I just got one of those Actron scanners. I plugged it and and wrote down the different parameters that were coming up. Anything seem out of the ordinary? These are readings from an Actron 9145. Any explaination on some of the parameters would be helpful I am guessing this is a decent scanner. Should I of gotten say Autotap or something else?

Absolute TPS: 0.0
Engine RPM: 750
Calculated Load: 2.4 - 2.7
MAF: 0.9 - 10.5
MAP: 10.6
Coolant Temp: 172*
IAT: 117*
Ignition Timing Advance: -18 - -22
Second Air: Atmosphere
LT FTRM1: -15.6
ST FTRM1: -3.9 - -6.3
LT FTRM2: -8.6
ST FTRM2: -1.6 - -3.1
O2S11: 0.260 - 0.435
ST FTRM 11: -3.1 - -5.5
O2S12: 0.395 - 0.895
O2S21: 0.320 - 0.470
ST FTRM 21: -1.6 - -2.3
O2S22: 0.420 - 0.870
OBD2: CA

 

Some reference from Injuneer:
http://members.aol.com/InjuneerZz/ScanMast.htm

 

Cool site, thanks for the link.

Z

 

Absolute TPS: 0.0 - its sitting there idling and your throttle is closed - NORMAL

Engine RPM: 750 - hopefully you have an M6, because that's too high for an A4

Calculated Load: 2.4 - 2.7 - it takes 2% of the power to keep the engine idling, no an important value

MAF: 0.9 - 10.5 - Do you possible mean 9.0 to 10.5 gps? That would be slightly on the high side. But 0.9gps doesn't make any sense at all, unless the engine was about to stall.

MAP: 10.6 - Your pulling about 19.5"Hg of vacuum - NORMAL

Coolant Temp: 172* - self explanatory

IAT: 117* - your inlet air temp sensor is showing signs of heat soak, since I doubt the local air temperature was 117degF.

Ignition Timing Advance: -18 - -22 - Normal for idle

Second Air: Atmosphere (No idea what that means)

LT FTRM1: -15.6 - Your engine would be running rich on the drivers side, so the PCM is pulling out 15.6% of the fuel it would normally calculate for the MAF air flow you are seeing. That's not good. Shouldn't need to tweek the fuel by more than +/-5%. Since your MAF flow is on the high side, is it possible you have the screen out of the MAF sensor?

ST FTRM1: -3.9 - -6.3 - doesn't mean much in a single frame of data

LT FTRM2: -8.6 - Again, it would be running rich on the passenger side, but the PCM is pulling out 8.6% of the fuel to compensate. You have "split" BLM's..... for some reason the left and right banks of the engine are out of balance on A/F ratio control

ST FTRM2: -1.6 - -3.1 - see above

O2S11: 0.260 - 0.435 ***

ST FTRM 11: -3.1 - -5.5 - see above

O2S12: 0.395 - 0.895***

O2S21: 0.320 - 0.470 ***

ST FTRM 21: -1.6 - -2.3

O2S22: 0.420 - 0.870***

OBD2: CA

***The nomenclature on the O2 sensors are unclear. The limited swing on O2S11 and O2S21 would appear to be for the after-cat sensors. If that is how the scanner indicates the after-cat sensors, they are NORMAL.

O2S12 and O2S22 appear to be the pre-cvat sensors, and the results look too limited. But you can't even see the actual O2 sensor values. In actuallity, the O2 sensor millivolts are changing almost 10 times a second, so the scanner won't even be able to show you all of them. Again, this is meaningless in a single frame or two of data. If you looked at it for 5 minutes, and the pre-cat O2 sensor NEVER went under 420mV (0.420 volts), you have a problem. They should be swinging from below 0.100V to more than 0.900V. If they never go below 420mV, it would be confirming a rich condition that the PCM is working to correct.

Obviously, grabbing a few numbers off a hand-held is not going to show you a lot of info. A running data log would tell you a lot more. It also seems like the Actron 9145 is very limited in the parameters that it can scan. Does it not have a way to display the "enhanced" parameters? That's were a lot of valuable data it sitting.

 

Data master is your friend.

www.ttspowersystems.com

 

To kind of explain some things.... It seems that my bank 1(drivers side) O2 is shot. Whenever I did my headers, I had to cut and splice the sensor to get it to reach. I didn't have the time to order extentions so I had to rig it for a while. It seemed to work fine but I've been gettting a P0133 code a lot. I have two brand new sensors and waiting on some extentions. I have O2 simms on the rear sensors. As far as my MAF goes, it is a stock MAF with the screen. Heat soak is probably an issue since I read this after running my car for a while. The idle does seem a little high, it is an A4 but not in gear.

 

He has an OBD-II 1996. DataMaster is for OBD-I. He would need AutoTap or one of the other OBD-II software packages.

 

Looking at thier site it shows that Datamaster is only for OBDII, but on the download site it only shows OBDI cars...any insight?

 

That's simply a typo.... kind of makes you wonder how careful he was in the software development. I've got serious questions about his base pulse width (BPW) numbers. They result in injector duty cycle numbers that boggle the mind.

 

That's what I was wondering (about the typo, not the duty cycles ).

Thanks Fred!

 

What's wrong with the duty cycle numbers? I get a max of somewhere around 80%, everything stock. That sounds about right to me.

 

Are you guys talking about my results as far as the duty cycles goes or something else?

 

It's more pronounced in high HP cars, especially blown ones. I was seeing DC of 118% with my stock injectors and an FMU at one point.

 

My comment about injector duty cycle was "generic", not specific to the original question.

I've seen relatively stock bolt-on setups near or exceeding 100% DC according to DataMaster, with no falloff in O2 readings. Its not uncommon.... I have hundreds of logs that people have sent me for review.

Doesn't make any sense. If you check the DM calculation of DC by comparing the BPW with the RPM (time to make 2 revs) it shows that DM does the calculation correctly. So it makes you wonder if its reading the injector pulse width correctly.

 

Here's a thought. Does 100% DC really correlate to static injector operation? I don't think it does...the calculated DC that we use is based on crank degrees (related to rpm and the duration of the intake stroke). So can't an injector stay open beyond the time the intake valve closes and go above our calculated 100% DC, even though it's still not static? It wouldn't be the best fueling, but it would load up the manifold and vacuum would pull the mixture where it needs to go. Might explain it.