AfterSales Training

Advanced Fuel & Ignition Diagnosis

P25
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?

Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-
of-world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited
for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are
subject to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.

© 2015 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®, Cayman®, Macan®, Panamera®, Speedster®, Spyder®,
918 Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, RS®, 4S®, FOUR, UNCOMPROMISED®, and the model num-
bers and the distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles.
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. Specifications, performance standards, standard equipment,
options, and other elements shown are subject to change without notice. Some options may be unavailable when a car is built.
Some vehicles may be shown with non-U.S. equipment. The information contained herein is for internal authorized Porsche
dealer use only and cannot be copied or distributed. Porsche recommends seat belt usage and observance of traffic laws at
all times.

Part Number - PNA P25 003 Edition - 9/15

 Introduction

In this course we will examine Porsche engine management systems, with the focus of diagnosing engine management
malfunctions utilizing data from the PIWIS Tester and Information Media resources. 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 under-
standing of OBD-II is essential to allow for accurate and timely diagnosis.

Subject Section
Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Information Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Advanced Fuel & Ignition Diagnosis Page i

Page ii Advanced Fuel & Ignition Diagnosis
 Diagnosis

Subject Page
On-Board Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Monitors Run Continously . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Comprehensive Component Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Misfire Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Mixture Control Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Monitors Run Once Per Key Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Evaporative Emissions System Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Fuel Tank Ventilation Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Fuel Tank Leak Detection Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
LDP Evaporative Emissions System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
DM-TL Fuel Tank Leak Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
NVLD Natural Vacuum Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Macan S/Turbo - Tank Ventilation/Carbon Canister Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . .28
Catalyst Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Diagnostic Scheme Used Thru MY 2009 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Additional Catalyst Monitor Schemes Used From MY 2000 Thru Till Present . . . . . . . . . . . . . . . .32
Oxygen Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Sensor Heater Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Malfunction Indicator Light (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
P-Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Generic Scan Tool Mode 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Diagnostic Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Mode 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Advanced Fuel & Ignition Diagnosis Page 1.1

Diagnosis
In this course we will examine OBD-II in detail and how
the information provided by OBD-II can be used for
diagnostics. We will also examine how OBD-II diagnoses
the engine management system and how system monitors
work.
It is not in the scope of this course to examine all the OBD-
II monitors, but rather gain an in-depth understanding of
what monitors are and how they work allowing us to have
better insight regarding OBD-II fault paths. This course
should also expose the Information Media available to the
technician through out the Porsche literature systems that
must be examined to help supplement and support our
understanding of the engine management system, on-
board diagnostic capabilities, and limits.
On-Board Diagnostics
On-Board diagnostics or OBD, is an automotive term
referring to a vehicle’s self-diagnostic and reporting capa-
bility. OBD systems give the technician access to state of
health information for various vehicle systems and sub-
systems. The amount of diagnostic information available
via OBD has varied widely since its introduction in the early
1980s with on-board vehicle computers, which has made
OBD possible. Early instances of nonstandard OBD would
simply illuminate a malfunction indicator light, or MIL, if a
problem was detected—but would not provide any infor-
mation as to the nature of the problem.
The concept evolved on to OBD-I a standardized moni-
toring system (with blink code type fault outputs through a
connected warning lamp in the vehicles instrument cluster
etc.), to the modern OBD-II implementations with the stan-
dardized mandatory use of a digital communications port
to provide real-time data in addition to a standardized
series of diagnostic trouble codes, or DTCs (and optionally
proprietary manufacture specific codes). This now allows a
skilled technician to rapidly identify and ideally remedy
malfunctions within the vehicle quickly.
OBD-I
The regulatory intent of OBD-I was to encourage auto
manufacturers to design reliable emission control systems
that remain effective for the vehicle’s “useful life”. The
hope was that by forcing annual emissions testing for, and
denying registration to vehicles that did not pass, drivers
would tend to purchase vehicles that would more reliably
pass the test as a result of being emission compliant.
Page 1.2 Advanced Fuel & Ignition Diagnosis
OBD-I was largely unsuccessful, as the means of reporting
emissions-specific diagnostic information was not stan-
dardized. Technical difficulties with obtaining standardized
and reliable emissions information from all vehicles led to
an inability to implement the annual testing program effec-
tively.
OBD-II
OBD-II is an improvement over OBD-I in both capability and
standardization. The OBD-II standard specifies the type of
diagnostic connector and its pin configuration, the elec-
trical signaling protocols available, and the messaging
format. It also provides a list of vehicle parameters to
monitor along with how to encode the data for each.
Finally, the OBD-II standard provides an extensible list of
DTCs (diagnostic trouble codes). As a result of this stan-
dardization, a single device can query the on-board
computer(s) in any vehicle. OBD-II standardization was
prompted by emissions legislation requirements, and
though only emission-related codes and data are required
to be transmitted through it, most manufacturers have
made the OBD-II Data Link Connector the only one in the
vehicle through which all systems are diagnosed and
programmed.
Available OBD-II Diagnostic Data
OBD-II provides access to data from the engine control
unit (DME) and offers a valuable source of information
when troubleshooting problems inside a vehicle. The SAE
J1979 standard defines a method for requesting various
diagnostic data and a list of standard parameters that
should be available from the DME. The various parameters
that are available are addressed by “parameter identifica-
tion numbers” or PIDs which are defined in J1979.
Manufacturers are not required to implement all DTCs
listed in J1979 and they are allowed to include proprietary
DTCs that are not listed. The scan tool request and data
retrieval system gives access to real time performance
data as well as flagged DTCs.
Individual manufacturers often enhance the OBD-II code set
with additional proprietary DTCs.

OBD-II Diagnostic Connector
The OBD-II specification provides for a standardized hard-
ware interface—the female 16-pin (2x8) J1962 connector.
Unlike the OBD-I connector, which was sometimes found
under the hood of the vehicle, the OBD-II connector is
required to be within 2 feet (0.61 m) of the steering wheel
(unless an exemption is applied for by the manufacturer, in
which case it is still somewhere within reach of the driver).
SAE J1962 defines the pin configuration of the connector.
EOBD
The EOBD (European On Board Diagnostics) regulations
are the European equivalent of OBD-II, and apply to all
passenger cars of category M1 (with no more than 8
passenger seats and a Gross Vehicle Weight rating of
5500 lbs (2500 kg) or less. The technical implementation
of EOBD is essentially the same as OBD-II, with the same
SAE J1962 diagnostic link connector and signal protocols
being used.
Emission Testing
In the United States, many states now use OBD-II testing
instead of tailpipe testing in OBD-II compliant vehicles
(1996 and newer). Since OBD-II stores trouble codes for
emissions equipment, the testing computer can query the
vehicle’s onboard computer and verify there are no
emission related trouble codes and that the vehicle is in
compliance with emission standards for the model year it
was manufactured.
OBD History Timeline
1969: Volkswagen introduces the first on-board computer
system with scanning capability, in their fuel-injected Type
3 models.
1975: Datsun 280Z On-board computers begin appearing
on consumer vehicles, largely motivated by their need for
real-time tuning of fuel injection systems. Simple OBD
implementations appear, though there is no standardiza-
tion in what is monitored or how it is reported.
1980: General Motors implements a proprietary interface
and protocol for testing of the Engine Control Module
(ECM) on the vehicle assembly line. The “assembly line
diagnostic link” (ALDL) protocol communicates at 160
baud with Pulse-width modulation (PWM) signaling and
monitors very few vehicle systems. Implemented on
Advanced Fuel & Ignition Diagnosis
Diagnosis
California vehicles for the 1980 model year, and the rest
of the United States in 1981, the ALDL was not intended
for use outside the factory. The only available function for
the owner is “Blink Codes”. By connecting specific pins
(with ignition key ON and engine OFF), the “Check Engine
Light” (CEL) or “Service Engine Soon” (SES) blinks out a
two-digit number that corresponds to a specific error
condition. Cadillac (gasoline) fuel-injected vehicles,
however, are equipped with actual on-board diagnostics,
providing trouble codes, actuator tests and sensor data
through the new digital Electronic Climate Control display.
Holding down “Off” and “Warmer” for several seconds
activates the diagnostic mode without need for an external
scan-tool.
1986: An upgraded version of the ALDL protocol appears
which communicates at 8192 baud with half-duplex UART
signaling. This protocol is defined in GM XDE-5024B.
1988: The Society of Automotive Engineers (SAE) recom-
mends a standardized diagnostic connector and set of
diagnostic test signals.
1991: The California Air Resources Board (CARB) requires
that all new vehicles sold in California in 1991 and newer
vehicles have some basic OBD capability. These require-
ments are generally referred to as “OBD-I”, though this
name is not applied until the introduction of OBD-II. The
data link connector and its position are not standardized,
nor is the data protocol.
1994: Motivated by a desire for a state-wide emissions
testing program, the CARB (California Air Research Board)
issues the OBD-II specification and mandates that it be
adopted for all cars sold in California starting in model
year 1996 (see CCR Title 13 Section 1968.1 and 40 CFR
Part 86 Section 86.094). The DTCs and connector
suggested by the SAE are incorporated into this specifica-
tion.
1996: The OBD-II specification is made mandatory for all
cars sold in the United States.
2001: The European Union makes EOBD mandatory for all
gasoline vehicles sold in the European Union, starting in
MY 2001 (see European emission standards Directive
98/69/EC.
2004: The European Union makes EOBD mandatory for all
diesel vehicles sold in the European Union.
Page 1.3
Diagnosis
2008: All cars sold in the United States are required to ISO Standards
use the ISO 15765-4 signaling standard (a variant of the
• ISO 9141: Road vehicles — Diagnostic systems.
Controller Area Network (CAN) bus).
International Organization for Standardization, 1989.
2010: HDOBD (heavy duty) specification is made • ISO 11898: Road vehicles — Controller area network
mandatory for selected commercial (non-passenger car) (CAN). International Organization for Standardization,
engines sold in the United States. 2003.
• ISO 14230: Road vehicles — Diagnostic systems —
Document Standards Keyword Protocol 2000, International Organization for
Standardization, 1999.
SAE Standards Documents on OBD-II • ISO 15031: Communication between vehicle and
external equipment for emissions-related diagnostics,
• J1962 - Defines the physical connector used for the
International Organization for Standardization, 2010.
OBD-II interface.
• ISO 15765: Road vehicles — Diagnostics on Controller
• J1850 - Defines a serial data protocol.
Area Networks (CAN). International Organization for
• J1978 - Defines minimal operating standards for OBD-II
Standardization, 2004.
scan tools
• J1979 - Defines standards for diagnostic test modes
• J2012 - Defines standards trouble codes and definitions.
• J2178-1 - Defines standards for network message
header formats and physical address assignments
• J2178-2 - Gives data parameter definitions
• J2178-3 - Defines standards for network message frame
IDs for single byte headers
• J2178-4 - Defines standards for network messages with
three byte headers*
• J2284-3 - Defines 500K CAN Physical and Data Link
Layer

Notes:

Page 1.4 Advanced Fuel & Ignition Diagnosis


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.
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
4. NVLD
II. Air injection System Monitor
III. Catalyst Aging Monitor
IV. Oxygen Sensor Monitor
V. Oxygen Sensor Heater Monitor
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.
Advanced Fuel & Ignition Diagnosis
Diagnosis
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 signals coming from the sensor circuits.
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 diag-
nostics for open shorts and internal driver malfunctions
and talk directly to the processor via a digital diagnosis
line.
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 malfunc-
tion, 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.
Page 1.5
Diagnosis
An example of this is the Air Injection System, it has it’s
own monitor that checks it’s function, but it’s 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.
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 tempera-
ture sensor for control of the engine compartment ventila-
tion 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.
Page 1.6 Advanced Fuel & Ignition Diagnosis
Let’s 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.
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-or higher volts
when the generator is at it’s 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.
 Diagnosis

100k Ω

4.0 Volts 10k Ω

1.2 Volts 1k Ω
Operating Temperature
1.0 Volts

0.25 Volts 100 Ω

10 Ω
In the circuit above, two additional elements have been
32°

176°

320°

added, the microprocessor and the analog to digital

converter. The analog to digital converter connects the
Temperature to Voltage Comparison analog circuit to the microprocessor.

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 tempera-
ture sensor of our current model offerings. 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.
The analog to digital converter has to be there for
two reasons:
• first, the voltage and amperages that the microproces-
sor 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 dig-
ital 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 ana-
log 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 micro-

processor 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.

Advanced Fuel & Ignition Diagnosis Page 1.7

Diagnosis
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 a
defined period after the key is turned off. In addition, the
CCM checks the engine temperature sensor for “ration-
ality”. 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, it’s temperature must rise as it runs, so
if the sensor voltage does not fall, indicating increasing
temperature – there must be a circuit malfunction.
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.
Page 1.8 Advanced Fuel & Ignition Diagnosis
Each year OBD-II can have 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 temper-
ature sensor.
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.
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.
 Diagnosis
Thermostat Monitoring
Program Flow Chart Engine Start

Is air mass compensated

for engine temperature
and ambient temperature
within window for thermo-
stat monitor operation?

Yes

Is vehicle
speed air mass and
ambient temperature and No
vehicle startup temperature
in window for thermo-
stat monitor
test?

Yes

Yes ECT
temperature higher
than threshold?

No

Failure, cooling system.

Test passed, End test, not possible

Fault Code Management this key cycle.
cooling system ok.

End test.
Next Test

MIL
Next Test

Advanced Fuel & Ignition Diagnosis Page 1.9

Diagnosis
Diagnosis of Air Mass Meter/Pressure Sensor The pressure sensor type systems use the ambient
pressure sensor with in the DME control unit as a cross
The signal of an air mass meter/pressure sensor is check for pressure sensor signal diagnostics. Note this
directly proportional to the air mass entering the engine, monitor has to be performed when the engine is not
the engine management control unit converts this signal running relying on ambient pressure as a base line .
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 angle and engine speed that is
stored in the DME control unit. If the air mass measured is
above the model air mass a fault is detected for mass
airflow sensor or pressure sensor above limit. If the air
mass measured is lower than the model air mass, a fault
for mass airflow sensor or pressure sensor below limit is
stored. In addition, the mass air flow sensor or pressure
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.

Notes:

Page 1.10 Advanced Fuel & Ignition Diagnosis

 Diagnosis
Air Mass Diagnosis
Program Flow Chart

Advanced Fuel & Ignition Diagnosis Page 1.11

Diagnosis
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 hydro-
carbons 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/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 sensor is positioned
to sense the teeth of the sensor ring. The frequency of
this signal (number of teeth per second) is directly propor-
tional 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.
Page 1.12 Advanced Fuel & Ignition Diagnosis
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 to 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 distin-
guish 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.

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).
Diagnosis
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.

We call this process flywheel adaptation and it has
to take place the only time that there is no combus-
tion, during deceleration.
Note - Until the flywheel adaptations are completed
the resolution that DME uses to detect misfire is not
as refined.
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 contin-
uous monitors that operate all of the time in the back-
ground. 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 (short-term fuel trim), 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 correc-
tions. 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 devel- Sensor Voltage vs. Lambda
oped a malfunction does not require large changes to the
system. The oxygen sensor operates on the principal of a galvanic
oxygen concentration cell with a solid-state electrolyte;
The mixture control monitor has a function that detects a this means that it is a lot like a battery.
low fuel level in the fuel tank. An empty fuel tank would

Advanced Fuel & Ignition Diagnosis Page 1.13

Diagnosis
The sensor consists of:
●
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 - Design and Function
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.
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.

The heart of the wide band sensor is a Nernst concentra-

tion 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
Oxygen Sensor Probe reference air channel and the exhaust gas flow coming
into measurement cell. The output from the sensor cell is
1. Zirconium dioxide ceramic 2. Platinum electrodes connected to the negative terminal of an operational
3. Contact for signal 4. Contact for ground amplifier in the control unit. The other measurement
5. Exhaust pipe 6. Protective ceramic coating terminal of the operational amplifier is connected to a
fixed reference voltage. The Op amp compares the two
Here is how it works: voltages and based on the polarity and amplitude differ-
ence between the two voltages, the Op amp generates a
●
Sensor heats up to 650° F. (350° C). current at its output.
●
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.

Page 1.14 Advanced Fuel & Ignition Diagnosis

 Diagnosis
Operation

The exhaust gas enters the actual measuring chamber -

diffusion gap (3) of the Nernst concentration cell through
the pump cell's gas access passage (A). In order that the
excess-air factor Lambda can be adjusted in the diffusion
gap (3), the Nernst concentration cell compares the gas in
the diffusion gap (3) with that in the reference-air passage
(4).

The complete process proceeds as follows:

By applying the pump voltage across the pump cell's

platinum electrodes, oxygen from the exhaust gas is
pumped through the diffusion barrier and into or out of the
diffusion gap (3). With the help of the Nernst concentration
cell, an electronic circuit in the DME control unit controls
the voltage across the pump cell in order that the compo-
sition of the gas in the diffusion gap (3) remains constant A - Exhaust Gas
at Lambda = 1. B - Heater Current
C - Pump Current
If the exhaust gas is lean, the pump cell pumps the oxygen D - Reference Voltage
to the outside (positive pump current). On the other hand, 1 - Nernst Cell
if it is rich, due to decomposition of CO2 and H2O at the 2 - Pump Cell
exhaust-gas electrode the oxygen is pumped from the 3 - Diffusion Gap
surrounding exhaust gas and into the diffusion gap (3) 4 - Reference Air
(negative pump current). 5 - Nernst Cell Heater
6 - Op Amp
Oxygen transport is unnecessary at Lambda = 1 and 7 - Measuring Resistor
pump current is zero. The pump current is proportional to
the exhaust-gas oxygen concentration and this is a non-
linear measure for excess-air factor Lambda

Notes:

Advanced Fuel & Ignition Diagnosis Page 1.15

Diagnosis
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 oscil-
loscope to measure the voltage drop across the mea-
suring 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.
Now we will examine some of the monitors run once
per key cycle. Many of them require additional
components.
Monitors Run Once Per Key Cycle
1. Air Injection Monitor (if applicable)
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.
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.
Note - Wide-band sensors indicate lean or rich mixtures
in the exhaust opposite of the narrow-band sensor with
regard to voltage readings.

Page 1.16 Advanced Fuel & Ignition Diagnosis


Oxygen Sensor Voltage Without Secondary Air
(narrow band type)
X - Oxygen sensor voltage
t - Time
Oxygen Sensor Voltage With Secondary Air
(narrow band type)
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 electrical circuit of the air pump system.
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.
Advanced Fuel & Ignition Diagnosis
Diagnosis
Evaporative Emissions System Monitor
The evaporative emissions system monitor has two
main sub systems:
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 four 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, Porsche models with the
returnless type fuel systems help by not increasing the
temperature of the fuel in the tank, and therefore the
amount of HC vapors generated in the tank.
Fuel Tank Ventilation Monitor
To understand the tank vent monitor we must first review
the operation of the evaporative emissions control system.
1 - EVAP canister purge valve 2 - EVAP canister
3 - Purge air 4 - Tank
5 - Intake manifold 6 - To the engine
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
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 adsorbed by the
carbon and held in the EVAP canister.
Page 1.17
Diagnosis
This process continues the entire time the vehicle is static. Tank Venting Tests
After the engine has run long enough for it’s 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
1. Lambda purge flow <> 1: System is functional if fresh
control system must adjust the Ti to compensate for the
air (1a) or HC (1b) detected.
additional fuel that is delivered by this system.
2. Lambda purge flow = 1: Throttle unit actuator will
reduce the flow rate through
The mixture control system operates the purge valve from
the throttle due to additional
a map that must be compensated for the amount of fuel
flow through the purge valve.
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
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
2. Lambda purge flow = 1: Throttle unit actuator will
when the mixture coming from the system is at the stoi-
reduce the flow rate through
chiometric ratio, in this case the oxygen sensor voltage
the throttle due to additional
would not move when the purge valve opens. To detect
flow through the purge valve.
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
maintain the specified idle RPM, then the system is deter-
mined to be operating correctly. This is why this monitor
needs idle condition to complete its function.

Page 1.18 Advanced Fuel & Ignition Diagnosis


Fuel Tank Leak Detection Tests
Porsche vehicles utilize four 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 2005-2011, Cayenne/Panamera -
S and SE Hybrids (also on 918 Spyders).
4. NVLD - Sports Cars 2012 - Present, Macan 2015 -
Present.
In addition we have On Board Refueling Vapor Recovery on
all models overlaying the tank venting and tank leak
detection systems.
Sports Cars up to 2004 – Tank Pressure Sensor and
Flushing Air Line Shut-off Valve
Diagnosis
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
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).

System Overview

1 - Fuel Tank 2 - EVAP Canister

3 - Purge Valve 4 - DME
5 - Tank Pressure Sensor 6 - Shutoff Valve
7 - Vacuum Limit Valve

Notes:

Advanced Fuel & Ignition Diagnosis Page 1.19

Diagnosis

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 It is important that the tank not be topped off after
in red. The ORVR system is not electronic, it has two the nozzle shuts off. We see that the ORVR overlays the
electromechanical solenoids, the ORVR valve at (6) and the tank ventilation system (vapor path shown in green) and
fresh air valve at (11), they open when the reed switch at the tank leak system – so we have three vapor systems
(9) is closed by a magnet on the back of the filler pipe flap. interconnected in this diagram. Looking at the diagram as
one system can be confusing, however if we look at the
The ORVR is not monitored by the engine management diagram one system at a time, system operation becomes
system, it only operates during refueling and cannot affect easier to understand.
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.

Notes:

Page 1.20 Advanced Fuel & Ignition Diagnosis

 Diagnosis
LDP (Leak Detection Pump) with Evaporative (7). This allows liquid fuel in but no vapors out.
Emissions System The vapors are forced to exit at the fill limit valve at (8)
and then through the active carbon canister (1) to atmos-
phere at the air filter at (18).

LDP with evaporative emissions system has three

systems connected to the fuel tank:

1. Evaporative Emissions,
2. ORVR, and,
3. Tank Leak Check.

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

easier to understand.

1 - Carbon Canister Tank Leakage Monitor

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
16 - One Way Check Valve
17 - Tank Vent Lines
18 - Fresh Air Vent With Filter
LDP (leak detection pump)
The evaporative emission system vapor collection system
1 - Vacuum connection
has venting points on the tank; fuel vapors would collect in
2 - Electric frequency valve for the diaphragm pump
the high points of the tanks irregular shape if the extra
3 - Vacuum side of the diaphragm pump
vapor paths were not provided. In addition, a percolation
4 - Pressure side of the diaphragm pump
chamber between the tank and the active carbon canister
5 - Connecting pipe to the carbon canister (pressure side)
where heavy fuel vapors are allowed to condense back
6 - Connecting pipe to the water separator/filter element
into liquid and return into the tank.
7 - Electrical Reed Switch
8 - Mechanical EVAP shut-off valve (always closed when monitor
The vaporative emission system vents the tank to atmos-
is active)
phere across the active carbon canister. The fuel vapor-
purging path for Cayenne is shown in green and has a
As we see from the system diagram, the LDP is in series
vacuum-limiting valve (2) to reduce fuel evaporation. Fresh
with the EVAP vent air filter and in parallel with the EVAP
air enters via the air filter at (18) and moves through the
vent shut off valve, so when the EVAP vent shut-off valve
active carbon canister at (1) where the HCs are picked up.
closes, the only path into the tank is the LDP. The LDP is a
The vapors then flow across the purge valve at (12) and
vacuum operated pump and pumps air into the tank which
into the intake manifold. The ORVR vapor path is shown in
is a sealed system, since during diagnosis the purge valve
red. The ORVR has no electrically controlled valves. There
is closed.
is a vapor control valve at the bottom of the filler pipe at

Advanced Fuel & Ignition Diagnosis Page 1.21

Diagnosis
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.
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.
Notes:
Page 1.22 Advanced Fuel & Ignition Diagnosis
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
(completely 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.
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.
 Diagnosis
DM-TL Fuel Tank Leak Test

DM-TL Fuel Tank Leak Test The fuel vapor-venting path shown in green is simplified
compared with the earlier sports car system. Air enters
1 - Fuel pump with pre-chamber through the air filter in the DM-TL, flows across the
2 - Fuel filter activated carbon canister picking up HCs, and then flows
3 - Fuel-pressure regulator into the intake manifold via the venting valve. The ORVR
4 - Fuel pressure line to the injection valves vapor path shown in red is also simplified, there is a valve
5 - Purging line to the intake manifold at the bottom of the fuel filler pipe to prevent vapors from
6 - Evaporative emissions purge valve venting up the filler pipe during fueling, and a fill limit valve
7 - Roll-over valve as in the earlier ORVR. With DM-TL, ORVR and Evaporative
8 - Four chamber carbon canister emissions share vapor lines, this reduces the number of
9 - Tank leakage diagnostics module DM-TL 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

Advanced Fuel & Ignition Diagnosis Page 1.23

Diagnosis
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.

Page 1.24 Advanced Fuel & Ignition Diagnosis


NVLD (Natural Vacuum Leak Detection)
With this system, tank leakage diagnosis is performed as
a passive long-term test when the vehicle is stationary for
an extended period, which means that no short test is now
required for this purpose. On vehicles with NVLD, the DME
actual value “A095” indicates whether the tank system
was leak-free during the most recent long-term test in the
stationary vehicle.
The NVLD system consists of an NVLD evaluation unit
(Figure 2) electronic part with temperature sensor) and an
NVLD module (Figure 3 - pneumatic part).
Diagnosis
The system is sealed gas-tight (unlike previous methods)
after the engine is switched off. This means that a change
in temperature in the system will have a direct effect on
the pressure. The system is leak-free if a drop in tempera-
ture (long-term cooling) causes the pressure in the fuel
tank to fall below -2.5 mbar relative pressure (vacuum
relative to ambient pressure).
The fuel tank ventilation system can be regarded as being
leak-free if all leaks together correspond to a leak with a
diameter of max. 0.4 mm (=0.016 inches). The system is
also leak-free if the pressure in the fuel tank after the
engine is switched off is below -2.5 mbar relative pressure
and this vacuum is maintained for at least 20 minutes.

No Leak Example 1

1 DME control unit Ø0.5 mm Leak Example 2

2 NVLD evaluation unit with temperature sensor
3 NVLD module (pneumatic part)
4 Carbon canister
5 Tank vent line
6 Tank vent valve
7 Throttle valve (electronic throttle)

The NVLD evaluation unit is connected to the switch in the

NVLD module via a two-wire cable. It is supplied externally
with 12 volts and ground (terminal 30 + 31). The third
external connection on the NVLD evaluation unit is the
communication line which is connected to the DME control
unit.

Operating Principle Example 1 shows the long-term test for a leak-free

system.
The leak test is performed on the basis of Amontons’ Law
1 Pressure curve in the tank system (red)
(the Gas Law), which states that pressure is proportional
2 Temperature (blue)
to temperature in a closed system. This means that a
3 Time
change in pressure can be deduced from a change in
temperature. Example 2 shows the long-term test for a system with a
leak.

Advanced Fuel & Ignition Diagnosis Page 1.25

Diagnosis
NVLD Module (pneumatic part), Operating Principle NVLD: Mechanical Function – Vacuum at -6.0 mbar
Under Vacuum

This component is located directly on the carbon canister.

The illustration below shows a leak-free system with the Illustration 6 shows a leak-free system at maximum
switching point of the vacuum switch at -2.5 mbar. vacuum of -6.0 mbar. The conical seal (5) limits the
vacuum when the diaphragm is raised. Opens at -6.0
mbar, closes at -3.0 mbar.

NVLD Module (pneumatic part), Operating Principle

Under Pressure

NVLD: Mechanical Function – At Reset

1 Vacuum (light blue)

2 Atmosphere (blue)
3 Switch (switching point -2.5 mbar)
4 Diaphragm
5 Conical seal

If long-term cooling causes a vacuum (1) of -2.5 mbar in

the fuel tank after the vehicle is switched off, the dia-
phragm (4) moves upwards and closes the switch (3). The
electric vacuum switch (3) is actuated by vacuum when the
diaphragm is raised. It closes and opens at -2.5 mbar
relative vacuum.
Illustration 7 shows the NVLD module at ambient pressure.
The ventilated NVLD module and diaphragm (4) are in
neutral position.

Page 1.26 Advanced Fuel & Ignition Diagnosis


NVLD: Mechanical Function – Pressure at + 1.0 mbar
Illustration 8 shows the NVLD module at 1 mbar overpres-
sure. The diaphragm moves downward in the event of
overpressure and opens the conical seal (5). Opening
starts at +1.0 mbar.
NVLD: Mechanical Function – Pressure at + 5 mbar
Illustration 9 shows the NVLD module at +5 mbar (fully
open at maximum overpressure). In other words, the
pressure in the fuel tank always moves between - 6.0 …
+5.0 mbar in the stable condition.
Notes:
Advanced Fuel & Ignition Diagnosis
Diagnosis
Leak Test
The NVLD tank leakage diagnostic system is passive. It
works by measuring the pressure difference between the
warm and cold fuel tank. In order to reliably determine the
absence of leaks in the system, the fuel tank must be left
to cool down for an extended period of time (e.g.
overnight). This means that it is not possible to check
whether the tank system is leak-free by means of a quick
test using on-board diagnosis after a repair.
Consequently, a smoke test is provided for performing a
quick leak test of the tank system using NVLD in the
workshop. The smoke test is described in the PIWIS
information system.
Page 1.27
Diagnosis
Macan S/Turbo – Tank Ventilation/Carbon Canister NVLD Module
Diagnosis

NVLD Module

Carbon Canister

The carbon canister is located on the underbody on the

left next to the fuel tank. The ventilation paths to the intake
side of the engine were already described in the section
on the intake system.

Carbon canister with tank leakage diagnosis NVLD

The Macan vehicles intended for the USA feature the NVLD
(Natural Vacuum Leak Detection) system for tank leakage
diagnosis. The pneumatic part of the NVLD module is
located on the carbon canister. With this system, tank
leakage diagnosis is performed as a passive long-term
test when the vehicle is stationary for an extended period,
which means that no short test is required for this
purpose. The components and function of the NVLD
system with NVLD evaluation unit (electronic part with
temperature sensor) and an NVLD module (pneumatic
part) have already been described in detail in the SIT,
Group 2 for the 911 Carrera (991). The Macan uses the
DME Control Unit for information (Not a separate
evaluation unit).
Functional principle of the pneumatic part. If a vacuum (1)
of -2.5 mbar is produced in the fuel tank after the vehicle
is switched off as a result of long-term cooling, the
diaphragm (4) moves upwards and closes the switch (3).
The conical seal (5) limits the maximum vacuum to 6.0
mbar. The electric vacuum switch (3) is actuated by
vacuum when the diaphragm is raised. It closes and opens
at 2.5 mbar relative vacuum. The conical seal (5) limits the
vacuum when the diaphragm is raised. It opens at 6.0
mbar, and closes at 3.0 mbar. The maximum pressure in
the tank is limited to +5.0mbar.

Page 1.28 Advanced Fuel & Ignition Diagnosis

 Diagnosis
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 diag-
nostic 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

four 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 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 compo-
nents, it is important to perform a short test (not NVLD). 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.

Notes:

Advanced Fuel & Ignition Diagnosis Page 1.29

Diagnosis
Catalyst Monitor The voltage is high and that means 02 is low. This is due
to the fact that when the catalyst is operating correctly, it
Diagnostic Scheme Used Thru MY 2009
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 emis-
sions contain a low amount of CO, HC and NOx, and that
the catalytic converter is in good condition.

Three-way Catalyst OK (TWC) If we see that the rear sensor is the same as the
front sensor, we know the catalyst is not operating
A: Sensor amplitude ahead of TWC and the tailpipe emissions will be above the legal
B: Sensor amplitude after TWC limit.

The reason that this monitor is run only once per key cycle
and has special conditions, is that if we don’t 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.

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
Three-way Catalyst not OK (TWC)
compare them as we do. The processor can only deal with
numbers it is just an adding machine, a complex fast
A: Sensor amplitude ahead of TWC
adding machine but still just an adding machine.
B: Sensor amplitude after TWC
X: Delay due to gas running time
So what the diagnostic monitor does is sample the O2
voltages at a regular interval for a period of time. When it
The goal of the catalyst monitor is to find out if the
has a sufficient sample (around 60), it performs math on
catalyst is doing its job of lowering the N0x, HC, and CO
the collected data and comes up with a equivalent value
emissions in the exhaust flow. To do this, we install a
for each sensors amplitude. Then it computes the ratio
second 02 sensor after the catalyst (or in the case of a
between the two sensor values.
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 it’s job and is defective and needs to be
replaced.

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).
O2 Sensor Wave Form

Page 1.30 Advanced Fuel & Ignition Diagnosis

 Diagnosis
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 functional, 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 Catalyst Time vs. Voltage Graph - Front Sensor
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, it’s 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.

Catalyst Time vs. Voltage Graph - Rear Sensor

Speed & Time Graph From Sensor Voltage Tests

Advanced Fuel & Ignition Diagnosis Page 1.31

Diagnosis
Additional Catalyst Monitor Schemes Used From MY
2000 Thru Till Present
Catalyst Monitoring – Rear O2 Sensor Compared
against a Model
Diagnostic Overview
Catalyst monitoring is based on monitoring the oxygen
storage capability of the catalysts. The engine mixture
control results in regular Rich-to-Lean and Lean-to-Rich
oscillations of the exhaust gases. These oscillations are
artificially created by the DME during catalyst monitoring
by use of a Wideband Oxygen Sensor control system. The
oscillations are dampened by the oxygen storage activity
of the catalyst. The amplitude of the remaining mixture
oscillations downstream of the catalyst indicates the
catalyst’s oxygen storage capability. The procedure
compares the signal amplitude obtained from the down-
stream sensor with a model. The modeled signal ampli-
tudes are derived from a borderline deteriorated catalyst.
When the measured amplitudes from the catalyst exceed
those from the model the catalyst is considered defective.
This information is evaluated during a single engine load
and speed range.
With the above strategy the following can be distin-
guished:
• Amplitude of the downstream lambda sensor
• Borderline deteriorated catalyst model signals vs. the
signal of the downstream lambda sensor
• Signal evaluation
• Fault processing
• Check of monitoring system
Page 1.32 Advanced Fuel & Ignition Diagnosis
Signal Amplitude
The amplitude of the signal oscillations of the Narrowband
Oxygen Sensor downstream of the catalyst is calculated.
This is accomplished by extracting the oscillating signal
component, computing its absolute value and averaging
over time.
Model of Borderline Catalyst and Downstream
Sensor Signal Amplitude
The model simulates the oxygen storage capability of a
borderline deteriorated catalyst. The signal of the down-
stream oxygen sensor is simulated in the model based on
real-time engine operating data (A/F-ratio, engine load).
The amplitude of the modeled signal oscillations is also
calculated.
Signal Evaluation
The signal amplitudes of the downstream oxygen sensor
are compared with the model for a given period. If the
signal amplitude of the downstream sensor exceeds the
model, the oxygen storage capability of the catalyst is
determined to fall short of the model.
Fault Evaluation
If the vehicle catalyst indicates a lower oxygen storage
capability than the model a fault is detected and an
internal flag set. If the fault is detected again during the
next driving cycle the MIL is illuminated.
Check of Monitoring Conditions
The monitoring principle is based on the detection of
relevant oscillations of the downstream sensor signal
during regular mixture control. It is necessary to check the
driving conditions for exceptions where regular mixture
control is impossible, for example during fuel cut-off
(coasting). During these exceptions and for a certain
period thereafter, the computation of the amplitude values
and post-processing is halted, so a distortion of the moni-
toring information is avoided.
 Diagnosis
Catalyst Monitoring – Rear O2 Sensor Signal Ratio
Compared against a Threshold

Diagnostic Overview

The diagnostic function which is used for monitoring of the

catalyst efficiency is based on measure of the oxygen
within the catalyst determined by the upstream and the
downstream oxygen sensor. If all monitoring conditions
are fulfilled, then a special defined A/F-modulation will be
done. The relation of the deviations between the current
downstream-sensor-signal to the average value of the
downstream-sensor-signal is a sign for catalyst condition.
The catalyst system is considered malfunctioning, if after
a specified number of monitoring cycles the average of
the ratios exceeds a threshold. The corresponding fault
code is stored.

General Description

The first lean to rich cycle is only used to establish an

average voltage value of the downstream sensor voltage.
During subsequent mixture control cycles the oxygen
storage capacity (OSC) is based on the integrated (accu-
mulated) value of the difference between the average
value of the previous lean to rich cycle and the measured
instantaneous voltage during the current lean to rich cycle.
This value will be normalized, weighted and corrected by
the DME and is a measure of the Catalyst efficiency. The
catalyst system is considered malfunctioning, if after a
specified number of monitoring cycles the average of the
single efficiency values exceeds a threshold. The corre-
sponding fault code is stored.

Notes:

Advanced Fuel & Ignition Diagnosis Page 1.33

Diagnosis
Catalyst Monitoring – Rich-to-Lean Delay Time

Diagnostic Overview

The DME tests the catalyst system during steady state

driving by cycling the fuel mixture LEAN and then RICH for
a calibratable number of cycles while monitoring the
oxygen storage capacity (OSC). Prior to the Catalyst test
the canister purge valve is completely closed or com-
pletely opened if a low canister fuel burden value exists.
(This is to eliminate the influence of canister vapors on the
downstream sensor during the test.)

The monitor is integrated within a mixture control stimula-

tion profile which is used for downstream oxygen sensor
and catalyst diagnosis. This mixture control stimulation
profile consists of a conditioning phase and a measure-
ment phase (see chart below).

The lean and rich conditioning phases are used to reach a

well-defined state inside the catalyst, i.e. the catalyst is
fully depleted of oxygen after the conditioning rich phase,
or fully buffered with oxygen after a lean conditioning
phase.

During a lean measurement phase, the amount of oxygen

being buffered by the catalyst creates a delay, before the
lean mixture “breakthrough” can be detected by the down-
stream lambda sensor. This time delay between when the
upstream oxygen sensor and the downstream oxygen
sensor agree on the mixture content, is an indication of
the amount of oxygen being buffered by the catalyst. This
corresponds to the OSC (Oxygen Storage Capacity) of the
catalyst. A statement can then be made about the
health/efficiency of the catalytic converter.

If the determined OSC falls below the threshold, the MIL

(Malfunction Indication Lamp) is illuminated.

Page 1.34 Advanced Fuel & Ignition Diagnosis

 Diagnosis

Notes:

Advanced Fuel & Ignition Diagnosis Page 1.35

Diagnosis
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 narrowband O2 sensor evaluation circuit has approxi-
mately 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.
Page 1.36 Advanced Fuel & Ignition Diagnosis
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.

O2 Sensor Evaluation
A - Threshold of 440 mV
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.
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 manage-
ment 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.
Advanced Fuel & Ignition Diagnosis
Diagnosis
The heater circuits are monitored by the
comprehensive component monitor for:
• 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 resis-
tors 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 sensor’s 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 diag-
nosis 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
don’t 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.
Page 1.37
Diagnosis
Malfunction Indicator Light (MIL) and Fault
Management

Generic Scan Tool

Mode 5

In mode 5, the values of the last test conducted on each

oxygen sensor can be called up.

The following PID’s are supported for the oxygen sensors

upstream of the catalytic converter (banks 1 and 2,
The operation of the system that manages the recording
sensor 1).
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 com-
manded on are indicated along with other information for
example the fault erasing counter

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.

Page 1.38 Advanced Fuel & Ignition Diagnosis

 Diagnosis
$01 Rich To Lean Threshold Voltage

Programmed fixed value.

$02 Lean To Rich Threshold Voltage

A - Sensor OK
Programmed fixed value. B - Sensor characteristic offset e.g. by silicone
C - Sensor characteristic offset e.g. lead
$07 Minimum Sensor Voltage During Test D1 - Sensor offset towards leaner mixture (PID 31)
D2 - Sensor offset towards richer mixture (PID 30)

$30 Oxygen Sensor Offset Towards Richer Mixture

The required range and the actual value are indicated.

$08 Maximum Sensor Voltage During Test The required range and the actual value are indicated.

$31 Oxygen Sensor Offset Towards Leaner Mixture

The required range and the actual value are indicated.

$09 Time Between Two Transitions The required range and the actual value are indicated.

$32 Average Period

The required range and the actual value are indicated.

The required range and the actual value are indicated.

Advanced Fuel & Ignition Diagnosis Page 1.39

Diagnosis
Diagnostic Information

Diagnostic Information is found in the PIWIS Information

System. Within Information Media> next> Diagnostic Infor-
mation> 27 Diagnosis>. the information that is in this sec-
tion can be helpful in performing the proper diagnosis and
repairs on a vehicle. Using the information in each area as
needed. Depending on the system that you are working
with.

Mode 6

Mode 6 is found in the PIWIS Information System. Within

Information Media> next> Diagnostic Information> 27
Diagnosis> 2470 Mode 6>.

Mode 6: Test results for Continuously and non-continuously

monitored systems, supported.
Mode 6 shows the results for the tests run to set the moni-
tors to "Ready" or "Complete". Therefore, Mode 6 may give
you insight into problems that have not yet affected moni-
tors or tripped a code. This is why Mode 6 has high value
Mode 6 functionality is defined by the manufacturers and
therefore is not the same from one make to another.

Summary Table

Diagnostic Information is found in the PIWIS Information

System. Within Information Media> next> Diagnostic Infor-
mation> 27 Diagnosis> 2470 Summary Table DME>. The
information that is in this section can be helpful in perform-
ing the proper diagnosis and repairs on a vehicle. Depend-
ing on the system that you are working with it will give you
parameters and values that the system is operated in and
give you an idea of what you should be looking for as far
as parameters and values.

Page 1.40 Advanced Fuel & Ignition Diagnosis

 Information Media

Subject Page
Information Media Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Porsche Partner Network (PPN)/PIWIS Information System/PCNA Document Repository . . . . . . .3
Workshop Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Owner’s Manuals, Service Training & SIT Books . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Technical Information(TI's)/Advanced Technical Information (ATI's) . . . . . . . . . . . . . . . . . . . . . . . .7
Recall Campaign/Workshop Campaign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Function Descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Fault Memory Symptoms/Diagnosis Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
OBD II Application Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
OBD II Summary Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Wiring Diagrams/Function Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
PIWIS Tester Context-Sensitive Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Guided Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Test Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Vehicle Analysis Log/OBD II Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Porsche Electronic Parts Catalog (PET) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Advanced Fuel & Ignition Diagnosis Page 2.1

Information Media
Information Media Introduction

The following pages contain screen shots of the majority of the available literature resources available to the Porsche Techni-
cian to aid in general and advanced level fuel and ignition diagnostics and repair.

The Technician should become familiar and comfortable exhausting these resources when approaching any and all types of
fuel and ignition diagnostics and repair. At times it may be necessary to “think outside the box” or “read between the lines” as
you have learned throughout this course.

Page 2.2 Advanced Fuel & Ignition Diagnosis

 Information Media

Notes:

Advanced Fuel & Ignition Diagnosis Page 2.3

Information Media

Notes:

Page 2.4 Advanced Fuel & Ignition Diagnosis

 Information Media

Notes:

Advanced Fuel & Ignition Diagnosis Page 2.5

Information Media

Notes:

Page 2.6 Advanced Fuel & Ignition Diagnosis

 Information Media

Notes:

Advanced Fuel & Ignition Diagnosis Page 2.7

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Page 2.8 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.9

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Page 2.10 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.11

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Page 2.12 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.13

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Page 2.14 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.15

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Page 2.16 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.17

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Page 2.18 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.19

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Page 2.20 Advanced Fuel & Ignition Diagnosis

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Advanced Fuel & Ignition Diagnosis Page 2.21

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Page 2.22 Advanced Fuel & Ignition Diagnosis

Part Number - PNA P25 003