I haven't found a fuel pressure sensor so complete trip data may not be possible. Reading the Scangauge web page it looks like Scangauge will connect to our modified OBD2 socket, and recognises the same protocols as Elm327.
#Memory diag Bluetooth#
Same as in Pugslyyy's current thread using the bluetooth version. I believe an Elm327 cable (OBD2 to USB protocol converter) will then let us read the engine ECU.
#Memory diag iso#
The protocol is K-line, which is ISO 14230-4 KWP, which is one of the OBD2 protocols. My connector has that single wire already at pin 7. We need to end up with 16-pin female OBD with pn 7 our single K-line data wire, pin 5 ground from cigarette lighter or elsewhere, pin 16 12v. So a little bit of rewiring of the 16 pin socket on the vehicle, or make up a cable with a 16 pin female OBD2 connector out and 16 pin male to vehicle female plus cigarette lighter male. I'd been mistakenly assuming that all four connectors of the MUT tester connection (pictured as special tool MK327601 in that document) had to be connected and misled by another empty socket near our two wires for blink codes. I now believe the cigarette lighter connection provides the earth and 12v I've been missing. The data link connector is the 16 pin OBD connector with only one wire. Connect the Multi-Use Tester II connector C (16 pins) to the data link.Connect the connector A to the cigar lighter socket.Connect the a Multi-Use Tester II harness to b Multi-Use Tester IIĪnd insert the c read-only memory in the tester.Place the starter switch at the LOCK position.
#Memory diag manual#
One more piece of the jigsaw.Īt the bottom of page 13E-16 of the troubleshooting document you provided, and I have same in the manual for my 4D34 engine, is the following description of connecting the MUT tester:. Does boost pressure measure differential pressure (to atmosphere) or absolute pressure? I suspect differential as the unit sets it to 0 kPa on error. Difficult to know though, and it all went back to normal (no current error code) when I descended. The effect of changing fuel tanks may be a furphy, then again fuel feed may explain engine speed sensor error. I can imagine accelerator pedal sensors leading to engine speed varying. I can also conceive of dust around accelerator pedal sensors and will investigate. I've since cleared dust from the air filter (6 weeks old but conditions dusty). The boost pressure I can perhaps understand due to the altitude. I also don't know if the unit only stores the last 5 error codes or. I have no way of knowing what occurred concurrently. Sadly there is no time associated with when the past error codes occurred. Later models than mine (2005) have other computers hooked into the MUT/OBD system.Īnyway, no current errors, here's the past error codes in the order in which they occurred (reverse of order in which read):-ġ6 - Accelerator Pedal Position Sensor IIģ2 - Boost Pressure Sensor (sets boost pressure to 0)Įach of the above would turn the orange engine warning light on.ġ6 + 24 (both accelerator pedal position sensors) would turn red warning light on, back up driving okġ4 + 15 (both engine speed sensors are faulty on start up) would turn red warning light on, = undrivable
For those looking for a way of monitoring it looks like its possible to build a wiring harness to get from the engine ECU to something that reads the Bosch protocol. Only error codes though, no measurements. The two wires are directly to the Bosch Pump ECU, by-passing all the non-standard Mitsubishi MUT stuff.
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