With Manufacturer's Scan Tool
Data Output With The Porsche System Tester 2
DME
Main Menu
NOTE:
Online help can be called up with the F1 key.
- Identification
- Fault Memory
- Erase Fault Memory
- Actual Values
- Input Signals
- Ready Status
- Drive Links
- Drive Link Active
- Vehicle Data
- System Test
- Short Test
- Coding
- Control Module Programming
Identification
Control module identification data can be read out with this menu item.
The display shows:
- Diagnosis software number
- Porsche part number
Press F8 key.
The display shows:
- 1. block - vehicle identification number
- 2. block - control modules hardware number
- 3. block - control modules hardware version number
- 4. block - control modules software number
- 5. block - control modules software version number
- 6. block - control modules data version number
- 7. block - control modules ROM version number
- 8. block - control modules hardware number, unprogrammed
Fault Memory
The number of faults, the fault texts and the Porsche Diagnostic Trouble Code (DTC) are displayed in the Fault Memory menu item. In order to obtain additional information about a fault, select the fault item (reverse-video display) and press the double arrow key (>>) or the F8 key.
The following additional information on the fault is then displayed:
- Static or sporadic
- Present or not present
- Check Engine warning light switched on or off
- Fault type (e.g. above or below limit value). If several fault types occur (e.g. short to B+ or short to ground), then 1st state will display the fault type which was present first. The fault type which last occurred is stored under Last state.
- Frequency (how often did the fault occur)
- Fault erasing counter
- Fault time
- Which conditions must be fulfilled and how often, in order to switch the Check Engine warning light on or off
- 4 ambient conditions (e.g. ambient pressure, intake air temperature, engine temperature and operating hours counter)
- OBD fault code
- Freeze frame data
- Fault entry made by (e.g. own diagnosis or Tester)
Erase Fault Memory
NOTE: The fault memory can be erased only if it has first been read out at least once. The entire fault memory is always erased. When the fault memory is erased, the adaptation values are also reset.
Actual Values
Values present at the moment of the test can be read out with this menu item.
It is possible to use a filter function to select certain actual values only. In this case, not all actual values are available for selection.
Press F5 key.
The following predetermined filters then appear:
- Engine values
- Oxygen sensing, bank 1
- Oxygen sensing, bank 2
- OBD II
- Misfire detection
- Knock control
- Throttle adjusting unit
- Analog/digital converter
- Charge pressure control
It is now possible to create your own filters in this menu item.
Press F5 key.
Mark the required actual values and press the double arrow key (>>). A field then appears where the name of the filter can be entered.
Enter the filter name and confirm.
The newly created filter then appears in the selection list in block capitals. Filters you have created can be deleted or changed.
The following values can be called up:
- Engine speed
- Engine load
- Actual engine torque
- Ambient pressure
- Mass air flow (HFM) [mass air flow without tank ventilation]
- Correction factor, height
- Power supply
- Intake air temperature
- Engine temperature
- Engine compartment temperature
- Oil temperature
- Exhaust temperature after TWC (three-way catalytic converter) [value calculated by ECM]
- Ignition angle
- Specified rpm
- Idle loss adaptation
- Injection time
- Camshaft position 1 deviation [adapted value - deviation from the required position]
- Camshaft position 2 deviation [adapted value - deviation from the required position]
- Actual angle for camshaft, bank 1 [the function of the VarioCam can be checked with the actual angle. VarioCam not activated - display approx. 0° crk; VarioCam activated - display approx. 30° crk]
- Actual angle for camshaft, bank 2 [the function of the VarioCam can be checked with the actual angle. VarioCam not activated - display approx. 0° crk; VarioCam activated - display approx. 30° crk]
- Mass air flow [mass air flow with tank ventilation]
- Loading of activated carbon filter [value range 0 to 30 0 - activated carbon filter empty 30 - activated carbon filter saturated]
- Outside temperature
- Oxygen sensing, bank 1
- Adaptation, range 1 (FRA) bank 2 [lower and upper load range - displays the value currently travelled]
- Adaptation, range 1 (RKAT) bank 1 [range close to idling]
- Fuel quantity, tank ventilation, bank 1 ?[deviation from the anticipatory control due to fuel tank ventilation]
- Resistance of oxygen sensor after catalytic converter, bank 1 [the resistance must amount to approx. 100 Ohms after 3 to 4 minutes of travel. As the incrementation stands at 64 Ohms (value increase 64 Ohms), the Tester displays 64 or 128 Ohms. However, if the display is in the kOhms-range (more than 1000 Ohms), the heating of the oxygen sensor is faulty.]
- Oxygen sensor voltage after catalytic converter, bank 1
- Corrected sensor voltage ahead of catalytic converter, bank 1
- Oxygen sensing, bank 1
- Oxygen sensing delay, bank 1
- Oxygen required value, bank 1
- Sensor voltage ahead of catalytic converter, bank 1
- Dynamic value of the oxygen sensor, bank 1
- Number of dynamic measurements LSU, bank 1
- Oxygen sensing, bank 2
- Adaptation, range 2 (FRA) bank 2 [lower and upper load range - displays the value currently travelled]
- Adaptation, range 1 (RKAT) bank 2 [range close to idling]
- Fuel quantity, tank ventilation, bank 2 ?[deviation from the anticipatory control due to fuel tank ventilation]
- Resistance of oxygen sensor after catalytic converter, bank 2 [the resistance must amount to approx. 100 Ohms after 3 to 4 minutes of travel. As the incrementation stands at 64 Ohms (value increase 64 Ohms), the Tester displays 64 or 128 Ohms. However, if the display is in the kOhms-range (more than 1000 Ohms), the heating of the oxygen sensor is faulty.]
- Oxygen sensor voltage after catalytic converter, bank 2
- Corrected sensor voltage ahead of catalytic converter, bank 2
- Oxygen sensing, bank 2
- Oxygen sensing delay, bank 2
- Oxygen required value, bank 2
- Sensor voltage ahead of catalytic converter, bank 2
- Dynamic value of the oxygen sensor, bank 2
- Number of dynamic measurements LSU, bank 2
- Charge pressure of sensor
- Required air content
- Required charge pressure
- Charge pressure control deviation
- Pulse/duty ratio, charge pressure control
- Charge pressure adaptation, range 0
- Charge pressure adaptation, range 1
- Charge pressure adaptation, range 2
- Charge pressure adaptation, range 3
- Charge pressure adaptation, range 4
- Correction factor LDR through charged air temperature
- Correction factor LDR through knock control
- Charge pressure limitation in case of failure of coolant system
- Charge pressure limitation in case of extreme exhaust temperatures
- Tank pressure difference
- Leakage volumetric flow
- Control deviation, tank diagnosis
- Mean amplitude after catalytic converter, bank 1
- Catalytic converter monitoring time, bank 1 [cumulated time in which the rpm/load range was reached for testing the catalytic converter]
- Mean amplitude after catalytic converter, bank 2
- Catalytic converter monitoring time, bank 2 [cumulated time in which the rpm/load range was reached for testing the catalytic converter]
- Period counter, bank 1 [monitoring of oxygen sensor aging - 16 periods are necessary for the OK measurement]
- Period counter, bank 2 [monitoring of oxygen sensor aging - 16 periods are necessary for the OK measurement]
- Distance since power failure
- Distance with Check Engine on
- Rough running reference [limit value for rough running, cylinders 1 to 6]
- State: adaptation 1 [the adaptation is reset to 0 after the battery has been disconnected. In order to carry out adaptation, the vehicle must be driven in overrun between 3.500 rpm and 1.800 rpm. 4 rpm ranges are displayed per load range (the fourth rpm range is not used). The ranges are bit coded and are given as a decimal number.
Figure 1
1 = Field 1 has been adapted
2 = Field 2 has been adapted
3 = Fields 1 and 2 have been adapted
4 = Field 3 has been adapted
5 = Fields 1 and 3 have been adapted
6 = Fields 2 and 3 have been adapted
7 = Fields 1, 2 and 3 have been adapted
The fields have different priorities
Figure 2
Fields following one another can be adapted within one rpm range if the fields with priority I and II have already been completely adapted, e.g. field 1/2 can be adapted after field 1/1. Field 1/3 is blocked.
- Status, adaptation 2 [range under positive load between approx. 40 % and approx. 60 %. See status, adaptation 1]
- Status, adaptation 3 [range under positive load between 60 % and approx. 95 %. See status, adaptation 1]
- Misfire counter, cylinder 1 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Misfire counter, cylinder 6 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Misfire counter, cylinder 2 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Misfire counter, cylinder 4 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Misfire counter, cylinder 3 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Misfire counter, cylinder 5 [fault counter for exhaust-related faults. Counts the number of misfires.]
- Ignition counter, diagnosis [interval counter of exhaust-related faults - counts the ignitions if the diagnosis is active. Remains still when misfire detection is disabled. Counts from 0 to 3000.]
Figure 3
- Range of misfires, minimum speed
- Range of misfires, maximum speed
- Range of misfires, minimum load
- Range of misfires, maximum load
- Rough running, cylinder 1
- Rough running, cylinder 6
- Rough running, cylinder 2
- Rough running, cylinder 4
- Rough running, cylinder 3
- Rough running, cylinder 5
- Cylinder 1 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 6 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 2 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 4 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 3 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Cylinder 5 retardation [ignition angle retarded due to knocking combustion. Retardation in steps from 0.75° to a maximum of 15°]
- Safety retardation [ignition angle of all cylinders retarded in case of failure of camshaft position sensors or knock sensors. 0 - Retardation not active 1 - retardation active]
- Pedal value [display reads 100 % when accelerator is fully depressed, adjust if necessary, otherwise full power cannot be achieved.]
- Pedal encoder potentiometer 1
- Pedal encoder potentiometer 2
- Throttle valve angle, required
- Throttle actual value [display [>] 99 % with a pedal value of 100 %.]
- Throttle position sensor 1
- Throttle position sensor 2
- Target speed, cruise control
- Vehicle speed
- Throttle angle potentiometer 1
- Throttle angle potentiometer 2
- Mass air flow sensor [voltage value]
- Power supply
- Ambient pressure
Input Signals
Input signals of the DME can be read in by the Porsche System Tester 2 with this menu item. In this way, the function of the input signals can be assessed very quickly.
The following input signals can be read in:
- Full load detection
- Press accelerator idle detection
- Medium pressure switch
- A/C request
- Start enable switch
- Disturbance switch
- Stop light switch
- Brake switch
- Immobilizer
- Fuel reserve signal
- Cruise control readiness
- Clutch switch
- Cruise-control store/accelerate
- Cruise-control decelerate/resume
Ready Status
This menu item allows the interrogation of statuses (fulfilled/not fulfilled) of the DME. The following statuses can be checked:
- TWC conversion
- Fuel tank ventilation
- Secondary air system
- Oxygen sensors
- Oxygen sensor heating
To receive a ready message, allow the vehicle to warm up (engine temperature [>] 80 °C) and then activate all diagnostic routines which have not yet been carried out under the menu item "Short test."
Drive Links
Drive links (actuators) of the DME can be activated by the Porsche System Tester 2 with this menu item. This permits the electric function of the drive links to be assessed very quickly.
The following drive links can be activated:
- A/C compressor
- EVAP canister purge valve
- Engine compartment purge fan
- Secondary air pump
- Switch-over valve (secondary air)
- EVAP canister shutoff valve
- Frequency valve, boost pressure control
- Fan
- Fuel pump relay (fuel pump)
- Cooling water shutoff valve
- Overrun recirculating air valve
- Valve lift control, bank 1 and 2
Drive Link Active
With this menu item, drive links of the DME can be triggered by the Porsche System Tester 2 when the engine is running. This permits the function of the drive links to be assessed very quickly.
The following drive links can be activated:
- Cylinder 1 injection valve off
- Cylinder 2 injection valve off
- Cylinder 3 injection valve off
- Cylinder 4 injection valve off
- Cylinder 5 injection valve off
- Cylinder 6 injection valve off
- Valve lift control, bank 1 and 2
- Camshaft adjustment, bank 1
- Camshaft adjustment, bank 2
Vehicle Data
With this menu item, specific vehicle data can be read out with the Porsche System Tester 2.
The following vehicle data can be read out:
- Number of ignitions, range 1
- Number of ignitions, range 2
- Operating hours counter
- Vehicle Identification Number
- Classification number
- Order type
- Country code
- Engine type
- Engine number
- Transmission type
- Transmission number
- Radio/PCM code
- Body colour/convertible-top colour
- Interior equipment
- No. of programming operations
- Navigation system (code)
- Total distance covered
- M numbers
- Z numbers
- Exclusive numbers
System Test
With the system test, it is possible to detect faults in the valve lift control with both large lift and small lift.
The procedure is described under Troubleshooting.
Short Test
This menu item allows the checking of all diagnostic paths, i.e. the vehicle does not have to be driven in order to achieve a "trip".
In the Short Test menu item, diagnostic routines can be processed which would actually only be achieved while driving and, in some cases, only after a long period.
The following diagnostic routines can be activated with the Porsche System Tester 2:
- Constant oxygen sensing LSU
- Basic mixture adaptation
- Fuel tank ventilation
- Secondary air
- Oxygen sensor readiness behind catalytic converter
- Oxygen sensor ageing behind catalytic converter
- TWC conversion
Coding
Under this menu item, the DME control module can be coded for operation with cruise control (cruise control system).
Control Module Programming
Four sub-menus are offered with this menu item:
1. Read out control module (vehicle data)
The menu item 'Read out control module' can be used to read out data from the old control module, e.g. engine number, M numbers, etc., in order to adopt the data in a new control module.
NOTE: Only one control module at a time can be read out in order then to adopt the data in a new control module during control module programming.
2. Program control module (new control module)
NOTE:
- The DME programming code and immobilizer code are required to program control modules. These codes can be obtained from the Porsche IPAS system.
- All electrical consumers must be switched off for programming control modules.
- Switch heater to OFF.
- The vehicle battery must be fully charged.
- Enter vehicle identification number and confirm.
- Enter and confirm 'new programming code'.
NOTE: The new programming code must match the DME programming code from the IPAS, otherwise the control module can no longer be programmed later.
- Enter and confirm 'New immobilizer code'.
NOTE: The new immobilizer code must match the immobilizer code from the IPAS, otherwise the control module can no longer be programmed later.
- Select data record.
NOTE:
- If the data record OBD II was selected in the old control module, the tester automatically preselects "Data record OBDII".
- The selection must then simply be confirmed. Programming commences after this confirmation.
- When programming is complete, switch off the ignition.
- Switch on the ignition.
- Switch off the tester.
NOTE: In Tiptronic vehicles, the fault memory of the Tiptronic must be erased following the programming of a DME control module, as the fault "CAN timeout" is entered in the memory during programming.
3. Program map/data
The data record can be changed, e.g. from RoW to OBD II, with this menu item. Only the DME programming code is required.
4. Program immobilizer code
The immobilizer code is transferred to a new DME control module with this menu item.