There’s a bit of bus work required to establish a connection with the ECM, so the SG may filter out other node addresses thinking it doesn’t have an open session and not wanting to establish a new one. 273.1" not "-2731" )Ĭlick to expand.This *shouldn’t* matter?Ĭonjecture: the SG may be balking at the use of the absolute address (12), since most OBDII devices use the functional address (33). The data locations are in post 211, though the formulas are off (temps should be ". Ps: the available engine data is extensive, and explored in the thread "Cracking the K-Line", starting around post #207. So XGauge entry for engine oil temp in degrees Celsius should be: XGuage uses a bit offset, so skip 21x8=168 bits (A8), then read 16 bits.įormula for Celsius is divide by 10, then subtract 273 (add -273, or $FEEF) Reply message has bytes 22 & 23 encode 10x the oil temp in Kelvins. I notice it typically runs 30-40’F above coolant temperature, but when climbing long grades the oil gets hotter faster than the radiator. A lagging value to be sure, but the oil sump temp gives some information on the heat being soaked up by the oil cooling the pistons. I’ve got my arduino device set up to display engine oil temperature. It seems to show whole numbers only.Click to expand.I’ve recall a thread where an EGT sensor was tapped into a hole drilled through a meaty part of the exhaust manifold. 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. Don't forget to post the year and model of the vehicle that your code works for or was tested on (if applicable). ![]() If the link dies we'll still have the codes here.
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