle selection
process by not forcing you to navigate to a Saved Session file that
you frequently use. The MRU list can hold up to ten Saved Session
filenames. If a Saved Session file no longer exists it will be
removed from the MRU list automatically and ScanTool will continue with the currently selected make, model, and year.

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Settings
The Settings window is used to change overall ScanTool
parameters. This window allows you to change the report information, default sensor units, and whether ToolTips are shown.
User/Shop Information
The User/Shop Information is used to fill in the first section for
the DTC/Freeze Frame and IM/Mode 6 reports. This information
should have been entered during the ScanTool installation. If you
need to change any of the information, you can do it here.

Units
This is the default unit of measure for all sensors and the MILrelated data. Each individual sensor can be overridden by using
Configure Sensor. English is the default setting.
Show ToolTips
This option will disable or enable the showing of the helper
information displayed when you mouse over a section of the userinterface. Enabled is the default setting.

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Vehicle Information
Vehicle information shows the make, model, year, VIN, vehicle interface type, OBD-II type, CAL, and CVN information. If any
enhanced interface options are active, then you may see more module specific information in the Vehicle Module Information list.

The ECM Information is where you can determine the ECM ID

the ScanTool is communicating with and the CAL and CVN IDs for
it. Only late model vehicles will report CAL and CVN IDs.
The ECM ID will help you determine which control module
your vehicle uses in some cases. For example, Chrysler will use different ECM IDs for different ECMs. The ScanTool will display this
information if available.
The CAL ID is the Calibration ID of the ECM. Simply put, its
the binary fingerprint of the ECMs current program. Dealers can
use this information to determine what revision of the ECM you are
using for possible reflashing recalls.
The CVN ID is the Calibration Verification ID of the ECM.
This is used to determine who installed the CAL program. Emis-

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sions testing centers and dealers will use this information to determine if the vehicles program was reflashed privately or by a
factory tool.
Enhanced interface options will also show module specific
configuration information as in the examples below. This can vary
for each vehicle model and year.

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In-Performance Tracking
In-Performance Tracking is a new effort to monitor the number
of times a component test encounters condition suitable to run and
complete. Vehicles starting in the model years of 2005 may implement this feature. This feature is required starting with the 2006
model year vehicles.

OBD Monitoring Conditions Encountered counts the number

of times that the vehicle has been operated in the specified OBD
monitoring conditions.
The Ignition Counter tracks the number of times that the vehicles engine has been started.
The remaining component tests are simply tracking the conditions suitable for a test to run and complete.

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Feature Activation
AutoEnginuitys ScanTool has the ability to be expanded, often
without receiving new hardware or adaptor cables. Optional features can be activated by purchasing enhanced intefaces from an
authorized reseller or directly from AutoEnginuity.
To view a list of optional features currently supported, select
Help | Feature Activation. Enhanced Interfaces that you have purchased support and completed the activation process for, will show
a status of "Activated". Those Enhanced Interfaces that you do not
have support for will show a status of "Not Activated".

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What do the Enhanced Interfaces do?

Enhanced Interfaces are, in most cases, software-only

updates that allow you to access non-OBD-II systems,
sensors, and actuations. For example, with generic
OBD-II, Ford only supports 30 - 40 sensors. However,
with the enhanced Ford interface, a typical Ford vehicle
will support 200 - 300 sensors from 65 systems, and a
dozen system tests. The Enhanced Interfaces allow you
to access the vehicle with the manufacturers proprietary
protocols while still using the standard hardware; thus
giving you dealer-like capabilities using the ScanTool.
Activating Enhanced Options
If you would like to activate an enhanced feature that you have
purchased, click the Activate button on the Supported Features window. Feature Activation is a two part: 1) submitting the purchaser
name and hardware ID to the activation server to acquire an activation code; and, 2) entering the activation code. If the product was
purchased with enhanced interface options, your activation codes
should have been in the package. In that case, skip to Entering Activation Codes.

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Acquiring Activation Codes

1. Connect the ProLine or OBD-II connector to your computing
device and the other end to any vehicles DLC.
2. Start the ScanTool program. The software should automatically
begin trying to connect to the vehicle, if not, select Vehicle | Connect or press F2.
3. Once connected to the vehicle, the ScanTool will require you to
select the vehicle model information. Select the correct make,
model, and year.
4. Select Generic OBD-II as the System.
5. Click OK once the vehicle model information and the system are
selected.
6. The software will now finalize the connection and ask you if you
want to retrieve trouble codes; please select None to bypass the
trouble code retrieval phase in this case.
7. Select Help | Feature Activation.
8. Select Activate. With a completed connection, subsection 2b is
filled in with the Hardware ID.

9. Email both the full Purchaser Name and Hardware ID to

[email protected]. You can create a new email or use
our website at http://www.autoenginuity.com/activation.html.
Though you must provide the full Purchaser Name and Hardware

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ID through email, you do not have to use the same computing

device that you will use to operate the software to send the email.
The email can be sent by any computing device that sends and
receives emails.
Its very important that the Purchaser Name match that of the
name on the original invoice. The server will match up the information in the database before responding with an activation code. If
any information is not accurate or does not match with an entry in
the database, the server will respond with an automated message
asking you to correct the submission and try again. If the submission is correct, an activation code will be returned during business hours. The activation code will be emailed as a response to
the email you sent. The activation code will be at the top of the
email and will be a large number broken into four parts.
Entering Activation Codes
Activation codes are four segments of hexadecimal codes.
Enter all hexadecimal segments into the text entry fields of the Feature Activation window at Step 3. The text entry fields are not casesensitive. Unlike acquiring activation codes, no connection to a
vehicle is necessary during this step.

You will be required to restart the software for the new activa-

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tion codes to take effect. Please do not restart your computer, you
may lose your activation codes if the software is not closed first.
Once you restart the software, your new enhanced coverage will be
highlighted in green and show a status of "Activated."

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Appendix A: Hard-to-Find DLCs

TABLE 2. Hard-to-Find

DLCs

Make

Model

Year

Location
*/Access

Comments

Acura

CL

1996-1998

7/open

under shifter

Acura

CL

1999

8/cover

above shifter

Acura

NSX

1996-2001

7/cover

under passenger
dash

Acura

RL

1996-1998

7/open

passenger side
center console

Acura

RL

1999-2001

8/cover

in front of
shifter behind
ashtray

Acura

TL

1996-1998

8/open

behind ashtray

Acura

TL

1999-2003

6/cover

below radio next

to seat heater

Audi

Cabrolet
A6

1996,
1997

9/cover

rear ashtray

All

1996-2000

9/cover

in glove box

BMW

3 Series
(also M3)

1996-2003

2/cover

1/4 turn slot

head screw to
expose

BMW

5 Series

1996-2003

2/cover

1/4 turn slot

head screw to
expose

BMW

7 Series

1996-2003

6/cover

under stereo
controls

BMW

X3/M
Roadsters

1996-2000

7/cover

passenger side
of console

BMW

Z3 Series

1996-2001

9/cover

under passenger
dash

BMW

Z8

2000-2002

2/cover

Lanos

1999-2000

6/open

All

1996-2000

3/open

Bronco

1996

7/cover

Bentley

Daewoo
Ferrari
Ford

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up high under
dash

TABLE 2. Hard-to-Find

Make

Model

DLCs
Year

Location
*/Access

Comments

Ford

F Series

1996

7/cover

Ford

Thunderbird/Cougar

1996,
1997

7/cover

Ford

Thunderbird /
Cougar

1996,
1997

7/cover

Ford

Powerstroke

1995-1998

Honda

Accent

1996-1998

2/open

in coin box

Honda

Accord

1996,
1997

6/cover

behind ashtray

Honda

CR-V

1997-2003

7/open

under passenger
dash

Honda

Del Sol/
Hybrid

1996-1999

7/open

under passenger
dash

Honda

Odyssey

1996-1998

7/cover

console under
passenger dash

Honda

Prelude

1996

8/open

above shifter

Honda

Prelude

1997-1998

7/open

passenger side
dash

Honda

S2000

2000-2003

7/open

under passenger
dash

Land
Rover

Defender
90

1997

8/cover

behind fuse box

Land
Rover

Range
Rover

1996-2001

7/open

next to console

Lexus

ES300

1996

2/cover

behind fuse box

panel

Lexus

LS400

1996-2003

2/cover

above parking
brake

Lotus

Esprit

1997-2003

7/open

above passenger dash

Mazda

Miata

1998,
1999

2/cover

behind fuse box

panel

AutoEnginuity ScanTool User Guide

under passenger
dash

83

TABLE 2. Hard-to-Find

DLCs

Make

Model

Year

Location
*/Access

MINI

MINI

2002-2003

2/cover

pull cover away

to expose

Mitsubishi

Expo

1996

2/open

behind fuse box

Porsche

All

1996

6/cover

drivers side of
console

RollsRoyce

All

1996-2003

9/cover

glove box

Rover

Defender

1997

6/cover

under parcel
tray

Rover

Range
Rover

1996-2003

7/open

under passenger
dash

Subaru

Legacy

1996-2003

2/cover

behind plastic
hinged cover

Subaru

SVX

1996,
1997

1/cover

right side of
steering column

Toyota

Avalon

1996

2/cover

behind fuse box

panel

Toyota

Camry

1994-1996

2/cover

behind coin box

Toyota

New
Hybrid

2000

7/open

Toyota

Previa (2/
4WD)

1996,
1997

6/cover

top instrument
panel

Toyota

Tercel

1996-1998

2/cover

behind fuse box

panel

Volvo

850

1997,
1998

8/cover

in front of
shifter coin tray

Volvo

All
(except
S80)

1998,
1999

9/cover

hand brake area

Volvo

S60

2001

2/cover

Volvo

C/S/V 70

2000-2003

8/cover

Volvo

S/V 40

2000-2003

6/cover

Volkswagon

Cabrio,
Golf,
Jetta

1996-1998

7/cover

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Comments

right side of ashtray

TABLE 2. Hard-to-Find

DLCs

Model

Year

Location
*/Access

Volkswagon

Eurovan

1996-1999

4/cover

Volkswagon

Golf,
Jetta

1999

7/cover

Volkswagon

Passat

1996,
1997

4/cover

Make

Comments
on dash behind
wiper lever

on dash behind
wiper lever

* DLC Locations.

AutoEnginuity ScanTool User Guide

85

Appendix B: Engine Terminology

Absolute Throttle Position Sensor
A sensor that reads the throttle opening. Throttle position at idle
will usually indicate greater than 0%. Throttle position at wide open
throttle (WOT) will usually indicate less than or equal to 100%.
Air Conditioning System Refrigerant Monitor
This non-continuous monitor checks the functioning of R-12 air
conditioning systems. Note: air conditioning systems that use R134 are not required to implement this monitor.
Air/Fuel Ratio
The ratio, by weight, of air to gasoline entering the intake in a gasoline engine. The ideal ratio for a complete combustion is 14.7 parts
of air to 1 part of fuel.
Ambient Temperature Sensor
A sensor that measures the temperature of the air outside the engine
compartment.
Bank
The group of cylinders which feed an oxygen sensor. Bank 1 contains the number 1 cylinder.
Calculated Load Value
An indication of the current airflow divided by peak airflow, where
peak airflow is corrected for altitude, if available. Mass airflow and
barometric pressure sensors are not required for this calculation.
Calculated Load Value provides a unitless number that is not engine
specific, and provides the service technician with an indication of
the percentage of engine capacity that is being used (with wide
open throttle being 100%).
Cam Position Sensor
The position of a specific camshaft. This can be determined directly
by using magnetic or optical sensors, or indirectly by computing it

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from the crankshaft. See also Crankshaft.

CAT or Catalytic Converter
Burns off any unburned fuel (hydrocarbons-HC) or partially burned
fuel (carbon monoxide-CO) through simple chemical reactions
before sending it through the rest of the exhaust. Two common catalytic converters used today are: 1) Oxidizing; and, 2) Three-way.
An Oxidizing Catalytic Converter uses extra oxygen (See Secondary Air) to increase the rate of the chemical reaction. The ThreeWay Catalytic uses special materials (platinum, palladium, rhodium, alumina, and cerium) to increase the rate of the chemical reaction.
Catalyst Monitor
This monitor tests the performance of the catalytic converter.
Before the monitor will run, certain criteria must be met: 1) the
engine must be warm; 2) the throttle must be open; 3) the fuel status
must be in a closed loop; 4) the engine RPM must be within a certain range; and, 5) the MAP must be at a specified voltage. This
does not guarantee that the monitors test will run (i.e., an O2 sensor DTC is stored, or a Fuel Trim to Rich/Lean is stored). The
actual test is accomplished by comparing the pre-CAT oxygen sensors switching frequency, and the post-CAT oxygen sensors readings. If the ratio between the oxygen sensors switches is outside of
a manufacturer specific threshold, the catalytic converter is considered faulty. Catalytic converters generally dont go bad. If the vehicles catalytic converter is considered faulty, an effort should be
made to determine if something else is at fault. Typically, if an
engine misfires excessive heat or fuel contamination (i.e., blown
head gasket, or ring blow-by, etc.), oil or coolant can bond with the
catalytic converters materials and cause premature failure. This is
a "Two-Trip" monitor. See also Catalytic Converter.
Closed Loop
When the monitored sensors feed back into the system the actual
and desired values, the engine computer can use the difference as
an input to reduce the error to zero. Typically when a vehicle is at
operating temperature, the fuel system is operating in a closed loop.

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87

Continuously Monitored
A monitor that runs continuously during normal operations. This
monitor looks at a set of components that could make the engine
run out of its emissions range. The sampling rate for OBD-II, under
this definition, is no less than two samples per second.
Comprehensive Component Monitor
A continuously run monitor that performs checks on the OBD-II
sensors, actuators, and switches. The current values are compared
against "known-good" values to determine if the sensor, actuator, or
switch is functional and is rationally operating.
Crankshaft Position Sensor
The crankshaft position sensor has many other tasks besides telling
the engine computer what position the crankshaft is in. This sensor
is also used to determine the speed of the engine, and it is used to
determine if the engine misfired.
DLC or Data Link Connector
The OBD-II standard physical connector on the vehicle side. This
16-pin female connector mates to the scan tool.
DTC or Diagnostic Trouble Code
Diagnostic Trouble Codes are how OBD-II identifies and
communicates to technicians what on-board problems exist. The
first number in the DTC indicates whether the code is an SAE
standard code (applies to all OBD-II systems) or is specific to the
vehicle manufacturer. The remaining three numbers provide
information regarding the specific vehicle system and circuit.
Drive Cycle
A series of conditions required before all non-continuous system
monitors can complete their tests. Some drive cycle requirements
are manufacturer specific and involve such things as ambient temperatures, as well as driving conditions. See Appendix C for further
details. See also Trip.
ECM or Electronic Control Module
An onboard computer controlling a specific system. Most vehicles
will have several ECM units for different systems.

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Emissions
By-products of the combustion engine that are regulated by the
Environmental Protection Agency (EPA). Modern vehicles must be
able to reduce emissions to a federally regulated level to be able to
operate on United States roadways. Three exhaust gases are specifically regulated: HC, CO, and NO.
There are three types of emissions: 1) crankcase; 2) evaporative;
and, 3) exhaust. Crankcase represents 25%, evaporative is 15%,
and exhaust is 60% of all vehicular emissions.
Crankcase emissions are created when gases escape past the piston
rings and into the crankcase. The Positive Crankcase Ventilation
(PCV) System is used to recirculate these gases back into the combustion chamber to be reburned.
Evaporative emissions are gas vapors that escape from the fuel
tank. These vapors are trapped in a canister to be released into the
combustion chamber to be burned.
Exhaust emissions are the single largest contributor of vehicle
emissions. The process by which exhaust emissions are reduced is
by allowing the catalytic process to burn away the excess fuel
before releasing the remaining exhaust gases into the environment.
Enabling Conditions
The criteria used to determine when a system test can run. or a set
of conditions that can cause a trouble code to be stored.
ETS or Engine Temperature Sensor
Measure of the engines internal temperature.
EVAP or Evaporative Emissions System
This system works to prevent the escape of fuel vapors into the
atmosphere. The system works by drawing fumes from the fuel
tank into the engine for combustion. Several components can make
up this system, including charcoal canisters, a purge solenoid, fuel
cap, and connecting tubes.

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Evaporative System Monitor

This non-continuous monitor checks the proper fuel vapor flow to
the engine and pressurizes the system to check for leaks. If you
have an EVAP fault, or the system has failed its test, the gas cap
should be the first place you check. This is a "Two-Trip" monitor.
See also EVAP.
EGR or Exhaust Gas Recirculation Valve
The EGR valve recirculates small amounts of exhaust gas back into
the intake manifold where it is mixed with the incoming air/fuel
mixture. This process reduces combustion temperatures by up to
500F. By reducing the temperature in the combustion chamber,
NOx emissions can be reduced.
Exhaust Gas Recirculation (EGR) Valve Monitor
This non-continuous monitor checks the EGR valve for low and
high flow rates among other parameters. The components of the
EGR Valve Monitor are EGR Valve, EGR solenoid, EGR back
pressure transducer, and connecting hoses. This is a "Two-Trip"
monitor. See also EGR.
Freeze Frame
A snapshot of the vehicles sensor data when the engine computer
determined that a fault had occurred. Freeze frame reveals the state
of the engine when the DTC responsible for the fault was triggered.
This extra insight can help determine what conditions contributed
to creating the fault.
Fuel Injector
A solenoid-type actuator which is controlled by the ECM to deliver
the correct quantity of finely atomized fuel with the incoming air
charge.
Fuel System Monitor
A continuously run monitor that checks the short- and long-term
fuel trim. Should either fuel trim stay in or reach their limits for too
long, a stored DTC will record and the MIL will illuminate. The
severity of the fault determines whether this is a "One-Trip" or
"Two-Trip" monitor.

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Fuel System Status

This system status indicates whether the fuel system is open or
closed. Typically, when the vehicle starts, the fuel system is open.
When the oxygen sensors warm up and start reporting stably, the
fuel system is closed.
Fuel Trim
Feedback adjustments to the base fuel schedule. Short-term fuel
trim refers to dynamic or instantaneous adjustments. Long-term
fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short-term adjustments. Long-term adjustments compensate for vehicle differences and gradual changes that
occur over time. Short-term and long-term are added together to
make the total fuel adaptation for that fuel bank.
General Circuit Malfunction
Fixed value or no response from the system.
Heated Catalyst Monitor
A non-continuous monitor that checks the efficiency of the way the
catalytic converter heats up. If this monitor does not complete,
check the oxygen sensor heaters, air injection system, and the catalytic converter. This is a "Two-Trip" monitor.
HO2S or Heated Oxygen Sensor
An oxygen sensor that is electrically heated to decrease the time it
takes for the oxygen sensor to reach operating temperature. See
Oxygen Sensor.
High Input
Circuit voltage, frequency, or other signal measured at the control
module input terminal, or pin, that is at or near full scale for the particular signal being measured. It is measured with the external circuit, component, or system connected.
IAC or Idle Air Control Motor
This is a motor, or sometimes a valve, that controls how the engine
idles.

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IAT or Intake Air Temperature

Ambient temperature taken from as far away from the engine as
possible to get an accurate reading. It is used to help determine the
fuel mixture and manifold pressure.
Intake Manifold
Is the final conduit for getting the air, and sometimes the fuel, to the
intake valve. The design of the intake manifold has a great deal to
do with the creation and control of horsepower and torque.
Knock Sensor
Measures how each cylinder is firing. If one cylinder is firing too
soon or too late, or even if it fires twice, a knock or ping is produced. The sensor sends a signal to the computer, which will adjust
either the timing on the ignition or the camshaft. Knocking is not
common, but the special conditions under which it will most commonly occur are with high manifold pressure, bad fuel, bad spark
advance, or improper engine cooling.
KOEO
Key On Engine Off; a specific state of the vehicle where the
ignition key is turned to the ON position but the engine is not
started.
KOER
Key On Engine Running; a state of the vehicle where the engine
has been started and allowed to run. OBD-II system download and
a visual check of the MIL occurs during the KOER state.
Low Input
Circuit voltage, frequency, or other signal measured at the control
module input terminal or pin that is at or near zero. It is measured
with the external circuit, component, or system connected.
LTFT or Long-Term Fuel Trim
The engine computer is always learning how your vehicle is being
driven. If you drive slowly, it stores that information; and, if you
drive fast, it also stores that. In addition, the engine computer will
compensate or adapt for a part of the engine that has become defective. This is called Adaptation or Fuel Trim. LTFT values represent

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the average of Short-Term Fuel Trim fuel corrections.

Manufacturer Specific Codes
Non-standardized OBD-II diagnostic trouble codes that are individually assigned and defined by each vehicle manufacturer. These
DTCs do not have uniform definitions or code numbers, and are
identified by a 1 as the second digit.
MAF or Mass Air Flow Sensor
Normally mounted as part of the air cleaner assembly, it measures
air flow into the intake manifold. The MAF sensor generates a continuous signal that varies nearly linearly with true mass air flow.
MAP or Manifold Absolute Pressure Sensor
Senses the difference between the atmospheric pressure and the
pressure (or vacuum) inside the intake manifold. It is also used to
calculate the engine load.
MIL or Malfunction Indicator Light
Check Engine or Service Engine Soon indicator light is used to
alert the vehicle operator that a fault has occurred. The MIL is only
used to indicate problems in the emissions control system. It is not
intended to be used as a maintenance reminder, e.g., change oil.
When the vehicles engine computer senses that a part or
component is operating outside of the normal range or not reporting
at all, a fault is recorded in the stored DTC area of memory.
When a severe misfire occurs that could damage the catalytic
converter, the MIL will flash once per second. A flashing MIL is
intended to discourage vehicle operation until repairs have been
performed.
Misfire
A miss in the ignition firing process of cylinder combustion due to
the failure of the fuel/air mixture to ignite.
Misfire Monitor
A continuously run monitor that checks for a miss in the ignition
firing process of cylinder combustion. If the misfire is small, a

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93

Pending DTC will be recorded. If the misfire is large enough to

cause damage or allow emissions to exceed 1.5 times the EPA standard, a Stored DTC is recorded immediately and the MIL is illuminated. If the misfire is severe and capable of causing damage to the
catalytic converter, the MIL will flash once per second as long as
the misfire is detected and then illuminate normally. This is a "OneTrip" monitor. See also Misfire.
Non-Continuous Monitor
A monitor that runs a specific test at the manufacturers designated
interval. See also One- or Two-Trip Monitor.
One-Trip Monitor
A non-continuous monitor that requires only a single fault to be
detected before the engine computer illuminates the MIL and
places a DTC in the stored DTC area of the engine computers
memory. See also Two-Trip Monitor or Trip.
Open Loop
When some or all of the components of the engine computer are not
in their normal operational condition, the engine computer will use
pre-determined, or default, values to regulate the fuel mixture and
spark advance. Typically, this happens when a vehicle starts as certain components are not yet up to operating temperature (i.e., oxygen sensors).
O2 or Oxygen Sensor
The oxygen sensor is the heart and soul of the fuel system. It is
sometimes referred to as the Exhaust Gas Oxygen or Lambda sensor. Typically oxygen sensors are positioned before and after the
catalytic converter in the exhaust pipe. The oxygen sensors sample
the exhaust and report back a value in terms of voltage. The engine
computer looks at the voltage to determine if the fuel/air mixture is
lean or rich, and adjusts the amount of fuel entering the engine
accordingly. Because of the time delay for the engine computer to
correct the fuel mixture, and the time it takes for the oxygen sensor
to report, the oxygen sensor switches from lean to rich frequently.
Oxygen sensors located before the catalytic converter will exhibit
the most switching (cross-counts). The oxygen sensors located after
the catalytic converter should exhibit flat or relatively low signal

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amplitude. The OBD-II standard allows oxygen sensors that do not

influence the lean to rich fuel trim to not report their data. A good
pre-catalytic oxygen sensor should switch between the values of 1
volt for a rich mixture, and .1volt for a lean mixture.
Oxygen Sensor Heater Monitor
This non-continuous monitor evaluates the working state of all
oxygen sensor heaters in the vehicle. A vehicle will operate in an
open loop until the oxygen sensors are up to operating temperature.
It will use the default parameters stored in the engine computer to
regulate fuel trim. When an oxygen sensor heats up to around 600
F the engine computer switches to a closed loop and uses the values
from the oxygen sensor to influence the fuel trim. To allow for a
quick transition between the open and closed loop state, oxygen
sensors are heated. This is a "Two-Trip" monitor. See also Oxygen
Sensor.
Oxygen Sensor Monitor
This monitor evaluates the working state of all oxygen sensors in
the vehicle. It monitors the minimum and maximum voltage levels,
switching frequency (cross-counts), the response rate of each oxygen sensor, etc. The testing threshold and ranges can be exported to
the ScanTool and viewed in the Oxygen Sensor Test Results area of
the O2 Sensor window. This is a "Two-Trip" monitor. See also Oxygen Sensor.
PCM
See ECM.
PID or Parameter Identification
An OBD-II standard term for a sensor and its respective functionality.
Secondary Air System
This system is used to assist the catalytic converter in burning off
emissions related gases. When a cold engine is started, several
components necessary for emissions regulation will not be up to
operating temperature. The engine computer operates in an open
loop. In this case, the catalytic converter has oxygen forced into the

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95

exhaust stream by way of the secondary air system to assist in burning off all of the unburned or partially burned fuel. The secondary
benefit of the oxygen being injected into the catalytic converter is
that the catalytic converter heats up quicker.
Secondary Air System Monitor
This non-continuous monitor checks the air pump and all its components. This is a "Two-Trip" monitor. See also Secondary Air System.
STFT or Short-Term Fuel Trim
Like the LTFT, STFT adapts the fuel inputs to keep the engine performing to the current style of driving.
Stoichiometric
Used to describe the ideal air/fuel mixture entering the intake. The
point at which the production of emissions is at a minimum and catalytic conversion of emissions is most efficient. The stoichiometric
air/fuel ratio is 14.7 to 1.
TPS or Throttle Body
Monitors the throttle value position (which determines how much
air goes into the engine) so that the engine computer can respond
quickly to changes, increasing or decreasing the fuel rate as necessary.
Trip
A specific series of steps required in order to have a single monitor
run its test and complete. If your vehicle manufacturer details the
specific requirements to initiate and complete a single monitor test,
then a repair technician can prevent a lengthy drive cycle. Sometimes a monitor is referred to as a "One-Trip" or Two-Trip. A
"One-Trip" monitor means that if a fault is detected the engine
computer will illuminate the MIL and a DTC will be placed as a
stored DTC. A "Two-Trip" monitor means that if a fault is detected
on the first trip, the engine computer will temporarily save this fault
in its memory as a Pending DTC (the MIL will be off). If the fault is
detected again on a second consecutive trip, the engine computer
will illuminate the MIL and a DTC will be placed as a Stored DTC.
The Fuel System Monitor and Misfire Monitor are the only "One-

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Trip" monitors. See also Drive Cycle.

Two-Trip Monitor
A non-continuous monitor that requires a fault to occur in each of
two consecutive trips before the engine computer illuminates the
MIL and places a DTC in the Stored DTC area of the engine computers memory. See also One-Trip Monitor or Trip.
WOT or Wide-Open Throttle
Throttle depressed to its fully extended position.

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Appendix C: Drive Cycles, Trips, and

Inspection/Maintenance Readiness

Ford:
Vehicle Preparation for OBD-II Drive Cycle
Note: Vehicles with Power-Take Off (PTO) must have this system
disengaged before proceeding. Verify by viewing the PTO sensor
for the Off Status.
1.

Attach AutoEnginuitys ScanTool and verify that the Intake Air

Temperature is between 50-100 F (10-38 C). Verify that the
Fuel Level Indicator sensor is reading between 15% and 85%
(only available on EVAP Running Loss systems).

2.

Warm the vehicle until the Engine Coolant Temperature reaches

a minimum of 130 F (54 C).

3.

With the engine Off, use the ScanTool to clear all DTCs with the
ScanTool. P1000 will remain. Leave the key in the ON position,
and start the vehicle.

4.

Wait for the vehicle to connect and for the Connection Status
window to disappear. Then select the OnBoard Test Results tab
to view the status of the monitors.

5.

Proceed with the OBD-II drive cycle or the specific trip.

6.

Note: Once started, the engine must not be turned off or the
monitors will not complete their respective tests.

OBD-II Drive Cycle

Note: The Intake Air Temperature sensor must read between 50100 F (10-38 C) during the entire OBD-II drive cycle to enter into
all of the OBD-II monitors. The Fuel Level Indicator sensor must
be between 15% and 85% at all times.
1.

98

Drive in stop-and-go traffic with at least four idle periods (30

seconds each), while safely observing the status of the OBD-II
monitor on the ScanTool. If the exhaust gas recirculation
(EGR), heated oxygen sensor (HO2S), evaporative emission

www.AutoEnginuity.com

(EVAP), secondary air (AIR-if applicable), or catalyst efficiency monitor have not completed, drive on the highway at a
constant speed over 40 mph (64 km/hr) not to exceed 65 mph
(104 km/hr), for up to 15 minutes. Heavy accelerations, sudden
decelerations, and wide-open throttles are not recommended.
2.

Bring the vehicle to a stop and retrieve pending DTCs to verify

that the P1000 DTC has been erased.

Comprehensive Component Monitor Repair Verification

Trip
1.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

2.

Complete the OBD-II Drive Cycle.

EGR Monitor Repair Verification Trip

1.

Verify that the Intake Air Temperature is reading a minimum of

32 F (0 C) to initiate the EGR monitor.

2.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

3.

Start the engine and drive the vehicle for six minutes.

4.

Drive in stop-and-go traffic for five minutes with at least two

idle periods.

5.

Accelerate to 45 mph (72 km/h) (56 km/h for Escort/Tracer at

more than one half WOT). Maintain speed for one minute.

EVAP Running Loss System Repair Verification Trip

1.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

2.

Drive the vehicle at a constant speed between 35 mph (56 km/

hr) and 65 mph (104 km/hr) with throttle as steady as possible.
Observe the Heated Oxygen Sensor Monitor on the ScanTool
until it completes.

3.

Bring the vehicle to a stop and read the following sensors with
the ScanTool: Intake Air Temperature, Fuel Level Indicator,
FTP, FTP V, EVAPPDC, and EVAPCV. Measure the duty cycle
of the EVAPCV circuit with a multimeter and breakout box if it
is reading not available.

4.

Verify the following EVAP monitor entry condition: Intake Air

Temperature is reading between 50-100 F (10-38 C).

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5.

Drive the vehicle on the highway with a constant speed over 40

mph (64 km/hr) with throttle as steady as possible. During this
time, verify the following EVAP monitor entry conditions: Fuel
Level Indicator stable +/-5% between the limits of 15% and
85% tank full. FTP (FTP V) stable with +/-0.5 in-H20 (+/- 0.175
volts).

6.

Prior to running the EVAP monitor, when EVAPPDC is less

than 75%, the canister vent solenoid is open and the system is
unsealed. To initiate the EVAP monitor, the EVAPPDC sensor
reading must increase to at least 75%. At this time, the EVAPPCV sensor will then read 100% (canister vent solenoid closed
to seal the system and the monitor will begin to run. Continue to
drive at a steady throttle with light steering until the EVAPCV
sensor reads 0% (canister vent solenoid open, system unsealed.)
If this step does not occur as described, fuel vapors may be
keeping the test from starting.

7.

Bring the vehicle to a stop. With the ScanTool, read the EVAP
monitor results.

Catalyst Monitor Repair Verification Trip

1.

Make sure that the Intake Air Temperature is above 0 F (-18

C).

2.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

3.

Drive in stop-and-go traffic for 20 minutes, include six different

constant speeds between 25 and 45 mph (40 and 72 km/hr).
Drive on the highway for an additional five minutes.

Fuel Monitor or HO2S Repair Verification Trip

1.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

2.

Drive in stop-and-go traffic for six minutes, include one idle.

Accelerate to 45 mph (72 km/hr)[35 mph (56 km/hr) for Escort/
Tracer at more than 1/2 throttle.]. Maintain speed for one
minute.

Misfire Monitor Repair Verification Trip

1.

The Misfire Monitor can only be tested if the fuel gauge reads
above one quarter full, or the Fuel Level Input is above 15%.

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2.

Start the engine and drive the vehicle to a location where speeds
can reach 55 to 60 mph (88 to 97 km/hr) and coast down to 40
mph (64 km/hr) without traffic interference.

3.

Accelerate at wide-open throttle to allow vehicle to shift at redline (if equipped with a tachometer). Immediately return to normal speeds.

4.

Perform the following drive procedure three consecutive times.

Accelerate on the highway to 60 mph (97 km/hr). Maintain
speed for 20 seconds. Coast down with your foot off the accelerator pedal from 60 mph to 40 mph (97 km/hr to 64 km/hr).

Secondary Air Monitor Repair Verification Trip

1.

Complete the Vehicle Preparation for OBD-II Drive Cycle.

2.

Complete OBD-II Drive Cycle.

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GM:
Vehicle Preparation for OBD-II Drive Cycle
1.

Cold Start. In order to be classified as a cold start the engine

coolant temperature must be below 122 F (50 C) and within
11 F (6 C) of the ambient air temperature at startup. Do not
leave the key on prior to the cold start or the heated oxygen sensor diagnostic may not run.

2.

Idle. The engine must be run for two and a half minutes with the
air conditioner on and rear defrost on. The more electrical load
you can apply the better. This will test the O2 heater, Passive
Air, Purge "No Flow", Misfire and if closed loop is achieved,
Fuel Trim.

3.

Accelerate. Turn off the air conditioner and all the other loads
and apply half throttle until 55 mph (88 km/hr) is reached. During this time the Misfire, Fuel Trim, and Purge Flow diagnostics
will be performed.

4.

Hold Steady Speed. Hold a steady speed of 55 mph (88 km/hr)

for 3 minutes. During this time the O2 response, Air Intrusive,
EGR, Purge, Misfire, and Fuel Trim diagnostics will be performed.

5.

Decelerate. Let off the accelerator pedal. Do not shift, touch the
brake, or clutch. It is important to let the vehicle coast along
gradually slowing down to 20 mph (32 km/hr). During this time
the EGR, Purge, and Fuel Trim diagnostics will be performed.

6.

Accelerate. Accelerate at 3/4 throttle until 55-60 mph (88-96

km/hr). This will perform the same diagnostics as in step 3.

7.

Hold Steady Speed. Hold a steady speed of 55mph (88km/hr)

for five minutes. During this time, in addition to the diagnostics
performed in step 4, the catalyst monitor diagnostics will be performed. If the catalyst is marginal or the battery has been disconnected, it may take 5 complete driving cycles to determine
the state of the catalyst.

8.

Decelerate. This will perform the same diagnostics as in step 5.

Again, don't press the clutch or brakes, or shift gears.

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Nissan:
1.

Start the engine when the engine coolant temperature gauge is

not in the normal operating range (usually between C and H).

2.

Accelerate the vehicle to 55 mph (88 km/h), then quickly

release the accelerator pedal completely and keep it released for
at least 6 seconds.

3.

Quickly depress the accelerator pedal for a moment, then drive

the vehicle at a speed of 52 to 60 mph (85 to 97 km/h) for at
least 5 minutes.

4.

Stop the vehicle.

5.

Accelerate the vehicle to 35 mph (55 km/h) and maintain the

speed for 20 seconds.

6.

Repeat steps four through five at least three times.

7.

Accelerate the vehicle to 55 mph (88 km/h) and maintain the

speed for at least 3 minutes.

8.

Stop the vehicle and turn the engine off.

9.

Repeat steps one through eight at least one more time.

BMW
1.

Start the engine and allow it to idle for 3 minutes.

2.

Drive the vehicle for 5 minutes between 20 and 30 MPH. Do not

allow the RPMs to exceed 3000 RPMs.

3.

Drive the vehicle for 15 minutes between 40 and 60 MPH. Do

not allow the RPMs to exceed 3000 RPMs.

4.

Stop the vehicle and allow to idle for 5 minutes.

5.

Check IM Monitor status with the ScanTool. Repeat steps 1 - 5

if necessary.

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Appendix D: Serial Port Troubleshooting

Verifying Your Serial Port Settings
Typically the ScanTool software will programmatically change
the serial port settings to what is required. In some rare cases this
may not be possible because the device driver doesnt allow software to change its settings. In this case youll be required to manually change the serial port settings.
1. Select Start | Settings | Control Panel.
2. Click the System icon.
3. Select the Hardware tab.
4. Select the top-most option: Device Manager.

5. Expand the Ports section of the Device Manager.

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6. Double-click the serial port you wish to use the ScanTool hardware with.
7. Select the Port Settings tab.

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8. Change your serial port settings to 19200, 8 - N - 1 and None.

9. Click OK and close the Device Manager.
10. Rebooting your computing device may be necessary.
How to Enable the External Serial Port on Your ThinkPad
By default, currently available ThinkPads come with the external serial port disabled and Infrared enabled on COM 1. To use the
serial port on COM 1 you must either disable infrared or change
infrared so that it uses alternate resources. If you are not using
infrared for printing or file sharing, it is recommended that it be disabled.
1. Double-click your ThinkPad Features or ThinkPad Configuration icon located in the ThinkPad folder on your desktop.
2. Locate the infrared button located on the left-hand side of this
configuration screen and click once.
3. Change infrared from "Enable" to "Disable" and click OK.
4. Locate the serial port icon and click it once.
5. Select serial port "Enable", ensure that the COM Port setting is
"COM 1", and click OK.
6. Restart the computer.
How to Disable the Palm HotSync Software
If you have a Palm handheld device and have the Palm
HotSync software installed, it might prevent the ScanTool from
having access to the serial port. To disable the Palm HotSync software while you use the ScanTool:
1. Click the HotSync tray icon and select Local Serial to uncheck it.

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Appendix E: Engine Management Systems

Understanding Misfires
A misfire is an incomplete combustion event that will cause an
increase in emissions or catalyst damage. There are be two types of
misfires: 1) Type A - Catalyst Damaging; and, 2) Type B - Emissions Threatening. The difference between the two is only the frequency at which the misfire occurs. The OBD-II standard has
gotten progressively more stringent on what are considered Type A
and Type B misfires.
A misfire can be in an individual cylinder or multiple cylinders. Some vehicles do not have the ability to differentiate between
individual cylinder misfire and multiple misfires and may consider
them a random misfire.
Did you know that gas doesnt explode--it burns!
The flame speed is 20-100 ft/sec. Cylinder design
directly affects the speed by affecting the airs
turbulence and the position of the spark front.
Detecting a misfire is a very complex process. A very common
technique is to monitor crankshaft rotation. The crankshaft vibrates
slightly when each cylinder fires. If a misfire occurs, the crankshaft
rotation speed changes rapidly. The ECM monitors the crankshaft
rotation speed based on the output pulses from the crankshaft position sensor. By monitoring changes in the crankshaft rotation speed,
the ECM counts the number of misfires and attempts to determine
which cylinder is misfiring. Since the normal rotational frequency
of a motor is known by the ECM, it only has to detect subtle variations. Since a lot of things can influence the crankshaft rotational
frequency, the ECM must have a way to ignore false misfires.
Therefore, the enabling conditions to run the misfire monitor are
chosen specifically to mitigate the detection of a false misfire.
Common enabling conditions are sufficient fuel (at least 10 15%), a learned crank position sensor (GM), no accessories run-

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ning, vehicle at operating temperature, and the crankshaft rotating

at so many RPMs.
Several notable reasons why the misfire monitor will be temporarily disabled are: 1) fuel delivery issues such as fuel starvation
and sloshing of the fuel; 2) rough road conditions or deceleration
which causes the crankshaft to vibrate or be driven from the drivetrain; 3) accessories driven off the accessory belt (A/C systems);
and, 4) fuel delivery changes such as wide-open throttle or heavy
acceleration.
Because of the complexity of detecting misfires with such low
resolution systems, manufacturers are constantly changing their
detection algorithms. The need to check for TSBs in the case of a
misfire code is imperative to prevent wasted time tracking down a
false misfire detection.
A scan tool is one of many tools that youll need to track down
a misfire. We recommend starting with examining the Freeze
Frame data if your vehicle provides it. The context of the misfire is
a great place to get an idea of the driving conditions the vehicle was
under when it detected the misfire. (Dont forget Freeze Frame
information is slow-updating on most vehicles and can have a full
second between the first stored sensor value and the last.)
Check the Mode 6 data for Fords or misfire sensors for GM
and Toyota. In the case of Ford, a generic scan tool that reports
Mode 6 data can actually report individual cylinder misfire counts
and the maximum threshold before a code will be triggered. With
the GM and Toyota enhanced interfaces you can access the proprietary sensors used to count individual cylinder misfires.
Isolate fuel delivery issues by examining the Freeze Frame fuel
trims and the fuel trims at idle. Dont forget to check fuel trims
across the fuel banks if you have a multiple bank vehicle. You can
reproduce the conditions by taking the vehicle for a test drive and
putting the vehicle in fuel enrichment mode by going wide-open
throttle.
To find out if its spark related, check the condition of the spark

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plugs. Look for oil, carbonizing, or cracks. Also, if your vehicle

uses coil packs, try relocating them and see if the misfire relocates.
Fuel Loops (Open or Closed)
Fuel loops are actually states that the fuel system enters. Either
the ECM is reading preset values in its built-in tables, or it is using
O2 and other sensors to influence the fuel trims. The later case
being a feedback loop.
Open loop operation occurs when the fuel adaptation components or systems are not sufficiently warmed up, ready for operation, or not working properly. In this case, the ECM uses internally
stored default values.
Closed loop operation occurs when the O2 sensor is used for
feedback to adjust the air/fuel ratio. Under most circumstances,
when a preset coolant temperature is reached and the O2 sensor
heats up sufficiently to provide a good signal, the ECM goes into
closed loop mode.
Fuel Trim (Short- and Long-Term)
As fuel system components age or otherwise change over the
life of the vehicle, the adaptive fuel strategy learns deviations from
stoichiometry while running in a Closed fuel loop. The baseline
value for both short- and long-term fuel trims is 0%. Rich conditions are represented by -1 to -99%, and lean from 1 to 99.
Fuel trims operate in two states: 1) closed; or, 2) open. In an
open loop the ECM determines fuel delivery based on inputs from
pre-determined tables stored inside the ECM. In a closed loop, the
vehicle sensors are used in a feedback loop.
Short-term fuel trim is an ECM erasable memory register.
When the fuel system for a bank closes, the O2 sensors are being
used to create the short-term fuel adaptation. Short-term fuel trims
are based on the upstream O2 sensor voltage only. As an O2 signal
voltage increases, indicating a rich mixture, the short-term fuel trim

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influences the ECM to reduce the fuel injectors pulse width,

thereby correcting the fuel mixture.
Long-term fuel trim is the learned corrections from the shortterm fuel trim over time. The long-term fuel trim is stored in the
ECM memory and is used to determine when fuel metering components are failing. This is like the macro fuel adaptation variable and
short-term is the micro fuel adaptation. As short-term fuel trim
changes its value, the long-term fuel trim changes in sync to allow
the short-term fuel trim to neutralize back to zero.
When the short-term and long-term fuel trim are added
together they create the total fuel adaptation for that bank. The total
adaptation is the percentage of the increase or decrease in the fuel
injector pulse width. Ultimately the fuel injector pulse width is
matched to the ratio of air in the combustion chamber to create the
most efficient mixture for complete combustion (14.7:1). This optimal mixture is referred to as being called stoichiometric.
Fuel trims are typically considered good if they are +/-10 when
totaled (short-term plus long-term fuel trim). Most manufacturers
will set a trouble code when fuel trims either, or individually,
achieve 20% or greater for a prolonged period of time.
MAF (Mass Air Flow Sensor)
The MAF is a key component in the fuel management of your
modern engine. By monitoring the flow of air into the intake manifold, air/fuel mixture can be adjusted as necessary to achieve complete combustion. A typical MAF works by heating a thin wire or
film. As air passes over the wire or film, the air cools it causing a
difference in the resistance of the circuit. The resistance is sampled
by the ECM to determine the air flow. A contaminated MAF or
"dirty" MAF can cause problems because it can under-sample the
air coming into the intake manifold and the ECM will not apply
enough fuel; thus creating a lean condition.

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If a vacuum leak develops in a MAF system, the

idle may deteriorate severely because the ECM
does not recognize the unmetered air entering the
system.

Oxygen Sensor (Narrow Band)

An oxygen sensor measures the amount of oxygen present in
the exhaust gas. The oxygen sensor "element" is coated with a catalyst metal that produces a small voltage from 0 to 1V at temperatures in the range of 600F when exposed to oxygen. The
stoichiometric air/fuel mixture for optimum fuel economy and
emissions occurs at approximately 0.5V. When the oxygen sensor
output signal is above .5V, the air/fuel mixture is considered rich;
when the signal is under..5V it is considered lean. The ECM only
monitors oxygen sensors when the fuel system is in a closed loop or
when the purge solenoid is operating.
The "upstream" (front) oxygen sensor is located in the exhaust
stream before the catalytic converter. The front sensor provides
feedback to the ECM that is used to identify if the air/fuel mixture
supplied to the cylinders is rich or lean. Under normal operating
conditions, the front oxygen sensor signal will fluctuate from 0 to
1V. The front sensor signal should fluctuate, crossing the .5V center
about seven times in 5 seconds with the engine held at 2,500 RPMs
(with vehicle in a closed fuel loop and at operating temperatures).
The "downstream" (rear) oxygen sensor is located after the catalytic converter in the exhaust stream. The rear sensor provides
feedback to the ECM to "fine tune" the air/fuel ratio and to monitor
catalytic converter efficiency. The rear sensor is primarily used for
catalytic converter efficiency monitoring. The rear sensor signal
will also fluctuate in the 0 to 1V range, but the pattern is less predictable than for the front oxygen sensor because of its position.
Once the catalyst has reached operating temperature, the rear sensor
signal should change very little, if at all. If the rear sensor signal
fluctuates at approximately the frequency of the front sensor, it is an
indication that the catalytic converter is not at operating tempera-

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ture or is malfunctioning.
Although oxygen sensors are designed to work in a
hostile environment, they are very fragile and can be
easily damaged by oil, silicone, and other chemicals.
A good oxygen sensor may have unusual signal characteristics
that are a result of other components. The following components
should be checked:
Fuel injectors

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Mass air flow sensors

Evaporative emission systems
Intake air temperature sensor
Barometric pressure sensor
Engine coolant temperature sensor
Throttle position sensor
Intake system vacuum leaks
Low battery voltage
Spark plugs

www.AutoEnginuity.com

Appendix F: Known Connectivity Issues

Make

Model

Year

BMW

E46 M3

2002-2007

No OBD-II support. Requires

BMW Enhanced support

BMW

E39 M5

2000-2002

No OBD-II support. Requires

BMW Enhanced support

BMW

740i /
740iL

2001

Enhanced DME may not

communicate. Cycle the ignition key and retry to complete
a connection

Nissan

ALL

2008+

Requires forcing Initialization

Type to Force CAN 7E0
Addressing to communicate
with generic OBD-II

Toyota

Varies

1996-1998

Auto Detect Vehicle Interface

will not work. Requires manually setting J1850 VPW

Aston
Martin

Vantage

2004+

Porsche

Cayenne

2003-2007

Ferrari

All

1996+

Tourage

2003-2007

No connection

STi

2000-2007

Requires manually setting to

KPW2000

Audi

A4 1.8T

2002-2007

DTCs may require several

attempts to retrieve codes

GM

Various

1996-1998

May not Auto Detect the

vehicle interface type. May
require manually setting to
J1850 VPW

Ford

Escape

1999-2002

Alternator issue may make

connections unstable with our
interface (Powered off the
vehicles DLC)

VW
Subaru

AutoEnginuity ScanTool User Guide

Comments

No connection
No OBD-II support. Requires
Porsche Enhanced support
Requires a special Ferrari
cable due to crossing of
ground pins

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Make

Model

Year

Nissan /
Mercury

Quest/

1996-2003

Villager

Not compatible with our

product because an OBD-II
pin has excessive power and
can damage SAE compliant
diagnostics equipment

Cadillac

CTS

2001-2008

May not Auto Detect the

vehicle interface type. May
require manually setting to
KWP2000

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Comments

ScanTool License Agreement

This is a legal agreement between you (either an entity or an individual) and AutoEnginuity, L.L.C., ("AutoEnginuity"). By installing the software and using the hardware you agree to be bound by
the terms of this Agreement. If you do not agree to the terms of this
Agreement, promptly return the software and accompanying items
(including written materials) to the place from which you obtained
them for a full refund.
1. GRANT OF LICENSE. AutoEnginuity grants to you the right
to use one copy of the enclosed AutoEnginuity software program
(the "SOFTWARE") on a single computer along with the enclosed
OBD-II connector and cable (the "HARDWARE"). The SOFTWARE is in "use" on a computer when it is loaded into temporary
memory (i.e., RAM) or installed into permanent memory (e.g., hard
disk or CD-ROM) of that computer. However, installation on a network server for the sole purpose of distribution to one or more other
computer(s) shall not constitute "use" for which a separate license
is required. If the SOFTWARE is an update or has been updated,
such updated SOFTWARE shall be subject to the terms of this
License Agreement.
2. COPYRIGHT. The SOFTWARE is owned by AutoEnginuity
and is protected by United States copyright laws and international
treaty provisions. Therefore, you must treat the SOFTWARE like
any other copyright material (e.g. musical recording or a book)
except that you may either (a) make one copy of the SOFTWARE
solely for backup, or (b) transfer the SOFTWARE to a single hard
disk provided you keep the original solely for backup or archival
purposes. You may not copy the written materials accompanying
the SOFTWARE.
3. OTHER RESTRICTIONS. You may not rent or lease the
SOFTWARE, but, with the exception of Enhanced Interface
options, you may transfer the SOFTWARE and all accompanying
written materials on a permanent basis provided you retain no copies and the recipient agrees to the terms of this Agreement. If the

AutoEnginuity ScanTool User Guide

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SOFTWARE is an update or has been updated, any transfer must

include the most recent update and all prior versions. You may not
reverse engineer, decompile, or disassemble the SOFTWARE and/
or HARDWARE except and only to the extent that such activity is
expressly permitted by applicable law notwithstanding this limitation.
This Agreement shall be governed by the laws of the State of Arizona.
LIMITED WARRANTY
LIMITED WARRANTY. AutoEnginuity warrants that the SOFTWARE and HARDWARE will perform substantially in accordance
with the accompanying written materials for a period of one full
year from the date of receipt. Any implied warranties on the SOFTWARE and HARDWARE are limited to the one full year. Some
states/jurisdictions do not allow limitations on duration of an
implied warranty, so the above limitations may not apply to you.
CUSTOMER REMEDIES. AutoEnginuity and its suppliers' entire
liability and your exclusive remedy shall be, at AutoEnginuity's
option, either (a) return of the original price paid or (b) repair or
replacement of the SOFTWARE and/or HARDWARE that does not
meet AutoEnginuity's Limited Warranty and which is returned to
AutoEnginuity with a copy of your receipt. This Limited Warranty
is void if failure of the SOFTWARE and/or HARDWARE has
resulted from accident, abuse, or misapplication. Any replacement
SOFTWARE or HARDWARE will be warranted for the remainder
of the original warranty period. Warranty service will not be provided without proof of dated purchase, or without the packaging
from the original shipment.
NO OTHER WARRANTIES. To the maximum extent permitted by
law, AutoEnginuity and its suppliers disclaim all other warranties,
either express or implied, including, but not limited to, implied warranties of merchantability and fitness for a particular purpose, with
regard to the SOFTWARE, HARDWARE, and the accompanying
written materials. This limited warranty gives you specific legal
rights. You may have other rights which vary from state/jurisdiction

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to state/jurisdiction.
NO LIABILITY FOR CONSEQUENTIAL DAMAGES. To the
maximum extent permitted by law, in no event shall AutoEnginuity
or its suppliers be liable for any damages whatsoever (including,
without limitation, damages for loss of business profits, business
interruption, loss of business information, or other pecuniary loss)
arising out of the use of or inability to use this AutoEnginuity
SOFTWARE or HARDWARE, even if AutoEnginuity has been
advised of the possibility of such damages. Because some states/
jurisdictions do not allow the exclusion or limitation of liability for
consequential or incidental damages, the above limitation may not
apply to you.
U.S. GOVERNMENT RESTRICTED RIGHTS
The SOFTWARE, HARDWARE, and documentation are provided
with RESTRICTED RIGHTS. Use, duplication, or disclosure by
the Government is subject to restrictions as set forth in subparagraph (c)(1)(ii) of The Rights in Technical Data and Computer Software clause at DFARS 252.227-7013 or subparagraphs (c)(1) and
(2) of the Commercial Computer Software -- Restricted Rights at
48 CFR 52.227-19, as applicable. Manufacturer is AutoEnginuity,
L.L.C., 2039 E. Pomelo ST., Mesa, AZ 85215.
Copyright (c) 2002-2010 AutoEnginuity, L.L.C. All Rights
Reserved.
ScanTool:Form11/17/10

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