Techstream live data analysis

Turbo, Manifolds, Exhaust, Intercooler, Internals etc

Techstream live data analysis

Postby Moiv on Thu, 28 Nov 2013 7:19 +0000

Hi Guys,
I thought since it is becoming more common for people to get a mini VCI & techstream it might be a good idea to keep the live data in one place to centralise the information surrounding it rather than having it pop up in other threads and being spread all over the place.
This way we can all learn how to interpret the data
Moiv
 
Posts: 249
Joined: Tue, 06 Nov 2012 7:00 +0000
Location: Brisbane, QLD


 

Re: Techstream live data analysis

Postby Moiv on Thu, 28 Nov 2013 7:27 +0000

Below is the output of my first techstream run last night. This is with an engine that hadn't been started for 5 hours or so after a 60km drive earlier in the day.
The vehicle is a 2009 Hilux D4-D Manual with 170,000km's

I was really glad to see that my injector feedback values are quite good. I bought the car with 130,000km's so I don't know the engine's history before I purchased it other than it was a government car with a lot of highway k's.

Looking at the MAP & MAF would this indicate that my EGR is pretty blocked?

HILUX KUN 1KDFTV
11/28/2013 9:19:05 PM

[Engine Stored] System

[Parameter] [Value] [Unit]
Vehicle Speed 0 km/h
Accel Sens. No.1 Volt % 16.0 %
MAP 95 kPa
Intake Air 28 C
Intake Air Temp (Turbo) 31 C
Engine Speed 842 rpm
Calculate Load 29.0 %
MAF 21.43 gm/sec
Atmosphere Pressure 101 kPa(abs)
Coolant Temp 35 C
Engine Run Time 18 s
Initial Engine Coolant Temp 35.0 C
Initial Intake Air Temp 35.0 C
Alternate Duty Ratio 71 %
Battery Voltage 13.5 V
Accel Position 0.00 %
Accel Sens. No.2 Volt % 31.7 %
Actual Throttle Position 70 %
Throttle Close Learning Val. 17.4 deg
Diesel Throttle Learn Status OK
Injection Volume 16.26 mm3/st
Inj. FB Vol. for Idle 6.58 mm3/st
Inj Vol Feedback Learning 0.9 mm3/st
Injection Feedback Val #1 0.3 mm3/st
Injection Feedback Val #2 -0.7 mm3/st
Injection Feedback Val #3 -0.4 mm3/st
Injection Feedback Val #4 0.1 mm3/st
Pilot 1 Injection Period 395 us
Pilot 2 Injection Period 432 us
Main Injection Period 794 us
After Injection Period 0 us
Pilot 1 Injection Timing -13.4 deg
(CA)
Pilot 2 Injection Timing -5.9 deg
(CA)
Main Injection Timing 3.0 deg
(CA)
After Injection Timing 0.0 deg
(CA)
Target Common Rail Pressure 44380 kPa(abs)
Fuel Press 42190 kPag
Fuel Temperature 32 C
Target Pump SCV Current 1051.2 mA
Target EGR Position 0.0 %
EGR Lift Sensor Volt % 16.7 %
EGR Close Learn Val. 0.85 V
EGR Close Lrn. Val. 0.85 V
EGR Close Lrn. Status OK
EGR VSV OFF
VN Turbo Command 72 %
Starter Signal OFF
Stop Light Switch OFF
A/C Signal OFF
Immobiliser Communication ON
# Codes(Include History) 0
MIL ON Run Distance 0 km
Running Time from MIL ON 0 min
Time after DTC Cleared 38935 min
Distance from DTC Cleared 38092 km
Warmup Cycle Cleared DTC 255
TC and TE1 OFF
Swirl Control Valve VSV ON
ACT VSV OFF
Moiv
 
Posts: 249
Joined: Tue, 06 Nov 2012 7:00 +0000
Location: Brisbane, QLD

Re: Techstream live data analysis

Postby Luxi46 on Thu, 28 Nov 2013 8:21 +0000

I for one support this idea of having a separate analysis thread. This way, the How-to thread doesn't get flooded.

Regarding your readings, your idle engine speed is higher than I've normally seen (750-ish). This has a cascading effect on other readings. With a higher idle rpm comes a higher calculated load, a higher MAP and MAF reading, all for engine idle condition. But maybe because yours is a manual, I've only worked on auto's till now. For all I know, the higher engine idle speed is normal for manuals, so let's ignore that for now.
What is telling though, is your closed EGR valve (16.7%). This should normally be 60-70 % open at idle and cruising speeds, and closed at full acceleration. Is the check engine light on? If so, what code is it?
Cheers,
Marvin
User avatar
Luxi46
Platinum Subscriber
 
Posts: 292
Joined: Sat, 06 Aug 2011 11:21 +0000
Location: Suriname, South America

Re: Techstream live data analysis

Postby Moiv on Thu, 28 Nov 2013 8:39 +0000

No check engine light.
Would the high idle & closed EGR be due to the engine being stone cold & only started for 18sec?
I think I noticed in winter it idled slightly higher when first started, like a choke effect on a petrol engine.
Would it be better to check MAP, MAF & EGR on a warm engine?
The main purpose of that techstream was to check injector feedback values but then I saw MAP & MAF values discussed in the other thread and thought I'd query my results.

I run the torque app every time I drive and I've noticed the EGR error % is always rather high but I'm never 100% confident on some of the calculated results in torque when connected to the Hilux (some calculated fields just don't add up).
Moiv
 
Posts: 249
Joined: Tue, 06 Nov 2012 7:00 +0000
Location: Brisbane, QLD

Re: Techstream live data analysis

Postby Luxi46 on Thu, 28 Nov 2013 9:22 +0000

If there is no check engine light, then there is no need to worry and we can assume that the current readings are normal for those conditions. It might be due to the cold engine, so if you want you can check it with a warm engine (coolant temp 86+ C), but you have to drive it to warm it up. If you idle your engine longer than 10 minutes, the EGR will also automatically close. It is mentioned in the repair manual and I've confirmed this with Techstream.
You can also try cleaning your MAF to see if it helps any, but I wouldn't worry too much. The MAP, MAF and EGR readings alone don't say anything, it's only when they're accompanied by a P04XX fault code that I would investigate further.
In any case, your Techstream output was extremely helpful. The scanning part is easy, it's the interpretting part that's tricky, but at least we get to know how our engines work a bit more. I know I did ;)
Cheers,
Marvin
User avatar
Luxi46
Platinum Subscriber
 
Posts: 292
Joined: Sat, 06 Aug 2011 11:21 +0000
Location: Suriname, South America

Re: Techstream live data analysis

Postby quinny525 on Fri, 29 Nov 2013 4:46 +0000

Hello everyone
I have been reading about the mini VCI & techstream for a week now and decided to get it. I contacted the supplier from a link that was posted and emailed to check it would connect to my 2013 hilux SR5 desiel manual. They are telling me it does not work on the newer model hilux that I have. Can anyone confirm this?

Reason for wanting it, is to keep an eye on injectors. My engine noise changes at around 2000rpm and only started doing it at about 5K on the clock. Hard to describe the noise, but I would put it as a rattle. Been back to dealer and as everyone can relate too, they cannot hear it and all readings are "in spec". They also could not hear the throw out bearing noise either until I got the service manager to sit in the car and have a real listen. That will be a fix for later in the warranty period.

I know there is info all over this forum as I have been reading for a week or more about the engine noise from the injectors, but I added this part to my message to show why I am interested in the mini VCI & Techstream software.
quinny525
 
Posts: 49
Joined: Fri, 18 Jan 2013 10:41 +0000

Re: Techstream live data analysis

Postby cocacola05 on Fri, 29 Nov 2013 9:41 +0000

quinny525 wrote:Hello everyone
I have been reading about the mini VCI & techstream for a week now and decided to get it. I contacted the supplier from a link that was posted and emailed to check it would connect to my 2013 hilux SR5 desiel manual. They are telling me it does not work on the newer model hilux that I have. Can anyone confirm this?

Reason for wanting it, is to keep an eye on injectors. My engine noise changes at around 2000rpm and only started doing it at about 5K on the clock. Hard to describe the noise, but I would put it as a rattle. Been back to dealer and as everyone can relate too, they cannot hear it and all readings are "in spec". They also could not hear the throw out bearing noise either until I got the service manager to sit in the car and have a real listen. That will be a fix for later in the warranty period.

I know there is info all over this forum as I have been reading for a week or more about the engine noise from the injectors, but I added this part to my message to show why I am interested in the mini VCI & Techstream software.

It works well on mine. MY11 facelift D4D auto
Jerry

All right, All right, no more Coke.........

2012 DC SR5 D4D AUTO
User avatar
cocacola05
 
Posts: 21
Joined: Wed, 26 Oct 2011 5:46 +0000

Re: Techstream live data analysis

Postby Moiv on Fri, 29 Nov 2013 10:15 +0000

Quinny, maybe see if someone in your area has one and is willing to plug it in and see if it works
Moiv
 
Posts: 249
Joined: Tue, 06 Nov 2012 7:00 +0000
Location: Brisbane, QLD

Re: Techstream live data analysis

Postby Luxi46 on Fri, 29 Nov 2013 10:48 +0000

First off, welcome to the forums quinny525 ;)
I say buy the sucker and see for yourself. These Chinese sellers can talk some serious Engirissh, so you don't always know what to make of it. If it doesn't work you can always resell it. And if it does work, post your output here let's have a look-see. It is strange though for a 2013 lux with only 5k on the clock to be having problems already :?
Cheers,
Marvin
User avatar
Luxi46
Platinum Subscriber
 
Posts: 292
Joined: Sat, 06 Aug 2011 11:21 +0000
Location: Suriname, South America

Re: Techstream live data analysis

Postby quinny525 on Sat, 30 Nov 2013 5:49 +0000

yeah not happy with the hilux, got so many things I want to do to it, but been holding off cause I am thinking of getting rid of it before I have more issue's. been thru this thing a long time a ago with dealerships and you never win.
Keep wishing I kept the 100 series. I was going to post the whole story, but I think this thread is not the place I would say. I will go and buy it, $50 bucks is not a problem I suppose when you look at the cost of the new car.
Any way Moiv sorry didn't mean to get off track with your thread. I will order today and post when I get results if it works.
quinny525
 
Posts: 49
Joined: Fri, 18 Jan 2013 10:41 +0000

Re: Techstream live data analysis

Postby Hellbound on Sat, 30 Nov 2013 8:38 +0000

quinny525 wrote:Hello everyone
I have been reading about the mini VCI & techstream for a week now and decided to get it. I contacted the supplier from a link that was posted and emailed to check it would connect to my 2013 hilux SR5 desiel manual. They are telling me it does not work on the newer model hilux that I have. Can anyone confirm this?

Reason for wanting it, is to keep an eye on injectors. My engine noise changes at around 2000rpm and only started doing it at about 5K on the clock. Hard to describe the noise, but I would put it as a rattle. Been back to dealer and as everyone can relate too, they cannot hear it and all readings are "in spec". They also could not hear the throw out bearing noise either until I got the service manager to sit in the car and have a real listen. That will be a fix for later in the warranty period.

I know there is info all over this forum as I have been reading for a week or more about the engine noise from the injectors, but I added this part to my message to show why I am interested in the mini VCI & Techstream software.



All crd engines make some injector noises that become more apparant at 2k rpms. Go drive a triton DiD or a navara 2.5 ltr diesel and youll notice how much quieter the hilux is at those rpms... You only need to be concerned when you get the cold knock at idle. This sound is unmistakable and sounds like the conrods area about to be spat out of the block.

Bottom line is that these new common rail motors are a lot noiser than the previous low pressure injection engines e.g. 1HZ or 1HD-FTE that was in your 100 series, so dont worry about it and enjoy :mrgreen:
60% of the time, it works every time
User avatar
Hellbound
 
Posts: 1167
Joined: Sun, 09 May 2010 4:06 +0000

Re: Techstream live data analysis

Postby quinny525 on Sat, 30 Nov 2013 8:56 +0000

thanks Hellbound, I have a 95 dualcab hilux as well and yes the injector noise would not have worried me except it only became loud around 5K mark, before that injector noise was the same all thru the rev range and good sounding motor. I was just sitting at the lights next to a colorado and said to the wife, glad this don't sound like that.lol:
quinny525
 
Posts: 49
Joined: Fri, 18 Jan 2013 10:41 +0000

Re: Techstream live data analysis

Postby troppy on Sun, 08 Dec 2013 8:34 +0000

G'day All,
I thought I would post a before and after readouts from my 07 SR D4D. I brought the cable and software a few weeks ago because I was getting the P0400 error. Thanks to the instructions on how to clean out the EGR and Manifold, and some good advice from Luxi46, I braved the waters; and now don't have the error light coming up anymore. If I can figure out how to post photo's I will include some before and after shots. All up, I got over a cup and a half of thick black gunk from the EGR, elbow, manifold and heat exchanger. The cooling area in the heat exchanger was pretty blocked, plenty of carby cleaner and degreaser has improved the performance no end. Best $40 I have spent for ages.

BEFORE Cleanout:
Vehicle Diagnostic Report
1KDFTV
Printed By: Default User(1)
25/11/2013 8:20:57 PM
Data List
Engine
Time/Frame : 56:18:339/1
Parameter Value Unit
Vehicle Speed 0 km/h
Engine Speed 791 rpm
Calculate Load 15.2 %
MAF 18.26 gm/sec
Atmosphere Pressure 100 kPa(abs)
MAP 89 kPa
Coolant Temp 51 C
Intake Air 26 C
Intake Air Temp (Turbo) 28 C
Engine Run Time 297 s
Initial Engine Coolant Temp 29.3 C
Initial Intake Air Temp 35.0 C
Battery Voltage 13.4 V
Alternate Duty Ratio 60 %
Accel Position 0.00 %
Accel Sens. No.1 Volt % 15.6 %
Accel Sens. No.2 Volt % 32.1 %
Actual Throttle Position 82 %
Throttle Close Learning Val. 17.5 deg
Diesel Throttle Learn Status OK
Injection Volume 7.61 mm3/st
Inj. FB Vol. for Idle - 0.73 mm3/st
Inj Vol Feedback Learning 0.9 mm3/st
Injection Feedback Val #1 0.3 mm3/st
Injection Feedback Val #2 0.0 mm3/st
Injection Feedback Val #3 - 2.1 mm3/st
Injection Feedback Val #4 1.4 mm3/st
Pilot 1 Injection Period 435 us
Pilot 2 Injection Period 463 us
Main Injection Period 613 us
After Injection Period 0 us
Pilot 1 Injection Timing - 13.1 deg(CA)
Pilot 2 Injection Timing - 6.1 deg(CA)
Main Injection Timing 3.0 deg(CA)
After Injection Timing 0.0 deg(CA)
Target Common Rail Pressure 34530 kPa(abs)
Fuel Press 32420 kPag
Fuel Temperature 31 C
Target Pump SCV Current 1177.1 mA
Target EGR Position 0.0 %
EGR Lift Sensor Volt % 15.2 %
EGR Close Learn Val. 0.77 V
EGR Close Lrn. Val. 0.77 V
EGR Close Lrn. Status OK
EGR VSV OFF
VN Turbo Command 71 %
Starter Signal OFF
Stop Light Switch OFF
A/C Signal OFF
# Codes(Include History) 0
MIL ON Run Distance 0 km
Running Time from MIL ON 0 min
Time after DTC Cleared 14 min
Distance from DTC Cleared 0 km
Warmup Cycle Cleared DTC 0
TC and TE1 OFF
Swirl Control Valve VSV ON
ACT VSV OFF

****************************************************************************************************************************

AFTER Cleanout:
Vehicle Diagnostic Report
1KDFTV
MR0FZ22G901153378
111
Printed By: Default User(1)
1/12/2013 3:01:08 PM
Data List
Engine(1 of 2)
Time/Frame : 57:17:672/2
Parameter Value Unit
Vehicle Speed 0 km/h
Engine Speed 752 rpm
Calculate Load 16.4 %
MAF 7.93 gm/sec
Atmosphere Pressure 100 kPa(abs)
MAP 95 kPa
Coolant Temp 67 C
Intake Air 34 C
Intake Air Temp (Turbo) 36 C
Engine Run Time 254 s
Initial Engine Coolant Temp 55.6 C
Initial Intake Air Temp 36.8 C
Battery Voltage 13.5 V
Alternate Duty Ratio 49 %
Accel Position 0.00 %
Accel Sens. No.1 Volt % 15.6 %
Accel Sens. No.2 Volt % 32.1 %
Actual Throttle Position 85 %
Throttle Close Learning Val. 17.4 deg
Diesel Throttle Learn Status OK
Injection Volume 8.43 mm3/st
Inj. FB Vol. for Idle 1.88 mm3/st
Inj Vol Feedback Learning 0.0 mm3/st
Injection Feedback Val #1 0.6 mm3/st
Injection Feedback Val #2 0.0 mm3/st
Injection Feedback Val #3 -1.5 mm3/st
Injection Feedback Val #4 0.4 mm3/st
Pilot 1 Injection Period 428 us
Pilot 2 Injection Period 429 us
Main Injection Period 670 us
After Injection Period 0 us
Pilot 1 Injection Timing -19.6 deg
(CA)
Pilot 2 Injection Timing -12.9 deg
(CA)
Main Injection Timing 3.0 deg
(CA)
After Injection Timing 0.0 deg
(CA)
Target Common Rail Pressure 35270 kPa(abs)
Fuel Press 31510 kPag
Fuel Temperature 40 C
Target Pump SCV Current 1199.2 mA
Target EGR Position 40.3 %
EGR Lift Sensor Volt % 49.2 %
EGR Close Learn Val. 0.79 V
EGR Close Lrn. Val. 0.79 V
EGR Close Lrn. Status OK
EGR VSV OFF
VN Turbo Command 90 %
Starter Signal OFF
Stop Light Switch OFF
A/C Signal OFF
# Codes(Include History) 0
MIL ON Run Distance 0 km
Running Time from MIL ON 0 min
Time after DTC Cleared 11 min
Distance from DTC Cleared 0 km
Warmup Cycle Cleared DTC 0
TC and TE1 OFF
Swirl Control Valve VSV ON
ACT VSV OFF
troppy
 
Posts: 23
Joined: Wed, 25 Jan 2012 7:07 +0000

Re: Techstream live data analysis

Postby Luxi46 on Sun, 08 Dec 2013 10:37 +0000

Geez troppy, been busy eh? :D .
Saw a couple before and afters over in EGR cleaning thread. Really made a big difference. The MAF and MAP readings are looking great, and the EGR target and lift % are back in sync. After doing mine, I also noticed an improvement in fuel economy, and I'm willing to bet you will too.
Now, about your oil consumption. Read this post from boxhead55 about injection feedback values in relation to leaking injector seats. Basically, oil can be sucked into the cylinder leading to a negative feedback value, in your case cylinder #3, and might also explain your oil consumption. Leaking valve stem seals like you suggested might also be a source of oil. Me thinks it's something to look into.
Cheers,
Marvin
User avatar
Luxi46
Platinum Subscriber
 
Posts: 292
Joined: Sat, 06 Aug 2011 11:21 +0000
Location: Suriname, South America

Techstream live data analysis

Postby boxhead55 on Sun, 08 Dec 2013 2:06 +0000

Was going to say something about that. But looks like you picked it. Well done.
Luxi46
User avatar
boxhead55
 
Posts: 2864
Joined: Sat, 15 Jun 2013 3:46 +0000

Whats wrong here?

Postby DeadlyBeast on Sun, 08 Dec 2013 2:18 +0000

2007 D4D
103,000km
Original injectors (as far as I know since owning at 40,000km)
EGR never cleaned
Engine always given idle time to cool down

Cold:
Injection Feedback Val #1 0.3 mm3/st
Injection Feedback Val #2 0.1 mm3/st
Injection Feedback Val #3 -1.1 mm3/st
Injection Feedback Val #4 0.3 mm3/st

Warm:
Engine Speed 832 rpm
Calculate Load 18.8 %
MAF 10.37 gm/sec
Atmosphere Pressure 99 kPa(abs)
MAP 96 kPa
Coolant Temp 85 C
Intake Air 41 C
Intake Air Temp (Turbo) 51 C
Throttle Close Learning Val. 17.5 deg
Diesel Throttle Learn Status OK
Injection Volume 10.09 mm3/st
Inj. FB Vol. for Idle -3.01 mm3/st
Inj Vol Feedback Learning 0.0 mm3/st
Injection Feedback Val #1 0.3 mm3/st
Injection Feedback Val #2 0.1 mm3/st
Injection Feedback Val #3 -1.0 mm3/st
Injection Feedback Val #4 0.3 mm3/st
Target Common Rail Pressure 35000 kPa(abs)
Fuel Press 31820 kPag
Fuel Temperature 57 C
Target Pump SCV Current 1226.6 mA
Target EGR Position 34.1 %
EGR Lift Sensor Volt % 44.9 %
EGR Close Learn Val. 0.87 V
EGR Close Lrn. Val. 0.87 V
EGR Close Lrn. Status OK
# Codes(Include History) 0
Last edited by DeadlyBeast on Thu, 12 Feb 2015 2:06 +0000, edited 1 time in total.
________________________
2007 SR5 D4D Auto
2014 SR D4D Auto
Build Thread
DeadlyBeast
Moderator
 
Posts: 1914
Joined: Sat, 26 May 2012 7:42 +0000
Location: Top End

Live data explained & Reference values

Postby Luxi46 on Thu, 12 Dec 2013 5:41 +0000

Hey all, the question was asked what all the data in Techstream actually means, so I went on the hunt for some explanations of the technical terms and the relevant reference values. I've also gathered information from threads all over this site, personal notes and the repair manual to determine what it could mean if the values are out of range. Although, I wasn't able to determine with certainty if the reference values for auto's are different from manuals.

Credit goes to boxhead, The Roo and other members for past input on related subjects. Credit also to the members who have posted their readings so far, they helped me to re-think some of my assumptions.

Lastly, If any explanations or reference values are inaccurate or incomplete in any way, please feel free to say so, so I can fix it. I'm only human :D.

Cheers,
Marvin


EXPLANATIONS & REFERENCE VALUES

Engine speed
Engine revolutions. Same as the instrument rev counter, only this reading is digital.

Reference: Idle - around 750 RPM, WOT - 4600 RPM

Calculate load
Indication of the amount of load in terms of airflow generated by the engine (not torque or horsepower) during idle, when towing, travelling uphill, accelleration etc. It is not measured by a dedicated sensor, but rather calculated using various parameters. The output is in percentage from the peak airflow. How it is calculated exactly is different for each manufacturer but it might include readings from the MAF, MAP, engine speed, throttle position or intake air temp and pressure sensors.

Reference: Idle - around 16%, WOT - 95% and above (peak airflow)

MAF
MAF or mass airflow is the amount of air being sucked (technical term, honest :P ) into engine measured just after the airfilter. The output is in grams per second.

Reference: 5-12 gm/sec (Idle)

Atmosphere pressure (abs)
As the term implies, it is the absolute atmospheric pressure in kiloPascals, measured at ground level. Changes with outside temperature and altitude. Pressure drops by 1 kPa for every 100m rise in altitude. The opposite for drop in altitude.

MAP
Manifold absolute pressure is the pressure measured inside the manifold just before the EGR where the feed for the sensor is located. The ECU uses these readings to determine EGR flow and boost pressure among others. The output is in kiloPascals.

Reference: 95-105 kPa (Idle)

Initial intake air temp
Snapshot of the intake air temperature at the exact moment of engine start. Measured by the sensor incorporated in the MAF meter.

Reference: whatever the temp is at engine start.

Intake air
Temperature of the air past the air filter, measured by sensor inside the MAF meter. Output in degrees Celsius

Intake air temp (turbo)
Temperature of the air entering the intake manifold (also intercooler air temp), as measured by the sensor at the intercooler outlet. Not to be confused with the intake air temp sensor housed inside the MAF, which is used for different purposes.

Initial engine coolant temp
Snapshot of the coolant temperature measured at engine start. The sensor is located just above the waterpump. Output is in degrees Celsius.

Reference: whatever the coolant temp is at engine start

Coolant temp
Actual coolant temperature with the engine running. Sensor is located just above waterpump. Engine is considered warm when coolant temp is upwards of 86 deg C.

Battery voltage
Voltage of either the battery or the charging system (alternator), depending on wether the engine is running or not. Output in Volts.

Reference: Engine off - around 12 Volts (battery), Engine on - around 13.5 Volts (charging)

Accelerator position
Position of the accelator pedal, calculated in percentages.

Reference: Idle - 0%, WOT - just under 100%

Actual throttle position
Position of the throttle valve (butterfly) in the intake manifold. Aids in smooth engine shut-off and rate of EGR. Output in %

Reference: Engine off - 0%, Idle - around 80% (open)

Throttle close learning val.
The position in which the throttle valve is considered closed by the ECU. Output in degrees (I guess, from the vertical axis of the sensor)

Reference: 17.2 - 17.5 degrees

Injection volume
The total amount of fuel being injected into the cylinders. Output is in cubic millimeters per stroke.

Reference: 5-12 mm3/st (Idle)

Injection Feedback value
The amount of compensation or correction of fuel being injected into cylinders 1 to 4. A positive value indicates fuel is being added, and a negative value means fuel is being reduced. Output is in cubic millimeters per stroke.

Reference: +/- 3 mm3/st (Idle)

Pilot 1 & 2 injection period
Duration of the pilot injection. The 1KD-FTV engine features a pilot injection sequence which is smaller in volume and shorter than the main injection. It's purpose is to reduce engine noise or knock. Apparently, there are 2 pilot injections. Output in microseconds

Target common rail pressure
Fuel pressure in the common rail that the ECU is aiming for. Output in kiloPascal (absolute).

Fuel press
Actual common rail fuel pressure. Output in kiloPascal (gauge).

Reference: 30.000-40.000 kPag, with fluctuations of about 2000 kPa in either direction considered normal

Fuel temperature
Temperature of the fuel entering the fuel pump. Output in degrees Celsius.

Target pump SCV current
Target electrical current of the suction control valve. The suction control valve is part of the fuel pump. It regulates the amount of fuel being fed to the plungers in the fuel pump. Output in milliamps.

Target EGR position
Position of the EGR valve as demanded by the ECU. Output in percentage.

Reference: 0-95%

EGR lift sensor volt %
Actual position of the EGR valve, as measured by the sensor on top of the valve. Fully closed at full acceleration, fully open at throttle lift-off. Anything in between during cruising speeds and idle. Having only worked on my own car so far, I assumed that this reading was fixed at around 60-70% at idle, but now that I've seen readings from other members I know otherwise.

Reference: Fully closed - Around 15%, fully open - 80-86%

EGR VSV
State of the EGR vacuum switching valve, which is used to open and close the EGR valve. Located on the side of the EGR (brown if I'm not mistaken).

VN Turbo command
Opening of the turbo variable vanes. At low rpm the vanes are partially closed for better boost at lower RPM's and they open up as the engine speed climbs. Closing vanes are indicated by an increasing percentage, and the percentage decreases with the vanes opening up.

# codes (include history)
The number of diagnostic trouble codes that are currently present

MIL ON run distance
Distance travelled since the check engine light first came on.

Running time from MIL ON
Time elapsed since the check engine light first came on

Time after DTC cleared
Time elapsed after clearing all trouble codes.

Distance from DTC cleared
Distance travelled since clearing all trouble codes

Swirl control valve VSV
State of the vacuum switching valve that opens and closes the swirl control valve, used to improve air/fuel mixing.
ON= closed swirl control valve
OFF= open siwrl control valve

A/T Oil Temp from ECT
Automatic transmission oil temperature. Output in degrees Celsius

SPD (NO)
Transmission input shaft speed. Output in rpm's

ECT Lock-up
State of the torque converter lock-up mechanism. Lock-up improves fuel economy at highway speeds.

Reference: OFF - below 80 km/h, ON - 80 km/h and above

OUT OF RANGE TROUBLESHOOTING
Troubleshooting based off these readings alone is tricky. An out of range value doesn't necessarily mean that the parts in question are stuffed. So put away your spanners for now and use the information provided as a guide only. All the information in this section is based off my own findings and input from experienced members on here.

MAF
An out of spec MAF reading might be an indicator of either a dirty MAF or blocked EGR flow among others. Usually this is accompanied by a P04XX for the blocked EGR or a P2008 fault code for the dirty MAF. Use together with MAP readings and active test within Techstream to diagnose EGR problems.

MAP
Same as out of spec MAF readings, as they usually work hand in hand. In addition, the MAP filter might be cracked or blocked. Clean, repair or replace.

Accelerator position
Problems with the accelerator pedal (dead spots or sudden power loss) are best diagnosed with the graph function within Techstream. If there are dead spots, they will show up there as sudden valleys approaching or equal to 0% when slowly pressing down or releasing the pedal.

Actual throttle position & close learning val.
Sometimes after cleaning the EGR, people forget to connect the plug of the position sensor. As it sits under the intercooler, and is hard to see afterwards this has lead to a lot of swearing.

Injection volume & feedback values
Out of spec injection volume & feedback values can mean one or more of the following:
- Blocked injector(s) (positive feedback value and low injection volume)
- Leaking injector seats, leaking valve stem seals or cracked piston (negative feedback value)
- Worn injector (negative feedback value)

Fuel pressure
Malfunctioning pressure limiter in common rail, malfunctioning pressure sensor or suction control valve. Fluctuations in actual rail pressure of 2000 kPa or 300 PSI (difference between highest and lowest readout) is considered normal. When it starts to fluctuate in the 5000 kPa (800 PSI) range it may be time to replace the suction control valve.

Target EGR position and EGR lift sensor volt %
These two values should be within 10-15% of each other during operation. If not, problems can range from malfunctioning vacuum switching or regulating valves, leaking vacuum hoses, stuck or poorly moving EGR valve stem and ECU fault. Also if the ECU detects no EGR flow, it'll throw a P0400 code and close the EGR valve. Watch these values together with the MAF & MAP readings to diagnose EGR problems. Keep in mind, if you idle the engine for more than 10 minutes, the EGR valve will also close automatically, but it won't be accompanied by a fault code. Just restart the engine or drive it around the block to restore function. If there is no EGR flow, it might be a good idea to clean the EGR cooler (or heat exchanger to some).

EGR close learn status
If this value is NG (=Not Good), it usually means the EGR valve isn't seating properly (due to sooth) or the learning cycle hasn't completed yet after ECU reset. Clean the EGR valve seat if dirty, or drive around for more than 20 minutes.

______________
*Edited 12/12/2013 - Removed the bit about intercooler capacity. Got my math wrong
*Edited 03/01/2014 - Added boost pressure info to MAP data explanation
- Added P2008 code to MAF out of range troubleshooting
- Added pressure fluctuations due to faulty suction control valve to fuel pressure diagnostics.
Last edited by Luxi46 on Sat, 04 Jan 2014 9:24 +0000, edited 4 times in total.
User avatar
Luxi46
Platinum Subscriber
 
Posts: 292
Joined: Sat, 06 Aug 2011 11:21 +0000
Location: Suriname, South America

Re: Techstream live data analysis

Postby quinny525 on Fri, 13 Dec 2013 4:40 +0000

hello everyone. Luxi46, great info.
I brought the mini vci and software and was hoping to have some results up today, But turns out the software sent from China has a nasty virus attached to it. So this is a warning to anyone buying it.
Lucky for me I had a couple of laptops spare and had setup one just for this so not connected to my network.
Anyway still hoping I will get hooked up over weekend and see if anyone can see why I am getting so much noise. :roll:
quinny525
 
Posts: 49
Joined: Fri, 18 Jan 2013 10:41 +0000

Re: Techstream live data analysis

Postby quinny525 on Sat, 14 Dec 2013 6:50 +0000

Got rid of the virus and here are the readings from my 2013 SR5 with 12K on the clock and a lot of noise around 2000rpm thats bugging the hell out of me.
Toyota readings from complaing about noise from the engine at 10K service are.
injector feedback vaules
1) 0.3
2) -0.8
3) 0.0
4) 0.1

todays readings

14/12/2013 9:37:52 AM

[Engine Stored] System

[Parameter] [Value] [Unit]
Vehicle Speed 0 km/h
Engine Speed 787 rpm
Calculate Load 13.7 %
MAF 8.85 gm/sec
Atmosphere Pressure 101 kPa(abs)
MAP 97 kPa
Coolant Temp 53 C
Intake Air 26 C
Intake Air Temp (Turbo) 29 C
Engine Run Time 246 s
Initial Engine Coolant Temp 41.2 C
Initial Intake Air Temp 27.5 C
Battery Voltage 13.8 V
Alternate Duty Ratio 31 %
Pre Glow OFF
After Glow OFF
Accel Position 0.00 %
Accel Sens. No.1 Volt % 16.0 %
Accel Sens. No.2 Volt % 32.1 %
Accel Sensor Out No.1 0.8 V
Accel Sensor Out No.2 1.6 V
Target Throttle Position 80 %
Actual Throttle Position 79 %
Throttle Close Learning Val. 17.5 deg
Diesel Throttle Learn Status OK
Injection Volume 7.75 mm3/st
Inj. FB Vol. for Idle 1.86 mm3/st
Inj Vol Feedback Learning 0.0 mm3/st
Injection Feedback Val #1 0.7 mm3/st
Injection Feedback Val #2 -0.5 mm3/st
Injection Feedback Val #3 -0.2 mm3/st
Injection Feedback Val #4 -0.4 mm3/st
Pilot 1 Injection Period 449 us
Pilot 2 Injection Period 464 us
Main Injection Period 543 us
After Injection Period 0 us
Pilot 1 Injection Timing -9.9 deg
(CA)
Pilot 2 Injection Timing -2.9 deg
(CA)
Main Injection Timing 4.6 deg
(CA)
After Injection Timing 0.0 deg
(CA)
Injector Memory Error No Error
Reju Pilot Quantity Learning READY
Pilot Quantity Learning Standby
Injection Pressure Correction 0.0 mm3/st
Target Common Rail Pressure 33080 kPa(abs)
Fuel Press 32120 kPag
Common Rail Pres Sens 2 32620 kPa(abs)
Fuel Temperature 31 C
Fuel Return Temp 65 C
Target Pump SCV Current 1065.7 mA
Pressure Discharge Valve OFF
Target EGR Position 74.5 %
Actual EGR Valve Pos. 73.3 %
EGR Lift Sensor Volt % 64.4 %
EGR Close Learn Val. 0.91 V
EGR Close Lrn. Val. 0.91 V
EGR Close Lrn. Status OK
EGR Operation Prohibit OK
EGR Cut VSV OFF
Target Booster Pressure 117.98 kPa(abs)
VN Turbo Command 90 %
VN Turbo Type Commo
VN Turbo Max Angle 99.6 %
VN Turbo Min Angle 39.8 %
Starter Signal OFF
Clutch Switch OFF
Stop Light Switch OFF
A/C Signal OFF
Immobiliser Communication ON
Check Mode OFF
SPD Test Result Compl
Complete Parts Monitor Avail
Fuel System Monitor Avail
Misfire Monitor Not Avl
EGR/VVT Monitor Avail
EGR/VVT Monitor Compl
O2S(A/FS) Heater Monitor Not Avl
O2S(A/FS) Heater Monitor Compl
O2S(A/FS) Monitor Not Avl
O2S(A/FS) Monitor Compl
A/C Monitor Not Avl
A/C Monitor Compl
2nd Air Monitor Not Avl
2nd Air Monitor Compl
EVAP Monitor Not Avl
EVAP Monitor Compl
Heated Catalyst Monitor Not Avl
Heated Catalyst Monitor Compl
Catalyst Monitor Not Avl
Catalyst Monitor Compl
# Codes(Include History) 0
MIL OFF
MIL ON Run Distance 0 km
Running Time from MIL ON 0 min
Time after DTC Cleared 17994 min
Distance from DTC Cleared 12456 km
Warmup Cycle Cleared DTC 255
OBD Requirements EOBD (Euro OBD)
Number of Emission DTC 0
TC and TE1 OFF
Engine Start Time 0 ms
Engine Speed (Starter Off) 681 rpm
Starter Count 1
Run Dist of Previous Trip 0 km
Electric Duty Feedback Value 1.0 mm3/st
A/C Duty Feedback Value 0.0 mm3/st
PS Duty Feedback Value 0.0 mm3/st
Idle Injection Volume (Min) 5.7 mm3/st
Swirl Control Valve VSV ON
ACT VSV OFF
Model Code KUN#
Engine Type 1KDFTV
Cylinder Number 4
Transmission Type MT
Destination Q
Model Year 2010
System Identification Diesel
Engine Speed of Cyl #1 51199 rpm
Engine Speed of Cyl #2 51199 rpm
Engine Speed of Cyl #3 51199 rpm
Engine Speed of Cyl #4 51199 rpm
Av Engine Speed of All Cyl 51199 rpm
quinny525
 
Posts: 49
Joined: Fri, 18 Jan 2013 10:41 +0000

Re: Techstream live data analysis

Postby davo94 on Sat, 14 Dec 2013 9:49 +0000

2013 sr5 sub 1000kms and its so loud at 2000rpm.
Another 2013 sr5 owner..
davo94
 
Posts: 377
Joined: Sat, 26 Oct 2013 4:48 +0000

Next

Return to Engines

Who is online

Users browsing this forum: No registered users and 7 guests



cron