Blue Driver OBD2 Check Alternator Battery: Your Ultimate Guide

Uncover the power of the Blue Driver Obd2 Check Alternator Battery system to diagnose and maintain your vehicle’s health with OBD2-SCANNER.EDU.VN. Learn how to use this innovative tool, understand alternator and battery diagnostics, and leverage OBD2 technology for peak automotive performance.

1. What is BlueDriver OBD2 and How Does it Check Alternator Battery?

BlueDriver OBD2 is a sophisticated vehicle diagnostic tool that connects to your smartphone or tablet via Bluetooth, providing in-depth insights into your car’s performance. According to a study by the University of California, Berkeley’s Department of Mechanical Engineering on March 15, 2023, OBD2 scanners like BlueDriver have revolutionized automotive diagnostics by allowing real-time monitoring of crucial parameters, which helps users proactively address potential issues. Specifically, BlueDriver can check the alternator and battery by monitoring voltage levels, charging rates, and overall system health, enabling you to identify problems early and avoid costly repairs.

• Real-Time Data: BlueDriver delivers live data streams, allowing you to observe your vehicle’s alternator and battery performance in real-time.
• Diagnostic Reports: It generates comprehensive diagnostic reports, highlighting potential issues and recommended solutions.
• User-Friendly Interface: The intuitive app makes it easy for both professionals and DIY enthusiasts to use the tool effectively.

2. Understanding the Importance of Alternator and Battery Health

Maintaining the health of your alternator and battery is crucial for ensuring your vehicle’s reliability. According to research from the American Automotive Association (AAA) in a report released on July 20, 2022, battery-related issues are a leading cause of vehicle breakdowns. A failing alternator or a weak battery can lead to:

• Starting Problems: Difficulty starting the engine, especially in cold weather.
• Electrical Issues: Malfunctions in lights, power windows, and other electrical components.
• Stalling: The engine may stall unexpectedly while driving.
• Reduced Fuel Efficiency: A struggling alternator can cause the engine to work harder, reducing fuel economy.

Regularly checking these components with tools like BlueDriver OBD2 can help prevent these issues, ensuring your vehicle runs smoothly.

3. Key Features of BlueDriver OBD2 Scanner

The BlueDriver OBD2 scanner comes packed with features designed to make vehicle diagnostics simple and effective. According to a study by the Society of Automotive Engineers (SAE) from research published on October 5, 2023, advanced OBD2 scanners improve diagnostic accuracy and reduce repair times by up to 40%. Some key features of BlueDriver include:

• Enhanced Diagnostics: Access to advanced diagnostic data beyond basic OBD2 functions.
• Code Reading and Clearing: Ability to read and clear diagnostic trouble codes (DTCs).
• Live Data Streaming: Real-time monitoring of essential parameters such as voltage, temperature, and fuel trims.
• Repair Reports: Detailed repair reports with possible causes and solutions for specific DTCs.
• Freeze Frame Data: Captures a snapshot of vehicle data when a DTC is triggered, helping to diagnose intermittent issues.
• Bluetooth Connectivity: Wireless connection to your smartphone or tablet for easy use.

4. How to Use BlueDriver OBD2 to Check Alternator Performance

Checking your alternator’s performance with BlueDriver is straightforward. Here’s a step-by-step guide:

1. Plug in the BlueDriver Sensor: Locate the OBD2 port in your vehicle (usually under the dashboard) and plug in the BlueDriver sensor.
2. Pair with Your Device: Enable Bluetooth on your smartphone or tablet and pair it with the BlueDriver sensor using the BlueDriver app.
3. Start the Engine: Start your vehicle’s engine to begin monitoring the alternator’s performance.
4. Select Live Data: In the BlueDriver app, select the “Live Data” option to view real-time data streams.
5. Monitor Voltage: Look for parameters such as “Control Module Voltage” or “Battery Voltage.”
6. Analyze the Data: Observe the voltage readings while the engine is running. A healthy alternator should maintain a voltage between 13.5 and 14.5 volts.

According to research by the Automotive Research Association of India (ARAI), as stated in a study published on January 12, 2024, consistent monitoring of voltage levels using OBD2 scanners can significantly improve alternator lifespan and prevent unexpected failures.

4.1 Interpreting Alternator Voltage Readings

Understanding the voltage readings is essential for diagnosing alternator issues. Here’s what different readings indicate:

• Below 13.5 Volts: Indicates the alternator may not be charging the battery adequately.
• Above 14.5 Volts: Indicates overcharging, which can damage the battery and other electrical components.
• Fluctuating Voltage: Unstable voltage readings suggest a problem with the alternator’s voltage regulator.

4.2 Identifying Common Alternator Problems

BlueDriver can help identify common alternator problems by providing detailed diagnostic information. These problems include:

• Worn Brushes: Brushes inside the alternator wear down over time, reducing its ability to generate electricity.
• Faulty Voltage Regulator: The voltage regulator controls the alternator’s output voltage, and a faulty regulator can lead to overcharging or undercharging.
• Bad Diodes: Diodes convert AC voltage to DC voltage, and failing diodes can cause the alternator to malfunction.
• Loose Connections: Loose or corroded connections can prevent the alternator from charging the battery effectively.

4.3 Using BlueDriver to Check for Alternator Error Codes

BlueDriver can read and clear diagnostic trouble codes (DTCs) related to the alternator. Common alternator-related codes include:

Code	Description	Possible Causes
P0620	Generator Control Circuit Malfunction	Wiring, ECM, Alternator
P0621	Generator Lamp Control Circuit Malfunction	Wiring, ECM, Alternator
P0622	Generator Field Control Circuit Malfunction	Wiring, ECM, Alternator
P0562	System Voltage Low	Battery, Alternator, Wiring
P0563	System Voltage High	Alternator Voltage Regulator, Wiring

By identifying these codes, you can pinpoint the exact problem and take appropriate action.

5. How to Use BlueDriver OBD2 to Check Battery Health

Checking your battery’s health with BlueDriver is just as important as monitoring the alternator. Here’s how to do it:

1. Connect BlueDriver: Plug the BlueDriver sensor into the OBD2 port.
2. Pair with Your Device: Connect your smartphone or tablet to the BlueDriver sensor via Bluetooth.
3. Access Live Data: Open the BlueDriver app and select “Live Data.”
4. Monitor Battery Voltage: Look for the “Battery Voltage” parameter.
5. Analyze the Data: Observe the voltage reading with the engine off and with the engine running.

According to a study conducted by the Department of Automotive Technology at Ferris State University, published on August 8, 2023, consistent monitoring of battery voltage helps prevent unexpected battery failures and extends battery life.

5.1 Interpreting Battery Voltage Readings

Understanding battery voltage readings is crucial for assessing battery health. Here’s what different readings indicate:

• 12.6 Volts or Higher (Engine Off): Indicates a fully charged battery.
• 12.4 Volts (Engine Off): Indicates an 80% charged battery.
• 12.2 Volts (Engine Off): Indicates a 60% charged battery.
• Below 12.0 Volts (Engine Off): Indicates a significantly discharged battery.
• 13.5 – 14.5 Volts (Engine Running): Indicates the alternator is charging the battery properly.

5.2 Performing a Load Test with BlueDriver

While BlueDriver does not perform a traditional load test, you can infer battery health by observing voltage drop during engine start. Here’s how:

1. Monitor Voltage During Start: Observe the battery voltage as you start the engine.
2. Analyze Voltage Drop: A healthy battery should not drop below 10 volts during engine start. A significant voltage drop indicates a weak or failing battery.

5.3 Identifying Common Battery Problems

BlueDriver can help identify common battery problems, including:

• Sulfation: Sulfation occurs when lead sulfate crystals build up on the battery plates, reducing its capacity and ability to hold a charge.
• Corrosion: Corrosion on the battery terminals can prevent proper electrical flow.
• Internal Short: An internal short can cause the battery to discharge rapidly.
• Age: Batteries degrade over time, typically lasting between 3 to 5 years.

5.4 Using BlueDriver to Check for Battery Error Codes

BlueDriver can read and clear DTCs related to the battery. Common battery-related codes include:

Code	Description	Possible Causes
B1001	Battery Voltage High	Alternator, Wiring
B1002	Battery Voltage Low	Battery, Wiring, Connections
P0562	System Voltage Low	Battery, Alternator
P0563	System Voltage High	Alternator Voltage Regulator

Identifying these codes helps you diagnose and address battery issues promptly.

6. Advanced OBD2 Live Data Parameters for Alternator and Battery Diagnostics

BlueDriver provides access to a wide range of live data parameters that can help you diagnose alternator and battery issues with greater precision. According to research published in the “Journal of Automotive Engineering” on November 11, 2023, advanced OBD2 parameters provide deeper insights into vehicle system performance, enhancing diagnostic accuracy. Here are some advanced parameters to monitor:

Parameter	Description
Control Module Voltage	Input voltage at the Engine Control Module. Engine off/ignition on this value will show battery voltage – engine on it will show alternator voltage.
Engine RPM	Engine RPM
Vehicle Speed	Vehicle speed
Engine Coolant Temperature	Coolant temperature – usually measured at the cylinder head or before the radiator. Some vehicles may report a second coolant temperature sensor (ECT 2) – location may vary (for example it may be at the outlet of the thermostat) – the factory manual or a parts diagram for your vehicle should provide more information.
Engine Oil Temperature	Temperature of the engine oil – sensor may be situated near the oil filter but this location will vary depending on the vehicle.
Ambient Air Temperature	Air temperature around the vehicle – typically this will be a few degrees below intake temperature.
Barometric Pressure	Local ambient or atmospheric pressure around the vehicle displayed as an absolute value. Typically ambient pressure will read roughly 101.3 kPa or 14.7 psi, but this will vary depending on your altitude and local conditions.
Accelerator Pedal Position	Position of the driver’s accelerator pedal – there may be up to three sensors: 1. Accelerator pedal position D (Sensor #1) 2. Accelerator pedal position E (Sensor #2) 3. Accelerator pedal position F (Sensor #3).
Relative Accelerator Pedal Position	Accelerator pedal position adjusted for the learned behavior of the vehicle over time. Due to scaling, the vehicle may not always report 100% when the pedal is placed to the floor. Depending on the vehicle this value may also be the average of multiple position sensors (D, E, F).
Commanded Throttle Actuator	The throttle position requested by the ECM based on accelerator pedal position.
Relative Throttle Position	Throttle position relative to the “learned” or “adapted” closed position. Over time throttle behavior can change due to carbon buildup or other factors, some vehicles will monitor this behavior and make adjustments over time to compensate. For example: Over time carbon builds up in the throttle body and when “fully” closed, the throttle is actually open 5% – in this case the absolute throttle position will read 5% while the relative position will read 0%.
Absolute Throttle Position	How ‘open’ the throttle is – a value of 0% means completely closed while 100% is fully open. Depending on the vehicle there may be up to four throttle position sensors: 1. TPS A/1 (Labeled “Throttle Position Sensor”) 2. TPS B/2 3. TPS C/3 4. TPS D/4.
Hybrid Battery Pack Remaining Life	AKA State of Charge. The total charge percent remaining in the hybrid battery pack (individual cell data is not available through standard OBDII data).
Hybrid/EV Vehicle System Status	This parameter will report the following (as supported by the vehicle): 1. Hybrid/EV charging state: Either Charge Sustaining Mode (CSM – control system is attempting to maintain a constant State Of Charge) or Charge Depletion Mode (CDM – control system is targeting an SOC lower than the current value). Non-PHEVs will always display Charge Sustaining Mode 2. Hybrid/EV Battery Voltage: 0 to 1024V 3. Hybrid/EV Battery Current: -3300 to 3300 Amps, a negative value indicates that the battery is being charged.
Calculated Engine Load Value	A calculated value representing the current percentage of maximum available engine torque being produced (100% at WOT, 0% at key on engine off).
Absolute Load Value	A normalized value representing the air mass intake per intake stroke as a percentage. Calculation: (mass of air in grams per intake stroke) / (mass of air per intake stroke at 100% throttle assuming standard temperature and pressure). Note: This datapoint has a reporting range from 0% to 25,700% but naturally aspirated engines will display roughly 0 to 95% while turbo/supercharged motors may show as high as 400%.
Driver’s Demand Engine – Percent Torque	The percentage of maximum available engine torque requested by the ECM based on: 1. Accelerator pedal position 2. Cruise control 3. Transmission. External factors such as traction control, abs, etc will not influence this value.
Actual Engine – Percent Torque	Also referred to as Indicated Torque. This parameter displays the current percentage of total available engine torque and includes the net brake torque produced as well as the ‘friction’ torque required to run the engine at no load.
Engine Friction – Percent Torque	The percent of maximum engine torque required to run a ‘fully equipped’ engine at no load, this includes: – Internal engine components (crank, pistons, cams, valves, etc) – Fuel, oil – Water pump – Air intake – Exhaust – Alternator – Emissions control equipment. This value does not account for: – Power steering – Vacuum pumps – AC Compressors – Braking systems – Active suspension systems – etc.
Engine Reference Torque	The torque rating of the engine – this is considered to be the 100% value for datapoints such as “Actual Engine Percent Torque” or other parameters that express torque output as a percentage. Note: This value is set in the factory and does not reflect changes over time due to wear/aging, aftermarket upgrades/tunes, etc.
Engine Percent Torque Data	This parameter is used in cases where changes in vehicle/environmental conditions can cause the reference torque to change – for example at high altitude a different fuel mapping may be employed which will decrease the total available torque by 80%. Up to five different maximum torque ratings may be specified with this datapoint, each rating is numbered 1 through 5. The datapoint does not report the reason for the change in maximum rating – a factory manual may be required to determine conditions related to each mapping.
Auxiliary Input/Output	This is a composite datapoint that is capable of reporting (if supported by the vehicle): 1. Power Take Off Status: On or Off 2. Automatic Transmission Status: Park/Neutral or Drive/Reverse 3. Manual Transmission Neutral Status: Neutral/Clutch In or In Gear 4. Glow Plug Lamp Status: Indicator On or Off 5. Recommended Transmission Gear: 1 through 15. Note: Support for this datapoint is relatively rare, most vehicle report transmission status through non-standard enhanced live data.
Exhaust Gas Temperature (EGT)	Depending on the vehicle the following parameters may be reported for each exhaust bank: 1. Sensor #1 – Post-turbo 2. Sensor #2 – Post-cat 3. Sensor #3 – Post-DPF 4. Sensor #4 – No standard location specified, possibly after NOx control equipment. Note: the above are based on a generic sample vehicle and may not apply to your specific configuration, for exact measurement points refer to the vehicle’s factory manual.
Engine Exhaust Flow Rate	Exhaust flow rate in kg/hr or lbs/hr measured upstream of the aftertreatment system, averaged over the last 1000ms.
Exhaust Pressure	Exhaust pressure, displayed as an absolute pressure value – engine off this parameter should display roughly ambient atmospheric values. Depending on vehicle configuration this parameter may report data from one or two exhaust banks. For sensor/measurement location refer to your factory manual.
Manifold Surface Temperature	Temperature at the outer surface of the exhaust manifold.
Timing Advance for #1 cylinder	The angle (in degrees) of crankshaft rotation before top dead center (BTDC) at which the spark plug for #1 cylinder starts to fire. A negative value indicates that the spark plug fires after cylinder #1 reaches the top while a positive value indicates spark plug firing.
Engine Run Time	This parameter reports the following data (as supported by the vehicle): 1. Total engine run time in seconds 2. Total engine idle time in seconds, the vehicle is considered to be idling when there is: – No user throttle input – Engine RPM is less than 150 rpm below standard warmed-up idle – PTO (if equipped) is inactive – Vehicle speed less than 1 mph (1.6 kph) or Engine RPM is less than 200 rpm above normal warmed-up idle 3. Total run time with PTO engaged (if equipped).
Run Time Since Engine Start	Run time in seconds since the engine was last started.
Time Run with MIL On	Engine run time since check engine light was activated after throwing a code. Note: Engine run time is different from total elapsed time – for example if the check engine light came on six months ago and you drove an average of 30 minutes per day this value will show roughly 5,400 minutes or 90 hours (3.75 days). This value will stop increasing when it reaches 65,535 minutes (roughly 45 engine-days). On Hybrids or vehicles with an auto Stop/Start feature this timer will continue to increase as long as the ignition is on, whether the actual engine is running or not.
Distance Traveled while MIL is Activated	The distance driven since the check engine light last illuminated (reset when codes are cleared or the battery is disconnected).
Time since Trouble Codes Cleared	Engine run time since codes were last cleared (either by a scan tool or disconnecting the battery). Note: Engine run time is different from total elapsed time – for example if codes were cleared two weeks ago and you drive an average of 45 minutes per day this value will show roughly 630 minutes or 10.5 hours. This value will stop increasing when it reaches 65,535 minutes (roughly 45 engine-days). On Hybrids or vehicles with Stop/Start this timer will continue to increase as long as the ignition is on, whether the actual engine is running or not.
Distance Traveled Since Codes Cleared	Distance traveled since engine codes were cleared with a scan tool or the battery was disconnected. Note: clearing non-engine codes (e.g. just clearing ABS) will not reset this value.
Warm-ups Since Codes Cleared	Number of engine warm-up cycles since codes were last cleared (or the battery was disconnected). A warm-up cycle is defined as: – Coolant temperature increases at least 22 °C / 40 °F after startup – Coolant temp reaches at least 70 °C / 170 °F (or 60°C / 140 °F for diesel). Once the counter reaches 255 it stops increasing. Note: clearing non-engine codes (e.g. just clearing SRS) will not reset this value.
Fuel System Status	Whether your vehicle is running in ‘open’ or ‘closed’ loop mode. – Open loop means the engine computer is using pre-programmed ideal air:fuel ratios to decide how much fuel to inject. – Closed loop means the ECM is using feedback from the O2 sensors to adjust the air:fuel ratio to prevent an excessively lean (too much air)or rich (too much gas) condition. Note: This datapoint reports the current status for two fuel systems (A & B) – these represent two distinct systems (e.g. CNG & diesel) on one vehicle as opposed to bank numbers. Most passenger vehicles will have one fuel system only and will report system B as open loop at all times.
Oxygen Sensor Voltage	O2 sensor voltage (see How are O2 Sensors Displayed?). For more information on O2 sensor operation and interpretation see Walker’s O2 Sensor Training Guide.
Oxygen Sensor Equivalence Ratio	O2 sensor equivalence ratio – aka Lambda (see How are O2 Sensors Displayed?).
Oxygen Sensor Current	Similar to O2 sensor voltage: – A value of 0mA indicates a well balanced air:fuel ratio – Positive current indicates a lean mixture – Negative current indicates a rich mixture.
Short Term Fuel Trim	Fuel injection rate adjustment based on rapidly changing data from the O2 sensors. – A negative trim indicates a rich condition (less fuel required) while a positive means the engine is running on the lean side. – Bank number refers to the ‘side’ of the engine (see How are O2 Sensors Displayed?) – Sensor 1 vs Sensor 2 indicates pre (#1) and post (#2) catalytic converter sensors (see How are O2 Sensors Displayed?). Short term fuel trim is combined with long term fuel trim for a net correction to be applied to the injection rate. Note: Many vehicles will not use fuel trim from the post-cat sensors, in this case fuel trim will be displayed as 99.2%.
Long Term Fuel Trim	Similar to short term trim, long term fuel trim reacts less readily to sudden changes and represents the ‘learned’ behavior of the vehicle over a longer period. – Bank 1 vs Bank 2 indicates the side of the engine – Sensor 1 vs Sensor 2 indicates pre (#1) and post (#2) catalytic converter sensors. Note: Many vehicles will not use fuel trim from the post-cat sensors, in this case fuel trim will be displayed as 99.2%.
Commanded Equivalence Ratio	The fuel:air ratio requested by the ECM, displayed as a lambda value (>1 lean, <1 rich, ~1 ideal ratio). Vehicles with wide range O2 sensors: – Commanded equivalence ratio is displayed in open & closed loop mode. Vehicles with conventional O2 sensors: – Commanded equivalence ratio displayed in open loop mode – In closed loop mode displayed as 1.0.
Mass Air Flow Rate	The flow rate of air traveling through the intake in g/s or lb/min. On turbocharged vehicles the MAF will be upstream of the turbo.
Intake Air Temperature	Temperature of the air traveling through the intake. Turbocharged vehicles may have two IAT sensors – sensor #1 before the turbocharger and sensor #2 downstream of the turbo. Depending on vehicle configuration there may also be two intake tracts in which case sensor data may be reported for banks 1 and 2. In normal operation the intake temperature should be slightly above the ambient air temperature.
Intake Manifold Absolute Pressure	Pressure measurement inside the intake manifold. For turbocharged applications this represents the pressure at the manifold, after the turbo/intercooler/etc. Note: This is an absolute pressure value: – At engine idle it will show slightly lower than ambient pressure (14.7 psi / 101.35 kPa) indicating a vacuum – At key on/engine off it will show ambient/atmospheric pressure – When running MAP will show total pressure, to obtain a gauge value subtract the current atmospheric value.
Fuel Pressure (Gauge)	Fuel pressure value. Note: This is a gauge value – a value of 0 indicates atmospheric/ambient pressure.
Fuel Rail Pressure	Pressure in the fuel rail displayed as a gauge value (0 psi/kPa means an atmospheric/ambient pressure reading).
Fuel Rail Pressure (Absolute)	Pressure in the fuel rail displayed as an absolute pressure value – when the fuel rail is not pressurized this datapoint will display ambient pressure – roughly 14.7 psi or 101.3 kPa.
Fuel Rail Pressure (relative to manifold vacuum)	Fuel pressure value relative to the intake manifold.
Alcohol Fuel %	The ethanol/alcohol content as measured by the engine computer in percentage. For example an E85 blend would show 85% for alcohol fuel percentage.
Fuel Level Input	Percent of maximum fuel tank capacity.
Engine Fuel Rate	Near-instantaneous fuel consumption rate, expressed in Liters or Gallons per hour. Engine fuel rate is calculated by the ECM using the volume of fuel used during the last 1000 ms. Note: engine fuel rate does not include fuel consumed by diesel aftertreatment systems.
Cylinder Fuel Rate	The calculated amount of fuel injected per cylinder during the most recent intake stroke – displayed in mg/stroke.
Fuel System Percentage Use	This parameter displays the % of total fuel usage for each cylinder bank – up to a maximum of four banks. This datapoint will display data for two separate fuel systems (e.g. diesel & CNG) if supported by the vehicle.
Fuel Injection Timing	The angle (in degrees) of crankshaft rotation before top dead center (BTDC) at which the fuel injector begins to operate. A positive angle indicates injector operation before top dead center, while a negative angle indicates operation on the downstroke after TDC.
Fuel System Control	This parameter reports the following status information for the fuel system on diesel vehicles (for fuel systems 1 & 2 as supported by the vehicle): – Fuel pressure control: Closed or open loop control – Fuel injection quantity: Closed or open loop control – Fuel injection timing: Closed or open loop control – Idle fuel balance/contribution: Closed or open loop control. Closed loop indicates the system is using sensor feedback for fine tuning. Note: Systems 1 & 2 refer to two separate fuel systems – system 2 may not be in use on most vehicles.
Fuel Pressure Control System	This parameter displays the following data for up to two fuel rails – for sensor location refer to your factory manual: 1. Commanded rail pressure 2. Actual rail pressure 3. Temperature. Pressure is reported as a gauge pressure where 0 indicates rail pressure equal to the outside atmosphere.
Injection Pressure Control System	Some diesels use a pump to pressurize an oil rail which then transfers and multiplies this pressure via a piston to provide finer control over fuel injection pressures. The ICP sensor monitors the pressure on the oil side of the fuel system, depending on the vehicle this parameter will display: 1. Commanded Control Pressure Rail A 2. Actual Pressure Rail A 3. Commanded Control Pressure Rail B 4. Actual Pressure Rail B.
Boost Pressure Control	Depending on the vehicle this parameter will show the following for one or two turbochargers: 1. ECM commanded boost pressure 2. Actual boost pressure. Note: All data in this parameter is reported in absolute pressure – typically when discussing boost people will refer to gauge pressure. For example a value of 24.7 psi for actual boost pressure would be 10 psi gauge, or “10 lbs of boost”. At idle before the turbo spools up this value will read at or slightly below ambient pressure which should not be confused with producing 14 lbs of boost. This parameter will also provide feedback on the operating mode of the boost control system, possible states are: 1. Open Loop – No sensor feedback used, no faults present 2. Closed Loop – Using sensor feedback, no faults present 3. Fault Present – Boost data unreliable.
Turbocharger RPM	Measured turbine RPM of one or both turbos depending on vehicle configuration. Note: This datapoint has a maximum value of 655,350 rpm so you may need to adjust your graph range settings when monitoring data in-app or it may appear as a straight line.
Turbocharger Temperature	This parameter reports the following data for one or both turbochargers as supported by the vehicle: 1. Compressor inlet temperature – Air charge temperature before the turbo 2. Compressor outlet temperature – Air charge temperature at the turbo outlet – this value should be much higher 3. Turbine inlet temperature – Exhaust temperature pre-turbo 4. Turbine outlet temperature – Exhaust temperature post-turbo. Charge air temperatures have a range from -40 to 215 degC while the exhaust temperature reporting range is -40 to 6513.5 degC.
Turbocharger Compressor Inlet Pressure Sensor	Pressure measured at the turbocharger inlet, for either one or two turbos depending on vehicle configuration. This is an absolute pressure value, a value of roughly 14.7 psi / 101.3 kPa indicates atmospheric pressure.
Variable Geometry Turbo (VGT) Control	Vehicles with variable geometry turbos use motors or another method of actuation to change the orientation of vanes which will either direct the exhaust gasses around, or through the turbine blades. The VGT parameter displays data related to the position/orientation of these vanes in the turbocharger. A value of 0% indicates that the vanes are in the maximum bypass position while at 100% the vanes redirect as much exhaust gas as possible to build boost. VGT Control displays the following information for one or both turbos depending on vehicle configuration: 1. Commanded VGT Position – Vane position requested by the vehicle 2. Actual VGT Vane Position 3. VGT Control Status: Closed or Open Loop (using sensor feedback or not) without system faults or in a Fault State (VGT position data is unreliable).
Wastegate Control	The wastegate allows exhaust gas to bypass the turbo as boost builds to prevent excessive pressure. This parameter reports the following information for electronic wastegate systems (one or two depending on the vehicle configuration): 1. Commanded wastegate position as requested by the controller – 0% represents fully closed (all exhaust routed through the turbo) and 100% indicates maximum diversion around the turbine section. 2. Actual wastegate position – 0% to 100%.
Charge Air Cooler Temperature (CACT)	This parameter reports the temperature of the intercooler air charge on turbocharged vehicles with up to four sensors: 1. Bank 1 Sensor 1 2. Bank 1 Sensor 2 3. Bank 2 Sensor 1 4. Bank 2 Sensor 2. The SAE/OBDII standard does not specify a default mapping for these datapoints so you may need to refer to the factory manual for your vehicle to determine sensor/measurement locations.
Commanded EGR	How open the EGR valve should be as requested by the engine computer (0% fully closed, 100% fully open).
EGR Error	The percent difference between the commanded EGR opening and the actual opening of the EGR valve. Special Note: If commanded EGR is 0%, EGR error will read: – 0% if actual EGR is also 0% – 99.2% if actual EGR is anything other than 0% – this indicates “undefined” or not applicable. EGR error is calculated as (actual – commanded)/commanded. A commanded value of 0% gives (0-0)/0 = 0% With any other ‘commanded’ value the calculation becomes (actual-0)/0 which is undefined.
Commanded Diesel Intake Air Flow Control	Also referred to as EGR Throttle. Some newer diesels may employ a throttle plate to generate an intake vacuum under some conditions for the purpose of introducing EGR gasses to reduce emissions. This datapoint displays (if supported by the vehicle): 1. The commanded (closed to 100% open) position of the intake air flow throttle plate 2. The actual position of the EGR throttle 3. Commanded position of a second EGR throttle if fitted 4. Actual position of secondary EGR throttle.
Exhaust Gas Recirculation Temperature	This parameter reports up to four EGR temperature values: 1. EGRTA – Bank 1 Pre-Cooler 2. EGRTB – Bank 1 Post-Cooler 3. EGRTC – Bank 2 Pre-Cooler 4. EGRTD – Bank 2 Post-Cooler.
EVAP System Vapor Pressure	Gauge pressure of the EVAP system measured from either a sensor in the fuel tank or evap system line. See your factory manual or a parts diagram for sensor location.
Absolute Evap System Vapor Pressure	Absolute pressure of the EVAP system measured from either a sensor in the fuel tank or evap system line (see your factory manual for vehicle specific measurement point). This is an absolute pressure measurement, a value of roughly 14.7 psi or 101.3 kPa indicates 0 gauge pressure relative to outside ambient conditions.
Commanded Evaporative Purge