Originally Posted by Injuneer

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.

Originally Posted by kevm14

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.