And they say that the scangauge is non genuine and therefore it caused the problem.Īccording to them NO vehicle should EVER have one of these things attached to it all the time. SO I finally took it tot the dealer and they apparently couldn't find any faults with it, and because the couldn't fault it they cant claim the cost of the work back from Landrover under warranty, so they charged me for labour. Then over the next few days it came back on with a P2135 and the TC light, then went off again. I drove home with the intention of leaving the car at home for the next 5 days but the engine light went away. I rang up my local dealer (nissan/ford/landrover) an they couldnt get me in for 5 days. I restarted the engine, as I was on my way to work which was only 2km away, and it seemed to be ok. P1169 came up which is the "water in the fuel" code however I have been playing in any water and it hasn't rained up here in Broome for many months. The noise went away however the engine would not rev any higher (I was trying to get out of traffic so I could pull over) The "check engine" light came on so I shut down and looked at my scangauge to find the code. It seems to show whole numbers only.Well the other day I heard a "clackety clack" noise from my 110 Puma and the engine rolled back to 1500rpm. Problems: I think it can be improved to show more accuracy. Ignition Voltage: IV - this shows voltage of the ignition wire in the dash, not the spark plug wires. Is this the same pressure as is often called "Line Pressure" and controls how stiff the shifts are? That question is rhetorical here, I'll ask it elsewhere. I didn't realize that this pressure is used to adjust TCC slippage along with TCC PWM Duty Cycle. Observations: When TP is up, TCC slippage is down. Observations: When TCP is up, TCC slippage is up. Torque Converter PWM Duty Cycle: I called it TCP but TPD or TDC or TCC might work for you. Problems: This code suffers from one bug: Negative slippage is displayed as 65535-abs(value)/10. Torque Converter Slip Speed: I called it TCS, but TSS or TCC could work for you. At very low speeds they are not, and at a dead stop they read 400. By the time ISS or OSS read ~1000 they are accurate. Problems: The last four characters in the MTH code, 0190, are the hexadecimal representation of the number 400, which has to be added to mine. Looking at ISS and engine RPM, you can determine your TCC slippage. Looking at these two, you can determine your gear ratio (and therefore which gear you're in). Transmission input and output shaft speeds. The PIDs I used were found mostly at and I made the codes myself. Some are imperfect and I hope to keep working on them, but they're useful enough to post. GM VPW codes as tested on my 2002 GMC Sierra 5.3/4L60E. The guy who posted those Ford codes further explains: some of which were already made into XGauge codes here:īy looking in those two places, that helps demonstrate how to create your XGauge from known PIDs (in case the document posted by Linear Logic isn't enough). There are lots of resources that provide information needed to make your own XGauge codes.like this list of standardized OBDII PIDs:Ī great list of Ford PIDs with some really cool ones: We'll start with the information available directly from Linear Logic's XGauge page: This first post will be a summary with general information about how to make codes, and if this thread grows I'll put in an index of posted codes. If we follow those guidelines then we should produce a better collection than can be found elsewhere.
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