Torque Pro Renault Pid Odometer
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I've tried various PIDs, so far I was able to get the fuel rail pressure, boost and MAF thanks to seftonm and NarfBLAST. Recently, I have tried literally every standard PIDs and still can't be satisfied. From X-gauge's supporting manual we could tell that there were a lot of enhanced PIDs available for Ford, GM or Prius, but not for VW cars. In torque pro, go to the menu and logging settings Select the speed PID from the list and make sure logging is enabled whenever connected to ECU From the live view page, you can then touch the gear and choose email logs to email yourself a CSV (or use a file browser and copy it to your computer, should be in the torque folders somewhere).
I had the aeroforce scan gauges in my wk. It was able to read the following:1. INTAKE AIR- Intake Air Temperature taken at the throttle body inlet2.
AMBIENT AIR TEMPERATURE – air temperature at the air filter3. COOLANT TEMP- Engine Coolant Temperature4. RPM- engine Revolutions Per Minute5. CALCULATED AIR FLOW RATE- Mass Air Flow (lbs/min) calculated by thePCM6. BAROMETRIC PRESSURE – ambient (outside) air pressure7. BOOST - Manifold Absolute air Pressure in psi (reads like a boost/vacuum gauge)8. MAP kPa – Manifold absolute pressure in kPa.9.
THROTTLE POS PCT- Throttle Position percentage (0-100%)10. THRTL BLDE - Throttle blade position11. TPS V 1 – Throttle position sensor voltage 112. TPS V 2 - Throttle position sensor voltage 213. MILES PER HOUR- Miles Per Hour14.
KNOCK RET 1 - Short Term (current) Knock Retard (degrees) using the 2005 Chrysler conversion15. KNOCK RET 2 - Short Term (current) Knock Retard (degrees) using the 2006 Chrysler conversion16. LT KNOCK RETARD – Long Term knock retard ignition advance reduction17. KNOCK SENSOR RAW VOLTAGE 1 – voltage output of knock sensor 118. KNOCK SENSOR RAW VOLTAGE 1 Avg. – voltage output of knock sensor 1 averaged over time19. KNOCK SENSOR RAW VOLTAGE 2 – voltage output of knock sensor 220.
KNOCK SENSOR RAW VOLTAGE 2 Avg. – voltage output of knock sensor 2 averaged over time21. WASTEGATE SOLENOID% DUTY CYCLE – programmed wastegateDuty cycle, 0-100%22. SHORT TRIM FUEL TRIM- short term fuel trim23. LONG TRIM FUEL TRIM – long term fuel trim24.
CRNT CELL – Currently fuel trim look-up table cell25. OXYGEN SENSOR - O2 bank 1 sensor in millivolts26. FUEL LEVEL% – amount of fuel in the tank in percent.27. FUEL CAP – Fuel tank capacity in gallons.28. CAT CON TEMP - Catalytic converter exhaust temp bank 1 and 2 – calculated by the PCM29. LINE PRS – Transmission line pressure30.
TR OIL TEMP 1- Transmission Temperature (auto transmission only)31. TR OIL TEMP 2 -32. TCC SLIP – Torque converter slip33.
CURRENT GEAR 1 – current transmission gear34. CURRENT GEAR 2 – current transmission gear35. Contoh naskah drama anak sekolah.
SHIFT TIME – Time taken to execute last shift36. LFW/LRW SPEED – non-driven wheel speed (left front or left rear)37. STEERING ANGLE – Angle in degrees or steering wheel/shaft38.
YAW – output of yaw sensor of ESP system in degrees. Yaw is body roll.39. BRAKE PSI – Brake boost pressure in psi.40. LATERAL G – Lateral acceleration as measured by ESP system accelerometer41. BOOSTER TRV – Brake booster travel42. BOOSTER VEL – Brake booster actuator veleocity.
Measurement of speed at which braking isapplied. The faster the brake is pushed, the higher this value. This parameter along with BRAKE PSI willgive detailed info on how you are applying the brakes.43. TCC STATE – Indicates the status of the torque converter clutch (unlocked/locked).44. TCC SLIP – Torque converter slip speed.45. GEAR ACTUAL – current transmission gear46. TRANS TEMP – transmission temp47.
TORQUE – calculated torque delivered to the transmssion48. RUN TIME MINS- engine run time since last engine start. Can be used as a trip timer.49. BATTERY VOLTAGE- Alternator/battery output voltage50. BATT TEMP – battery temperature51. INJ PW- injector pulse width in msec.52. INJ DC – injector duty cycle53.
Torque Pro Renault Pid Odometer 2017
FUEL STATUS – Fueling status, open or closed loop54. CMD A/F – PCM commanded air/fuel ratio55. BASE SPARK TIMING – timing level commanded by the PCM before adjustments due totemperature, knock, etc.57. IGNITION ADVANCE- final ignition timing advance after adjustments58. ENGINE LOAD-calculated Engine Load (0-100%)60. MPG - Miles Per Gallon- instantaneous fuel economy61. HP - Calculated net horsepower62.
MISFIRES- Total misfires of all cylinders.63. P Ratio – Pressure ratio MAP/BAROMETER64. TRANS TEMP V6/R08: For V6 vehicles only and the 2007/8 V8 Ram65. TRANS SLIP V6/R08: Transmission Torque converter slip for V6 and 2007/8 V8 Ram. Same here.We need the PID'S for:pre-turbo EGTDPF tempRail PressureInjector Duty CycleDo we have an analog sensor or switch for oil pressure?I want to say I read somewhere it's a pressure sensor, not a switch.I got EGT to work in Torque on PID 78. Use Torque Scan to get it to display.
Seems to be pre-turbo based on reaction time and temps. CAT B1S1 seems to be a 'close enough' solution to DPF temp. It's downstream and will rise to 1000-1300F when a regen is in progress.I forsee the Ram guys developing PID's that will cross over to our platform soon. They sure are selling enough of those trucks! I want to say I read somewhere it's a pressure sensor, not a switch.I got EGT to work in Torque on PID 78. Use Torque Scan to get it to display. Seems to be pre-turbo based on reaction time and temps.
Torque Pro Chrysler Pid
CAT B1S1 seems to be a 'close enough' solution to DPF temp. It's downstream and will rise to 1000-1300F when a regen is in progress.I forsee the Ram guys developing PID's that will cross over to our platform soon. They sure are selling enough of those trucks!I'm lurking on the RAM 1500 Diesel forum.waiting. Its funny watching them discover some of the same stuff we have.Ok.so you are using the raw PID scan to see PID 78.
Now, how do we add it as a Custom PID? Once that is done it can be exported and shared.Also, I have the Scanguage2 Xgauge codes for DPF. It reads in between EGT and CAT except during regen where it peaks at 1280°F while EGT is 950°F on flat cruise (during regen).
CAT B1S1 seems to be a 'close enough' solution to DPF temp.Sure, I use that too, but I translated the ScanGauge DPF temp xgauge/whatever thing to a Torque custom PID in order to get the real DPF temp value. Transforming these isn't hard, it's just math.PID: 013CLong Name: DPF Temperature (Custom PID)Short Name: DPF TempMinimum value: 0Maximum value: 725Scale Factor: 1xUnit Type: °CEquation: ((A.256)+B)/10Note that you can't use 'DPF Temperature' for the long name or Torque will barf due to the name collision. You could use basically anything else for the long name, though. Call it 'George' if you want.I have been using this for a few months and the readings I get are consistent with the CAT temp and so forth. Now, if only someone could get a fuel level, engine hours, or transmission temp PID working. I'm lurking on the RAM 1500 Diesel forum.waiting. Its funny watching them discover some of the same stuff we have.Ok.so you are using the raw PID scan to see PID 78.
Now, how do we add it as a Custom PID? Once that is done it can be exported and shared.Also, I have the Scanguage2 Xgauge codes for DPF. It reads in between EGT and CAT except during regen where it peaks at 1280°F while EGT is 950°F on flat cruise (during regen).I have been doing some homework and testing using an WK2 MY14 Diesel Export version.I started mainly because I wanted a bit more info on Exhaust temps and DPF load condition. In Australia we've had quite a few problems with the DPF warning immediately sending the car to limp mode. It appears to be a software problem.There is a really long thread 900+ posts on the topic in the Export WK2 forumWith an OBD scanner, an app and a bit a lot of internet searching, I've compiled and tested a list of some of the PIDs that are available in the WK2.Pretty much everything on the car is run by some kind of control unit. Some of these are acessible via the OBD port.
I know that the ECU and the TCU are accessible.There lots of information to find in there, limited by how long you want to spend reverse engineering (painful) and how confident you are with the maths and the possibility of somehow 'bricking' the car's brain.I'm fairly new to this so at the moment I've concentrated on the parameters that are in the SAE standard. All manufacturers have to implement at least some of these standard parameters. Jeep have given us reasonable amount of info in the 'Mode 01' set of PID's.
I figured these are pretty safe to play around with since it's all read only.There is more information on these and the Standard is some thing you can find (or buy).Once we start searching for Chrysler / Jeep/ Dodge proprietary codes, this is where it gets a bit murky.The info on these proprietary PIDs (generally 'Mode 22') isn't published and Jeep of course change it around from model to model and even within the same model during the manufacturing cycle.I read that Chrysler usually have a gateway to lock you out of these. There are ways to get around it by 'telling' the ECU that you are a diagnostic tool with a certain PID which then allow you to see the Mode 21/22 parameters provided you know what you're looking for.Anyway back to Mode 01. Attached is the relevant piece of the SAE J1979 standard which gives the list and explanation of all the Mode 01 paramters to that standard.These include many that are for spark ignition engines only and there are some specific to diesel.
There are even some specific to the DPF.I just went searching through this list to see which of these gave data on my WK2 MY14 diesel export model.There was a bit of maths involved in working out how to display the data to something inteliglble.This wiki page was helpful up to a point.I have laid it out in a spreadsheet for the ones that are supported by my export diesel version. The NA model is different notably with different emissions gear so you might have a few extra readings to play with.The ones that my export version do not give any data for are grey-ed out.The NA version has the SCR system so you might? Be able to see something in that parameter.I was mainly interested in the DPF loading condition. Thankfully the MY14 does actually have a parameter to read which we can convert to a percentage loading.