AfterSales Training

Advanced Engine Management Systems

P-25

Porsche AfterSales Training

Student Name: ________________________________________________
Training Center Location: ________________________________________________
Instructor Name: ________________________________________________
Date: ___________________

Electrical Troubleshooting Logic

1 - Do you understand how the electrical consumer is expected to operate?
2 - Do you have the correct wiring diagram?
3 - If the circuit contains a fuse, is the fuse okay & of the correct amperage?
4 - Is there power provided to the circuit? Is the power source the correct voltage?
5 - Is the ground(s) for the circuit connected? Is the connection tight & free of resistance?
6 - Is the circuit being correctly activated by a switch, relay, sensor, microswitch, etc.?
7 - Are all electrical plugs connected securely with no tension, corrosion, or loose wires?

2005 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. AfterSales Training Publications
Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest, Porsche, Boxster, Carrera, Cayenne, Tiptronic, VarioCam, PCM, 911, 4S, and the model
numbers and distinctive shapes of Porsches automobiles such as, the federally registered 911 automobile. The third party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc., believes the specifications to be correct at the time of printing. However, specifications, standard equipment and options are subject to change without notice.
Part Number - PNA P25 001

Edition - 9/05

Introduction

In this course we will examine Porsche advanced engine management systems, with the focus of
diagnosing engine management malfunctions utilizing data from the PIWIS Tester and Guided Fault
finding. As we examine the engine management system utilized on Porsche vehicles, we will discover
that these systems are enfolded by OBD-II, and that a solid understanding of OBD-II is essential to the use
of the PIWIS Tester and Guided Fault Finding.

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Subject

Page

Components of OBD II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Monitors Run Continously . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Comprehensive Component Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Misfire Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Mixture Control Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Monitors Run Once Per Key Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Air Injection Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Evaporative Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Fuel Tank Ventilation Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Fuel Tank Leak Detection Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Cayenne Evaporative Emissions System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
DM-TL Fuel Tank Leak Tests Sports Cars 2005 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Catalyst Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Oxygen Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Sensor Heater Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Malfunction Indicator Light (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
P-Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
CARB ISO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31

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Notes:

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Notes:

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In this course book we will examine OBD-II in detail and
how the information provided by OBD-II is used for
diagnostics. We will also examine how OBD-II diagnoses
the engine management system and how all of the system
monitors work.
The following is a breakdown of the main components of
the Porsche OBD-II system this will function as the outline
for our examination of Porsche OBD-II.

Monitors Run Continuously

Comprehensive Component Monitor
The comprehensive component monitor (CCM) is a
diagnostic program that is executed by the engine
management control unit. The comprehensive component
monitor runs in the background and checks for open
circuits, shorts to ground, shorts to power and rationality
of the analog signals coming from the sensor circuits.

Components of OBD-II
1a. Monitors Run Continuously
I. Comprehensive Component Monitor
II. Misfire Monitor
III. Mixture Control System Monitor
1b. Monitors Run Once Per Key Cycle
I. Evaporative Emissions System Monitor
a. EVAP Purge Valve
b. Tank Leak
1. Pressure Sensor
2. LDP
3. DM-TL
II. Air injection System Monitor
III. Catalyst Aging Monitor
IV. Oxygen Sensor Monitor
V. Oxygen Sensor Heater Monitor

Some of the sensors that are checked by the

comprehensive component monitor are:
Intake Air Temperature Sensor IATS (P0111, P0112,
P0113)
Engine Coolant Temperature Sensor ECTS (P0116,
P0117, P0118)
Mass Air Flow Sensor MAF (P1090, P1091, P1095,
P1096, P1097, P1098).
In addition, the comprehensive component monitor checks
output circuits for open circuits, shorts to ground and
shorts to power.
The output modules (final driver stages) have built in diagnostics for open shorts and internal driver malfunctions
and talk directly to the processor via a digital diagnosis
line.

2. Malfunction Indicator Lamp & Fault Management

3. P-Codes and Fault Identification System
4. Generic Scan Tool Mode (CARB ISO)
As we study the Porsche OBD-II system we will examine
the operation of the entire Engine Management System
from a diagnostic viewpoint. This will be invaluable to us in
our efforts to repair both MIL on and MIL off Engine
Management System defects.
We will begin our investigation with the system monitors.

Some of the outputs that are checked by the

comprehensive component monitor are:
Injection valves (P0261, P0262 cylinder 1)
Fuel Pump Relay (P0230, P0231, P0232)
Intake Manifold Resonance Valve (P0660, P0661,
P0662).
Most of the electrical circuits connected to the engine
management control unit are diagnosed by the CCM. The
circuits that are not checked by the CCM are monitored by
their own diagnostic circuits (for example, the throttle
valve control unit) that check them for electrical malfunction, or with some other diagnostic strategy, monitoring of
these systems with the CCM is either not possible or not
necessary. In addition, some systems that have their own
monitor are also monitored by the CCM for shorts and
opens.

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An example of this is the Air Injection System, it has its
own monitor that checks its function, but its electrical
circuit is checked by the CCM for shorts and opens. The
CCM runs from the time the key is turned on until the
system shuts down. Some parameters (Battery Voltage)
are monitored as long as the system has power.

Lets take a look at how the CCM diagnostic works on a

basic sensor circuit. The example we will use is the engine
coolant temperature circuit.

Some tests that the CCM performs require the processor

to remain active after the key has been turned to off. For
example; the processor is active for a period of time after
engine is off to monitor the engine compartment temperature sensor for control of the engine compartment ventilation fan. This is why the engine management relay stays
energized after the key has been shut off. The engine
management processor also keeps track of how long the
vehicle has been shut down.
The CCM tests the rationality of sensor circuits
rationality is whether the value of a sensor is in line with
the operating conditions of the engine. For example; if the
engine RPM and throttle angle are low, and the air mass is
very high, the air mass is not rational for that RPM and
throttle angle and a fault for an implausible air mass will be
stored. The CCM is unique in that it performs its circuit
test on the majority of circuits in the engine management
system, the other monitors are focused on a specific
sub-system or component. Almost every component in the
engine management system can have a fault code
generated by the CCM. The CCM runs continuously, when
it has completed all of the instructions in its program, it
starts over at the beginning, running in the background
continuously.

When we examine the circuit above we see the two main

elements of the analog circuit are the voltage regulator
and the NTC temperature sensor. The voltage regulator is
needed to maintain the reference voltage of the circuit at
5 volts. This is needed to filter out voltage changes that
are normal in the automotive12-volt system, the voltages
in the automotive system range from approximately 9.6
volts at its lowest operational level to 14.7 volts when the
generator is at its maximum output.
If we did not have the regulator in the circuit, engine RPM
and charging system output level would change the
voltage in the circuit and the signal from the sensor would
be distorted by system voltage level. Also, the regulator
functions as the first element in this voltage divider circuit
it has to be there for the circuit to operate.
The second element in the analog circuit is the NTC
temperature sensor low temperature high resistance.
When the temperature of the engine is low, the resistance
of the sensor will be high and the voltage drop across the
sensor will be high at +33 F, the voltage drop will be 4.5
volts. Conversely, when the temperature of the sensor is
high, the voltage drop of the sensor will be low at +210
F, the voltage drop will be .75 volts. The voltage behavior
of the sensor circuit will be inverse to temperature as the
temperature of the engine increases, the voltage drop of
the sensor decreases. This is because the resistance
behavior of the sensor is inverse to temperature and the
voltage drop is directly proportional to resistance.

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100k

1k

0.25 Volts

100

10

Operating Temperature

320

1.2 Volts
1.0 Volts

176

10k

32

4.0 Volts

Temperature to Voltage Comparison

This analog circuit has not changed very much from the
introduction of electronic fuel control. If we were to
examine the cylinder head temperature sensor of a 1984
911 Carerra, it would work very similarly to the temperature sensor of a 2005 911 Carrera (997). All of the
temperature sensors circuits of the engine management
system are similar to the engine coolant temperature
sensor circuit (oil temperature, intake air temperature,
engine compartment temperature).
Next we will take a look at how the digital microprocessor
is connected to this analog circuit, and how the CCM
monitors the operation of this circuit.

In the circuit above, two additional elements have been

added, the microprocessor and the analog to digital
converter. The analog to digital converter connects the
analog circuit to the microprocessor.
The analog to digital converter has to be there for
two reasons:
first, the voltage and amperages that the microprocessor operates at are very low. So low, that if we
connected the analog circuit directly to the
microprocessor it would be unable to operate and
would be damaged.
second, the microprocessor cannot process analog
information, the analog signal must be converted to digital data that the microprocessor can use.
With digital systems, we still have the analog element of
the system, the digital element is inserted inside the analog system and must have analog to digital converters for
inputs and digital to analog converters for outputs so the
digital system can receive inputs and drive outputs.
The other new element is the microprocessor, the microprocessor will use the information from the engine coolant
temperature sensor to control mixture and to perform the
diagnostic check of the sensor circuit. Digital systems
have two elements, the hardware (in this case the
microprocessor chip) and software (the diagnostic
program loaded in the system). The software is a set of
instructions that tell the microprocessor how to diagnose
the circuit step by step. As the diagnostic program is
executed it will come to points where a decision is made.

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Each year OBD-II has changes and features added. One
feature that was added to the engine temperature sensor
monitor is the thermostat monitor, it checks the function
of the engine cooling system utilizing the temperature
sensor.

As we see in the example, there are three possibilities for

the voltage at the sensor.
The voltage can be below the minimum possible
voltage. This will trigger a set of instructions to store a
fault for value below limit/short to ground, and then
continue to the next circuit monitor.
The voltage can be in the possible range above the
minimum and below the maximum in the normal sensor
output range. In this case the program continues to the
next circuit monitor without storing a fault.
Or, the voltage can be above the maximum limit. This
will lead to a set of instructions to store a fault for
above limit/short to positive, and then continue to the
next circuit monitor.
The CCM tests all of the electronic circuits in the engine
management system, and when it is finished, it starts over
and test them again, continuing as long as the engine
management system is active (in some cases for up to 30
min after the key is turned off. In addition, the CCM checks
the engine temperature sensor for rationality. If the
engine has been running for three minutes and the sensor
voltage has not dropped by a certain amount, then
something is wrong with the sensor circuit. When an
engine is started, its temperature must rise as it runs, so
if the sensor voltage does not fall, indicating increasing
temperature there must be a circuit malfunction.

If the cooling system is not functioning properly, the

emissions system will not be able to control emissions
effectively. For example; if the thermostat is stuck in full
open position, the engine will operate at a temperature
lower than operating temperature. The engine will also
take longer to come up to temperature when started cold.
This will cause a rich running condition and excessive
emissions. In addition, some of the monitors of OBD-II
require the engine to be at operating temperature for the
monitor to run. So a test for correct operation of the
cooling system (thermostat monitor) was added to the
monitor for the ECTS.
The thermostat monitor is only initiated when the engine is
started below a temperature threshold (cold engine). If the
engine was already close to operating temperature, the
monitor would yield incorrect results. The monitor also
requires air mass and intake air temperature to be in a
window. Insufficient air mass, or low ambient temperature
would also lead to incorrect test results. The thermostat
monitor compares the actual temperature of the engine to
a stored temperature model. If the actual temperature is
below the temperature model when the monitor is run,
then a fault for cooling system defect is recognized.
We can see the operation of the thermostat monitor from
the program flow chart. You can see that the thermostat
monitor diagnoses the vehicle cooling system operation,
and, that the engine temperature sensor test of the CCM
diagnoses the engine temperature sensor. The thermostat
monitor looks at the engine cooling system operation
using the temperature sensor.

In some cases, rationality is determined by checking a

sensor output against other sensor values. For example; if
the air mass is high, and the engine RPM and throttle
angle are low, then the air mass is suspect. The circuit
diagnostic function of the CCM has been around as long
as we have had on board diagnostics. Rationality tests are
newer, they showed up with in 1989 with the 911 C4
(964) back then we called them plausibility tests.
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Thermostat Monitoring
P25
Thermostat Monitoring
Program Flow Chart

Engine Start

Is air mass compensated

for engine temperature
and ambient temperature
within window for thermostat monitor operation?
Yes

Is vehicle
speed air mass and
ambient temperature and
vehicle startup temperature
in window for thermostat monitor
test?

No

Yes

Yes

ECT
temperature higher
than threshold?

No

Failure, cooling system.

Test passed,
cooling system ok.

Fault Code Management

End test, not possible

this key cycle.

End test.
Next Test
MIL

Next Test

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It is not in the scope of this course book to look at all of
the CCM test of inputs and outputs of the engine management system. We have looked at how the engine coolant
temperature sensor is monitored in detail, and will take a
look at diagnosis of the air mass sensor. From the description of these diagnoses we can understand the function of
the CCM in general and how it diagnoses the remaining
engine management circuits.

Diagnosis of Air Mass Meter

The output voltage of the air mass meter is directly
proportional to the air mass entering the engine, the
engine management control unit converts this voltage into
an air mass value. The actual air mass measured is
compared to a model air mass derived from a map of air
mass based on throttle angel and engine speed that is
stored in the engine management control unit. If the air
mass measured is above the model air mass a fault is
detected for mass airflow sensor above limit. If the air
mass measured is lower than the model air mass, a fault
for mass airflow sensor below limit is stored. In addition,
the mass air flow sensor is checked by the CCM for open
circuit short circuit to positive and short circuit to
negative.
The diagnosis of the air mass sensor also uses the
ambient pressure sensor input in order to adjust the model
air mass map for air density. In some cases, a mass air
flow sensor will be out of range causing a performance
problem and the diagnostic will not see the problem. This
is due to the difficulty of generating a mass air flow model
that is accurate for all conditions, and, the sensitivity of
the engine management system to small inaccuracies in
mass air flow measurement.

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Air Mass Diagnosis
Program Flow Chart

Start diagnosis
for air mass sensor.

Calculate actual air mass

flow from air mass sensor
output voltage.

Calculate maximum air

mass flow from map of
mass air flow based on
throttle angle and engine
speed.

Yes

Is actual
mass air flow
lower than maximum
air mass flow
from map?

No

Calculate maximum air

mass flow from map of
mass air flow based on
throttle angle and engine
speed.

Is air mass above minimum

limit?

No

Store fault for air mass

deviation.

Yes

End test.
MIL

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Misfire Monitor
The misfire monitor detects any condition that causes the
mixture in the combustion chamber not to ignite. When the
hydrocarbons (fuel) in the combustion chamber do not
ignite, they pass down the exhaust system into the
catalytic converter where they cause overheating that will
damage the converter. This is due to the oxidation
process that takes place in the converter. Oxidation
(burning) of the hydrocarbons is promoted by the platinum
and rhodium catalyst. The relatively small amount of hydrocarbons that are normally in the exhaust flow will not
overheat the converter. This makes it essential that misfire
conditions that cause a rich mixture be detected by the
OBD-II system and indicated by the malfunction indicator
light.
The misfire monitor detects misfire by monitoring the
acceleration of the crankshaft that occurs when a spark
plug fires and the combustion process forces the piston
down the cylinder, thereby accelerating the crankshaft.
The system utilizes the speed and reference sensor that is
part of the engine management system to detect the
acceleration of the crankshaft caused by the combustion
process.

Flywheel With Sensor Ring and Inductive Sensor

As you can see in the illustration the inductive sensor with

coil and iron core is positioned to sense the teeth of the
sensor ring. The frequency of this signal (number of teeth
per second) is directly proportional to crankshaft speed.
There is a reference point that is determined by removing
two teeth. There would be 60 teeth if the two removed to
make the reference signal were in place. This makes each
tooth and the void next to it 6 degrees in length, each
tooth is 3 degrees in length.

Sensor Ring Tooth Degree Diagram

With the flywheel divided into sixty segments and each

segment divided into two 3-degree segments (the high
section and the low section), the computer can determine
crankshaft movement in less than a degree. Remember
the processor is operating with a clock speed of 20 to 30
million cycles per second, so the processor can do a lot
of math when the flywheel moves only a portion of a
degree.
With a six-cylinder engine, the system divides a crankshaft
rotation into three 120-degree segments and looks for
acceleration in each segment. These segments are equal
to the distance between two ignitions. From this it can
determine not only that a cylinder has misfired or not, but
identify the cylinder that has misfired. The program that
evaluates misfire is complex. It has to be able to distinguish between deceleration caused by rough roads,
potholes, shifting, and other non misfire causes, and
deceleration caused by misfire.
In case of rough road detection, misfire detection must be
deactivated. While driving on an extremely rough road
surface, drive train vibrations can cause engine speed
variations, which would lead to improper misfire detection.
Additionally, engine start leads to unsteady crankshaft
revolutions at low RPM that can be improperly diagnosed
as a cylinder misfire. Therefore, misfire monitoring is
enabled within 1 camshaft revolution after engine speed
reaches 150 RPM below operating temperature idle
speed.
When the fuel level is in the reserve range, it flags
any misfire that occurs with the information that the
misfire occurred when the fuel level was in the
reserve range.

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In order to determine if crankshaft deceleration is
occurring, the misfire monitor must establish a baseline of
crankshaft motion (what the crankshaft rotation looks like
when there is no combustion).
We call this process flywheel adaptation and it has
to take place the only time that there is no combustion, during deceleration.
In addition to establishing the flywheel adaptation, the
misfire program can tell if there is damage to the sensor
ring or flywheel. The misfire monitor is unique in that it is
the one monitor that will turn on the malfunction indicator
light immediately. All of the other monitors have some
amount of time that the fault must be present before the
light will be turned on. This is due to the damage that can
happen to the catalytic converter if misfire occurs in a
high RPM/load range or for too long of a period of time.
With catalyst damaging misfires, it is possible to switch off
the injector of the affected cylinder to protect the catalyst
(up to a maximum of two cylinders). If more than one
cylinder misses, then in addition to the cylinder specific
fault a fault for multiple misfire is set.

All of the monitors we have discussed so far are continuous monitors that operate all of the time in the background. They run from the time that the engine is started
until the vehicle is shut down. These monitors are for the
most part software modifications and require little or no
additional hardware be added to the vehicle.
Oxygen Sensors
Before we continue with the Monitors run once per key
cycle, we need to review oxygen sensor operation and
theory. We need to do this because oxygen sensors are
utilized by most of the once per key cycle monitors to
check the function of the system that is monitored.
Narrow Band Oxygen Sensors (Lambda Sensor)
Narrow band oxygen sensors generate a voltage when a
difference in oxygen concentration exist across them. This
voltage is directly proportional to air fuel mixture as we
can see in the Sensor Voltage vs. Lambda graph.

Mixture Control Monitor

The mixture control monitor utilizes the mixture adaptation
system to detect mixture control system malfunctions.
When the active mixture control FR (integrator), or the
adaptive long-term fuel trim system moves out of a
specified range, a fault is detected. If the fault is present
for a specified time period and is outside the allowed
range for two key cycles, the MIL (malfunction indicator
light) is illuminated and a fault is stored. This monitor is
part of the mixture control software and is active whenever
the engine is running. When a fault is detected, the mixture
adaptation system locks and makes no further corrections. The mixture control is already closely monitoring
injection time and long term fuel trim, so modifying the
software to detect when the fuel trim system has
developed a malfunction does not require large changes to
the system.

Sensor Voltage vs. Lambda

The oxygen sensor operates on the principal of a galvanic

oxygen concentration cell with a solid-state electrolyte;
this means that it is a lot like a battery.

The mixture control monitor has a function that detects a

low fuel level in the fuel tank. An empty fuel tank would
cause the mixture adaptation system to appear defective
and set a fault code. The monitoring time is extended in
this case to prevent an incorrect detection of a mixture
control fault.
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The sensor consists of:
l

A thimble shaped piece of Zirconium Dioxide ceramic

(stabilized with yttrium oxide).
This thimble is coated with a platinum layer on both
sides.
This layer is porous so it allows gases to penetrate to
the ceramic layer. These layers act as electrodes in
addition to the layer on the outside.
The layer on the outside is exposed to the exhaust gas
flow and acts as a small oxidation converter so all of the
Hydro Carbons in the exhaust that passes into the
ceramic have been oxidized. This is important, since we
need to have a Stoichiometric (completely oxidized) gas
stream at the sensor.
The inside of the thimble is connected to the
atmosphere on Porsche sensors via the inside of the
electrical connection cables.

If we refer to the Sensor Voltage vs. Lambda graph we

can see that if we keep the sensor voltage between 0.15
to 0.85 volts 150 millivolts to 850 millivolts, our mixture
will be very close to Lambda 1 and our three-way catalytic
converter will be able to control our tailpipe emissions
effectively.
Wide Band Oxygen Sensors
Wide band oxygen sensors have a distinct advantage over
narrow band oxygen sensors (Lambda sensors) and that is
that wide band sensors can begin to control mixture within
approximately 30 seconds of engine start and remain in
control of mixture as long as the engine is running. This
has the obvious benefit of improved emission levels, fuel
consumption and performance. Both DME 7.8 and DME
7.1 are normally equipped with wide band sensors in front
of the catalyst. Only the version of 7.8 used on the
naturally aspirated 911 Carrera (996) and Boxster (986)
use narrow band lambda sensors.

Oxygen Sensor Probe

1. Zirconium dioxide ceramic 2. Platinum electrodes
3. Contact for signal

4. Contact for ground

5. Exhaust pipe

6. Protective ceramic coating

Here is how it works:

l
l

Sensor heats up to 650 F. (350 C).

If there is a difference in oxygen content between the
reference atmosphere on the inside of the sensor and
the exhaust stream on the outside, then,
Oxygen ions will migrate from the inside of the sensor to
the outside (this will cause a voltage to be generated
across the electrodes.
If there is a high amount of oxygen in the exhaust
stream there is no difference and there will be no
migration and therefore no voltage generated.
The Voltage is directly proportional to the oxygen
content and oxygen content is proportional to air fuel
ratio.

A - Exhaust Gas
B - Heater Current
C - Pump Current
D - Reference Voltage
1 - Nernst Cell
2 - Pump Cell
3 - Diffusion Gap
4 - Reference Air
5 - Nernst Cell Heater
6 - Op Amp
7 - Measuring Resistor

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Operation
The heart of the wide band sensor is a Nernst concentration cell this is the engineering term for a lambda oxygen
sensor. So in the middle of the wide band sensor is a
narrow band sensor, this sensor cell lies between the
reference air channel at #4 and the exhaust gas flow
coming in at A into measurement cell #3. The output from
the sensor cell is connected to the negative terminal of an
operational amplifier in the control unit. The other
measurement terminal of the operational amplifier is
connected to a fixed reference voltage at D. The Op amp
compares the two voltages and based on the polarity and
amplitude difference between the two voltages, the Op
amp generates a current at its output.
This current flows into or out of a second nernst cell #2 (it
turns out that when we put an oxygen differential across a
nernst cell it generates a voltage, and when we put a
voltage across a nernst cell it moves oxygen), when the
current flows in, it moves oxygen into the measurement
cell, and when it flows out it pumps oxygen out. By
pumping oxygen out of and into the measurement cell the
Op amp keeps the difference between the reference
voltage and the Nernst cell voltage stable. This means that
the Nernst cell voltage is kept at 450 mV by the current
flowing from the Op amp.
It turns out that the voltage drop across the measuring
resistor at #7 is directly proportional to mixture in the wide
band. Wide band sensors are planar sensors. They are not
thimble shaped like a conventional oxygen sensor, instead
they are a bar of ceramic material like a stick of gum but
much smaller and narrower and about the same thickness.
Newer narrow band sensors and all Porsche wide band
sensors are planar in design. The wide band sensors have
a small hole in their upper surface that allows the exhaust
gas flow to act on the measurement cell. In the connector
of the wide band sensor there is a special laser trimmed
resistor that is adjusted during production to calibrate the
sensor.
Wide band sensors have a sensor heater that controls the
sensors temperature. This heater is fed a modulated
square wave to control the sensor temperature. It is
important that the wide band sensor be quickly heated up
so it can begin to control mixture as quickly as possible
and kept at operating temperature to ensure accurate
operation.
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Wide Band Oxygen Sensor Wiring Diagram

In the sensor wiring diagram we can see the color codes

of the wires and the connection points to connect an oscilloscope to measure the voltage drop across the
measuring resistor, the nernst cell voltage and the heater
square wave.
The oxygen sensor monitor for wide band sensors
operates much like the sensor monitor for narrow band
Lambda sensors. The sensor design is different, but the
output wave form is similar.

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Now we will examine the monitors run once per key
cycle. Many of them require additional components.
Monitors Run Once Per Key Cycle
1. Air Injection Monitor
2. Evaporative Monitor
A. Fuel Tank Ventilation
B. Fuel Tank Pressure Test
3. Catalyst Aging Monitor
4. Oxygen Sensor Monitor
5. Oxygen Sensor Heater Monitor
These monitors are the big difference between OBD-II and
earlier systems. They are unique in that they require some
special conditions in order to run such as a certain load
level, engine RPM, or temperature.

mixture rich as the mixture control system would see the

extra O2 as a lean condition and correct for it). The shutoff valve is controlled by an electromechanical vacuum
switching valve that energizes and applies vacuum to the
valve, opening it when the pump is switched on. This is
achieved by having the Engine Management Control Unit
ground the low side of the power relay for the pump and
the coil for the vacuum-switching valve at the same time.
Cayenne models and Sports Cars after 2005 use a combination one way/control valve that allows flow into the
exhaust after the air pressure rises to 80mbar, avoiding
the complication of the shut off valve and vacuum
switching valve of the earlier system.

Air Injection Monitor

Secondary Air Injection Pneumatic Switching Valve

The passages for the air injection system are designed

into the motor and inject the air directly into the exhaust
port via passages drilled or cast into the engine components.
Air Injection System Components
1
2
3
4
5
6

Air pump
Pneumatic switching valve
Electromagnetic valve
Non-return valve
To the cylinder heads
To the vacuum chamber

The air injection systems on Porsche engines with OBD-II

operate only for the first several minutes after start up.
They utilize electric air pumps since this eliminates any
load on the engine when the air pump is not operating.
The length of time that the air pump operates is
dependent on the engine temperature at the time of start
up.
The system consists of a control valve and an electric air
pump and a manifold system with a one-way non-return
valve to keep the exhaust gas pressure in the exhaust. Up
until M.Y. 2005, Sports Cars have a vacuum operated shut
off valve to ensure that no air is pulled into the exhaust
system when the pump is not running (this would drive the
Page 16

Cylinder Head Air Injection Passage (arrow)

The point of injecting air into the exhaust is to promote

oxidation of excess HC that is present during start up. In
addition to controlling HCs, the heat produced by this
process heats up the catalytic converter and enables early
light off of the catalyst.

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Operation of Air Injection Monitor

Evaporative Emissions System Monitor

The monitor for air injection monitors the oxygen sensors

in order to detect if air is actually being injected into the
exhaust. It looks for the oxygen sensors to drive the
voltage low (low voltage high oxygen content in exhaust),
since normally the sensor voltage would be high due to
the rich start up mixture. The only way that the sensor
voltage will fall close to ground is if air is actually being
injected into the exhaust.

The evaporative emissions system monitor has two

main sub systems:

Oxygen Sensor Voltage Without Secondary Air

1. Fuel Tank Ventilation Monitor

2. Fuel Tank Leakage Monitor
These two systems check the same system, however,
they operate independently and for the most part at
different times. The tank ventilation monitor is very similar
vehicle to vehicle, and with the tank leakage monitor, there
are three different systems.
In addition, there are some features that all OBD-II vehicles
have that are not actually functioning components of the
emissions system but have an effect on how well the
systems function. For example, all Porsche models from
2002 have returnless fuel systems with the exception of
Turbo and GT3. This reduces the temperature of the fuel in
the tank, and therefore the amount of HC vapors
generated in the tank.

X - Oxygen sensor voltage

t - Time

Oxygen Sensor Voltage With Secondary Air

Fuel Tank Ventilation Monitor

To understand the tank vent monitor we must first examine
the operation of the evaporative emissions control system.

X - Oxygen sensor voltage

t - Time

If the voltage falls when the air pump is actuated, then air
is being injected. If there is no drop or a weak drop, the
system has some problem that is keeping air from being
injected. The comprehensive component monitor checks
the circuit of the air pump control and with Sports Cars
before 2005, the vacuum control solenoid.

1 - EVAP canister purge valve

Later systems also have an active monitor that will

activate the air injection system and evaluate the effect on
mixture control and air mass to check the system. This is
needed because the parameters for the air injection to
operate are not always met with normal operation.

Pictured above is a basic evaporative emissions system. It

is similar in concept to the system used on all Porsche
vehicles. This system has two operation modes, static and
dynamic (engine off and engine running). In the static
mode, fuel vapors form in the tank #4 and then flow
across the carbon in the EVAP canister #2 and out the

2 - EVAP canister
3 - Purge air
4 - Tank
5 - Intake manifold
6 - To the engine

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flushing air line to atmosphere at #3. As the vapors cross
the carbon (not a large volume of vapor and not at a high
flow rate) the HCs in the vapors are absorbed by the
carbon and held in the EVAP canister.

maintain the specified idle RPM, then the system is determined to be operating correctly. This is why this monitor
needs idle condition to complete its function.
Tank Venting Tests

This process continues the entire time the vehicle is static.

After the engine has run long enough for its temperature
to rise above the level required for tank vent operation, the
EVAP canister purge valve opens and air flows into the
flushing air line at #3 and across the carbon in the EVAP
canister and through the purge valve into intake manifold.
As the air crosses the carbon in the EVAP canister (a large
amount of air at a high flow rate) it picks up the HCs that
were deposited in the carbon during the static mode and
carries them into the intake where they become part of
the fuel used in the combustion process. The fuel mixture
control system must adjust the Ti to compensate for the
additional fuel that is delivered by this system.
The mixture control system operates the purge valve from
a map that must be compensated for the amount of fuel
that has been stored in the EVAP canister. The amount of
HC stored in the EVAP canister can vary greatly. If the
vehicle has been operating for an extended period at
highway speeds, there will be almost no HCs stored and
when the purge valve is opened it is an air leak.
The tank ventilation system operates as part of the
mixture control system and is even used to compensate
for short-term mixture control deviations (if for example an
air leak occurs, the mixture control will increase the purge
valve on time until the system can adapt).
Diagnostic Monitor

1. Lambda purge flow <> 1: System is functional if fresh

air (1a) or HC (1b) detected.
2. Lambda purge flow = 1: Throttle unit actuator will
reduce the flow rate through
the throttle due to additional
flow through the purge valve.

1a. Fresh air via EVAP canister.

1b. Fuel vapor via EVAP canister.

To determine if vapors are flowing through the purge valve

(this is the main indicator that the system is functional),
the monitor looks at the oxygen sensor. If the sensor
moves high or low a sufficient amount when the purge
valve is opened, the system is determined to be operating
correctly.
However, it can be that the valve is operating correctly
and the sensor voltage does not move. This would occur
when the mixture coming from the system is at the stoichiometric ratio, in this case the oxygen sensor voltage
would not move when the purge valve opens. To detect
this condition, the monitor looks at the idle control system
when the purge valve is opened, the idle control has to
lower the amount of air entering the engine in order to
Page 18

2. Lambda purge flow = 1: Throttle unit actuator will

reduce the flow rate through
the throttle due to additional
flow through the purge valve.

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Fuel Tank Leak Detection Tests
Porsche vehicles utilize three types of tank pressure
testing:
1. Pressure sensor with flushing air line shutoff valve
Sports Cars up until 2004.
2. Leak detection Pump All Cayenne models
3. DMTL Sports Cars 2005 and later
In addition we have On Board Refueling Vapor Recovery on
all models overlaying the tank venting and tank leak
detection systems.

vacuum due to the vacuum limit valve (7). This valve limits
how low the pressure in the tank can go. This is done
because if the pressure gets too low it will cause the fuel
to evaporate at a much higher rate (liquids boil in a
vacuum).
Once the pressure in the tank is low enough, the purge
valve is closed and a waiting time is started, if the
pressure remains constant, the tank is leak tight (a small
increase is allowed). The size of the leak is determined by
how rapidly the pressure rises (if the pressure rises rapidly
to ambient, a large leak is indicated a slower pressure
rise indicates a small leak).

Sports Cars up to 2004 Tank Pressure Sensor and

Flushing Air Line Shut-off Valve

System Overview
1 - Fuel Tank
2 - EVAP Canister
3 - Purge Valve
4 - DME
5 - Tank Pressure Sensor
6 - Shutoff Valve
7 - Vacuum Limit Valve

Leak check diagnosis of the sports car fuel tank utilizes

the vacuum in the intake manifold to generate a low
pressure in the tank, and a pressure sensor to monitor
tank pressure. The pressure sensor (5) monitors tank
pressure, it is a piezoelectric sensor that generates a
voltage directly proportional to the pressure in the sensor.
When the conditions for diagnosis are met and diagnosis
is initiated, the purge valve (3), and shutoff valve (6) are
closed, a slight pressure rise will then occur in the tank
caused by fuel evaporation. Then the purge valve will be
opened and a low pressure will be generated in the tank.
This pressure will not be as low as the intake manifold

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Diagram of Tank Leakage Test System with ORVR

1 - Fuel tank
2 - Rollover valve
3 - Fill level limit valve
4 - Spit-back valve
5 - Filler pipes
6 - ORVR valve
7 - Underpressure limit valve
8 - Pressure sensor
9 - Operative venting valve
10 - Filter casing
11 - Fresh air valve
12 - Shut-off valve
13 - Active carbon canister
14 - Air filter
15 - Tank venting valve
16 - Engine

In the diagram above we can see the ORVR path indicated

in red. The ORVR system is not electronic, it has two
electromechanical solenoids, the ORVR valve at (6) and the
fresh air valve at (11), they open when the reed switch at
(9) is closed by a magnet on the back of the filler pipe flap.
The ORVR is not monitored by the engine management
system, it only operates during refueling and cannot affect
the tank leak test. The spit back valve at (4), only allows
liquid fuel to pass into the tank, it will not allow the vapors
in the tank to pass back up the filler pipe. So as the tank
fills, the vapors in the tank are forced to take the path
indicated in green through the active carbon canister
where the HCs are captured. When the fill limit valve at (3)
closes the vapor path, the gas station filler nozzle will shut
off.

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It is important that the tank not be topped off after

the nozzle shuts off. We see that the ORVR overlays the
tank ventilation system (vapor path shown in green) and
the tank leak system so we have three vapor systems
interconnected in this diagram. Looking at the diagram as
one system can be confusing, however if we look at the
diagram one system at a time, system operation becomes
easier to understand.

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Cayenne Evaporative Emissions System

The vapors are forced to exit at the fill limit valve at (8)
and then through the active carbon canister (1) to atmosphere at the air filter at (18).
The Cayenne has three systems connected to the
fuel tank:
1. Evaporative Emissions,
2. ORVR, and,
3. Tank Leak Check.

1 - Carbon Canister
2 - Vacuum Limiting Valve
4 - Over Pressure Relief Valve
3 - Percolation Tank
5 - Filler Neck (with metal flap)
6 - Fuel Tank
7 - Spring Loaded Flap
8 - Fill Limit Venting Valve
9 - Roll Over Valves
10 - Over Pressure Valve
11 - Refueling Vent Line
12 - Evaporative Valve
13 - Evaporative Vent Shutoff Valve
14 - LDP
15 - Vacuum Inlet from Intake Vacuum Reservoir
16 - One Way Check Valve
17 - Tank Vent Lines
18 - Fresh Air Vent With Filter

The Cayenne vapor collection system has five venting

points on the tank; fuel vapors would collect in the high
points of the tanks irregular shape if the extra vapor paths
were not provided. In addition, the Cayenne has a percolation chamber between the tank and the active carbon
canister where heavy fuel vapors are allowed to condense
back into liquid and return into the tank.
Like the Sports Cars, the Cayenne vents the tank to
atmosphere across the active carbon canister. The fuel
vapor-purging path for Cayenne is shown in green and has
a vacuum-limiting valve (2) to reduce fuel evaporation.
Fresh air enters via the air filter at (18) and moves through
the active carbon canister at (1) where the HCs are picked
up. The vapors then flow across the purge valve at (12)
and into the intake manifold. The ORVR vapor path for the
Cayenne is shown in red. The ORVR of the Cayenne has no
electrically controlled valves. Like the sports car system, it
has a vapor control valve at the bottom of the filler pipe at
(7). This allows liquid fuel in but no vapors out.

If we look at one system at a time operation is much

easier to understand.
Cayenne Tank Leakage Monitor

LDP (leak detection pump)

1 - Vacuum connection (from vacuum reservoir in intake
manifold)
2 - Electric frequency valve for the diaphragm pump
3 - Vacuum side of the diaphragm pump
4 - Pressure side of the diaphragm pump
5 - Connecting pipe to the carbon canister (pressure side)
6 - Connecting pipe to the water separator/filter element
7 - Electrical Reed Switch
8 - Mechanical EVAP shut-off valve (always closed when monitor
is active)

As we see from the system diagram for Cayenne, the LDP

is in series with the EVAP vent air filter and in parallel with
the EVAP vent shut off valve, so when the EVAP vent shutoff valve closes, the only path into the tank is the LDP. The
LDP is a vacuum operated pump and pumps air into the
tank which is a sealed system, since during diagnosis the
purge valve is closed.

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The LDP is a diaphragm pump, above the diaphragm is a
chamber that when the leak test begins is alternately
connected to vacuum and atmosphere by an electric
frequency valve operating at approximately 40% duty
cycle.

In the top of the LDP is a reed switch and a magnet. The

magnet holds the reed switch in the closed position. As
the diaphragm raises, a metal plate connected to the
diaphragm slides between the reed switch and the magnet
and the reed switch opens.
The LDP frequency valve operates for a fixed period of
time and then shuts off. If the reed switch has not opened,
a major leak is detected, if after opening the reed switch
closes too soon, a small leak is detected, and if the switch
remains closed for the required diagnostic period, the tank
passes the leak test. In the bottom of the LDP there is a
mechanical EVAP vent shut-off valve, it is opened when the
diaphragm is in its full-relaxed position and duplicates the
function of the electrical EVAP shut-off valve.

Diaphragm Lifting

When the upper chamber is under vacuum, the diaphragm

lifts and compresses the spring that normally holds it in
the down position. When the upper chamber is vented to
atmosphere, the diaphragm is moved by the spring to the
down position. The bottom chamber is connected to
atmosphere via the air filter over a one-way valve that only
allows flow in (intake valve) and to the sealed tank via a
one-way valve that only allows flow out (outlet valve). As
the diaphragm moves up and down it pulls air in across
the inlet valve and out across the outlet valve pumping air
into the tank.

Diaphragm Falling

As the tank pressurizes, the diaphragm has to act against

the pressure built up in the tank, and as the pressure
beneath the diaphragm becomes higher than the pressure
above the diaphragm, the diaphragm stops falling
(completey down) and begins to operate with a shorter
stroke. When the pressure in the tank reaches a point
where it overcomes the spring above the diaphragm, the
diaphragm is locked in the fully raised position.
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DM-TL Fuel Tank Leak Test Sports Cars from 2005

DM-TL Fuel Tank Leak Test Sports Cars from 2005

1 - Fuel pump with pre-chamber
2 - Fuel filter
3 - Fuel-pressure regulator
4 - Fuel pressure line to the injection valves
5 - Purging line to the intake manifold
6 - Evaporative emissions purge valve
7 - Roll-over valve
8 - Four chamber carbon canister
9 - Tank leakage diagnostics module DM-TL

The fuel vapor-venting path of the 2005 Sports Cars

shown in green is simplified compared with the earlier
sports car system. Air enters through the air filter in the
DM-TL, flows across the activated carbon canister picking
up HCs, and then flows into the intake manifold via the
venting valve. The ORVR vapor path shown in red is also
simplified, there is a valve at the bottom of the fuel filler
pipe to prevent vapors from venting up the filler pipe
during fueling, and a fill limit valve as in the earlier ORVR.
With DM-TL, ORVR and Evaporative emissions share vapor
lines, this reduces the number of lines in the system.

10 - Filter for DM-TL

11 - Vent to atmosphere
12 - ORVR vapor line
13 - Overpressure control valve (max. 130 mbar)
14 - Pressure control valve
15 - Excess-pressure control valve
16 - Fuel limit control valve
17 - Fuel filler pipe
18 - Anti-spitback valve

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DM-TL Fuel Tank Pressure Test

Diagnosis Leak Test

Tank Venting Canister Purge

When we look at the diagram of the DM-TL diagnosis

module, we see that it consists of a pump, a two-position
switching valve, and a .5mm (.02 in) orifice. It is
connected on one side to the fuel tank across the active
carbon canister, and on the other side to atmosphere
across the air filter. When diagnosis is not active, the valve
connects the atmospheric vent with air filter to the active
carbon canister.

The pump begins to pressurize the tank and active carbon

canister, and at this point, the amount of current that the
pump consumes falls off. As the fuel tank and active
carbon canister pressurize, the current rises. If the fuel
tank active carbon canister and connecting pipes are leak
tight, the current rises above the level previously recorded
by the diagnosis program.
If the current rises to the level previously recorded (when
pumping against the reference orifice), then the leak is
.5mm (.02 in.) in size. If the current is less than this level,
the leak is larger than 0.5mm. The diagnosis is run for a
specified time period and there is a coarse and fine test.

Diagnosis Reference Measurement

When diagnosis is initiated, the DM-TL valve is in a position

that connects the pump to the reference orifice, and, the
pump is switched on. The amount of current the pump
consumes when pumping against the reference orifice is
measured and stored by the diagnosis program. The
purge valve is closed and the DM-TL valve is then moved
to a position that closes off the path to atmosphere and
opens a passage to the tank across the active carbon
canister.

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Leak Flow Chart

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Evaporative Emissions and Tank Leak Check
General Notes:
The comprehensive component monitor checks all of the
circuits and electric components in the evaporative
emissions and tank leakage systems. It will store a fault if
there is a malfunction detected in the components, or
circuits, whenever the system is operating.
If the active monitor detects a malfunction, the MIL will be
illuminated when the conditions for confirming that fault
are met. An appropriate fault will be stored in memory.
This occurs only when the monitor is running. The diagnostic monitors run when the conditions for operation are
met. This is not necessarily every time the vehicle is
operated.
The required conditions for diagnosis are different for the
three systems, and can include engine temperature, load,
RPM, time, and other variables. For example; the pressure
sensor tank leak test must be run when the engine is
running, while the LDP and DM-TL leak test can be run
without the engine running, or even with the key off. So
when we repair a defect in the tank, or connected lines
and components, it is important to perform a short test. If
we do not this, the system may not run the diagnosis for a
period of time. When it does, the MIL will turn back on if
the vehicle is not repaired.

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Catalyst Monitor

Three-way Catalyst OK (TWC)

Three-way Catalyst not OK (TWC)

A: Sensor amplitude ahead of TWC

A: Sensor amplitude ahead of TWC

B: Sensor amplitude after TWC

B: Sensor amplitude after TWC

X: Delay due to gas running time

The goal of the catalyst monitor is to find out if the

catalyst is doing its job of lowering the N0x, HC, and CO
emissions in the exhaust flow. To do this, we install a
second 02 sensor after the catalyst (or in the case of a
system with two catalysts, after the first catalyst). If the
catalyst is operating correctly, the O2 level at the second
sensor will be relatively low. If the second sensor looks
just like the first (mixture control) sensor, then the catalyst
is not doing its job and is defective and needs to be
replaced.

If we see that the rear sensor is the same as the

front sensor, we know the catalyst is not operating
and the tailpipe emissions will be above the legal
limit.

We can see in the two examples above, when the catalyst

is operating correctly, the 02 sensor in front moves in a
range between 100mV and 900mV, and the sensor
behind the catalyst, in a range between 800mV and
900mV (this can be broader but will be above 500mV).

To understand the way the engine management computer

looks at inputs, we need to remember that it has no eyes,
so it cannot look at the waveforms of the two sensors
and compare them as we do. The processor can only
deal with numbers it is just an adding machine, a complex
fast adding machine but still just an adding machine.

The reason that this monitor is run only once per key
cycle and has special conditions, is that if we dont run it
when the catalyst has had a chance to get up to
operating temperature and has a good amount of flow, we
can fail a good catalyst.

The voltage is high and that means 02 is low. This is due

to the fact that when the catalyst is operating correctly, it
uses up the 02, turning the CO and HC into C02 and H2O.
It not only needs the 02 in the exhaust stream, it also
uses up the 02 from catalyzing the NOx and reducing it to
free 02 and N.
So when we see the rear 02 sensor with a high voltage
signaling, a low 02 content, we know the exhaust
emissions contain a low amount of CO, HC and NOx, and
that the catalytic converter is in good condition.

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So what the diagnostic monitor does is sample the O2
voltages at a regular interval for a period of time. When it
has a sufficient sample (around 60), it performs math on
the collected data and comes up with a equivalent value
for each sensors amplitude. Then it computes the ratio
between the two sensor values.

Speed & Time Graph From Sensor Voltage Tests

O2 Sensor Wave Form

If the ratio is 1, then the catalyst is defective since the

front sensor and rear sensor have the same wave form.
The catalyst is not fuctional, a low number, .05 for
example is good because the two waveforms are different,
and the catalyst is working. The pre-conditions for the
sampling of the sensor amplitudes include, time after start
up, engine temperature, catalyst temperature, engine
RPM, engine load, and air mass.
The catalyst monitor is the longest monitor. It can take up
to 14 minutes to run after the pre-conditions are met.
With the catalyst monitor we see the main difference
between OBD-II and the system before OBD-II. With the
earlier system, the catalyst could be replaced with a piece
of pipe and the check engine light would remain off.
In the sensor voltage in front of the catalyst and sensor
voltage behind the catalyst time vs. voltage graph, we see
a real world illustration of the difference between the
operation of the two sensors. Even though the rear sensor
has peaks and valleys with amplitudes as large as the front
sensor, its frequency is much lower. We can see the ratio
between the two sensor average amplitudes would not be
one. We see that when the vehicle speed is 0 (vehicle is at
idle) the rear sensor voltage is up around the 700-millivolt
range.

Page 28

Catalyst Time vs. Voltage Graph - Front Sensor

Catalyst Time vs. Voltage Graph - Rear Sensor

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Oxygen Sensor Monitor
The Oxygen sensor monitor gives the oxygen sensors a
complete check up. If a sensor has ceased to operate, or
is slow or out of range, this monitor will detect its
defective condition and illuminate the MIL and store an
appropriate fault.

In the diagram above, we can see the effect on emission

levels when the sensor slows down and the average
amplitude of the signal rises.
The O2 sensor evaluation circuit has approximately 475
mV at the terminal that the O2 sensor is connected to the
control unit at.

So when the O2 sensor voltage drops to 200 mV, the

circuit is more positive at the control unit and more
negative at the sensor.

When the sensor is generating 800 mV, the circuit is more

negative at the control unit and more positive at the
sensor. This means that whenever the sensor passes the
475 mV point, it changes polarity, making the points that
the O2 waveform crosses the 475 mV reference voltage
stand out to the evaluating circuit.
These polarity changes are used to direct the mixture
control system, when to switch from rich to lean, and
which direction to switch. The cross count is also used by
the sensor monitor to determine if the sensor is switching
as many times per minute as it should, or in other words,
what the period of the sensor signal is.

When the line stands at 475 mV, the monitor detects an

open circuit on the sensor signal line. When the line is
above one volt, the monitor detects a short to power
(most likely the heater circuit), and when it stands at
ground, a short to ground.

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Sensor Heater Monitor
The Oxygen sensor heaters are important for correct
operation of the mixture control system, and it is obvious
that if the oxygen sensors are not working correctly, the
OBD-II system would not function properly. The oxygen
sensor heaters are provided with power by the same relay
that powers up the fuel injectors and the engine management control unit switches the grounds of the heaters.
The heaters are actuated only when needed; as engine
load rises to the point that the oxygen sensors are heated
sufficiently by the exhaust gas flow, the control unit
switches the ground for the heaters off.

O2 Sensor Evaluation
A - Threshold of 440 mV

The heater circuits are monitored by the

comprehensive component monitor for:

1 - Rich to lean threshold voltage

2 - Lean to rich threshold voltage
7 - Minimum sensor voltage during test
8 - Maximum sensor voltage during test
9 - Time between two transitions

The monitor also looks at minimum voltage and maximum

voltage, how long it takes the sensor to move from lean
(low signal) to rich (high signal), and if the rising waveform
is the same length as the falling waveform. It compares all
of these values to limits programmed into the monitor. If
the sensor has values outside the allowed parameters, a
fault is stored and the MIL is actuated. Like the catalyst
monitor, the Oxygen sensor monitor must have special
conditions to run load, RPM, engine temperature, air
mass, time after engine start.

opens shorts to power,

ground,
and plausibility.
The oxygen sensor heaters each have an resistor across
them. In the control unit, the voltage drops of these resistors are used to monitor the function of the heaters. We
know that if the voltage drop of the monitoring resistors is
within the programmed limits, the heaters are functioning
correctly.
The sensor heater monitor also looks at the resistance of
the oxygen sensors. This is determined by a complicated
calculation on the sensor voltage and current via Ohms
law. We know that when a sensors temperature is low, its
resistance is high, so when the oxygen sensor heater is
not working correctly, the resistance of the sensor will
rise. The PIWIS Tester can be used to see this sensor
resistance. We have a limit for resistance in the OBD diagnosis manual.
When we look back over the section on OBD-II, we can see
that if there is a malfunction in the engine management
system, the diagnostic system will find it most of the time.
Occasionally, we will have a situation where a sensor will
be out of range far enough to cause a performance
problem, but not far enough to set a fault. The one
problem for the technician with OBD-II is when we
dont fix the problem, the MIL comes back on. When
we repair a MIL lamp on a engine management
system malfunction, we must make sure the
monitors involved are run when we test drive the
vehicle.

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Advanced Engine Management Systems

P25
Malfunction Indicator Light (MIL) and
Fault Management

P For Engine
U For Future System
For OBD II only the P code is required.
The second digit identifies the generic code (P0xxx), or
the manufacturer code (P1xxx).
The third digit identifies the major subassembly where a
malfunction occurred. They are:
P01xx Fuel
P02xx Air Ratio
P03xx Ignition System

The operation of the system that manages the recording

and erasing of faults is displayed as part of the stored
fault information. If the malfunction indicator lamp has
been commanded on or how long until it will be
commanded on are indicated along with other information
for example the fault erasing counter

P04xx Additional Emission Controls

P05xx Vehicle Speed and Idle Speed Control
P06xx Control Module and Initiating Signals
P07xx Transmission

P-Codes Standardized Trouble Codes SAE J 2012

9DTC-Diagnostic Trouble Codes
Diagnostic Trouble Codes that are monitored by the engine
control module are standardized, which means that all
manufacturers must use the same Diagnostic Trouble
Codes.

CARB ISO
Mode 5
In mode 5, the values of the last test conducted on each
oxygen sensor can be called up.

The Diagnostic Trouble Codes (DTC) ia always a 5-digit alphanumeric value, example: P0100
All P0xxx codes are standardized codes. However each
manufacturer can use other DTCs in addition to the standardized codes. This applies when the manufacturer integrated additional functions in the control module that can
be diagnosed and that exceed the law. These codes are
identified as P1xxx, for example: P1100
The first digit of the code (letter) identifies the system the
code has set. There are 4 systems:
B For Body

The following PIDs are supported for the oxygen sensors

upstream of the catalytic converter (banks 1 and 2,
sensor 1).

C For Drive Train

Advanced Engine Management Systems

Page 31

P25
$01 Rich To Lean Threshold Voltage

Programmed fixed value.

$02 Lean To Rich Threshold Voltage

A - Sensor OK
B - Sensor characteristic offset e.g. by silicone
Programmed fixed value.

C - Sensor characteristic offset e.g. lead

D1 - Sensor offset towards leaner mixture (PID 31)

$07 Minimum Sensor Voltage During Test

D2 - Sensor offset towards richer mixture (PID 30)

$30 Oxygen Sensor Offset Towards Richer Mixture

The required range and the actual value are indicated.

The required range and the actual value are indicated.

$08 Maximum Sensor Voltage During Test

$31 Oxygen Sensor Offset Towards Leaner Mixture

The required range and the actual value are indicated.

The required range and the actual value are indicated.

$09 Time Between Two Transitions

$32 Average Period

The required range and the actual value are indicated.

The required range and the actual value are indicated.

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Advanced Engine Management Systems

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P25 Notes

P25 Notes

P25 Notes

Part Number - PNA P25 001