Auto Ingenuity Scantool User Guide

OBD-II Diagnostic
ScanTool
User Guide
Version 8
Copyright © 2002 - 2010 AutoEnginuity, L.L.C. All rights reserved
The software described in this document is furnished under

license agreement. The software may be used or copied only in
accordance with the terms of the agreement. It is against the law
to copy software except as specifically allowed in the license
agreement.
This material is copyright and any unauthorized reproduction or

transmission in any form or by any means, electronic or
mechanical, including photocopying and recording, in whole or in
part, without written consent of AutoEnginuity, L.L.C., is
expressly prohibited. Any unauthorized reproduction or
transmission is illegal and a violation of Title §17 of the United
States Code. Civil and criminal punishments can and will be
applied to the maximum extent of the law.
Portions copyright General Motors Corporation.
Portions copyright Ford Motor Company.
Portions copyright Nissan Motor Company, Ltd.
Limitation of Liability
The material and information contained within this User Guide is

subject to change without notice. AutoEnginuity, L.L.C., makes
no warranty, express or implied, and shall not be liable for any
errors or for incidental or consequential damages in connection
with the use of the instructions or examples herein.
Trademark References
AutoEnginuity and Dashtop are trademarks of AutoEnginuity,

L.L.C. All other trademarks and registered trademarks are
proprietary to their respective manufacturers.
AutoEnginuity, L.L.C.
Mesa, AZ
1-480-827-TOOL
www.autoenginuity.com
TABLE OF CONTENTS
Welcome .............................................................................................................. 1
OBD-II History................................................................................................ 2 - 4
Section I: Installation
Minimum Requirements ........................................................................................ 5
Installation Instructions..................................................................................... 5 - 8
Section II: Using the Software

Connecting to the Vehicle .............................................................................. 9 - 16
Communications Configuration 11 - 15
Vehicle Selection ............................................................................... 16 - 19
Diagnostic Trouble Codes ................................................................ 20 - 25
DTC Library ...................................................................................... 25, 26
Clear 26, 27
Since MIL Activated/Cleared 27
Retrieve Additional DTC Types 27, 28
Create Report.................................................................................... 28 - 30
Refresh..................................................................................................... 30
Live Data Meter ............................................................................................ 31 - 33
Live Data Graph ........................................................................................... 34 - 36
Live Data Grid .............................................................................................. 37 - 40
Sensor Configuration ................................................................................... 41 - 44
O2 Sensors .................................................................................................. 45 - 48
Fuel System Status ............................................................................ 45, 36
Oxygen Sensor Test Results ............................................................. 47 - 48
Test OnBoard Systems ................................................................................. 49, 50
Automated System Tests.................................................................... 49, 50
Actuation ...................................................................................................... 51, 52
OnBoard System Results ............................................................................ 53 - 60
Continuously and Non-Continuously Monitored Systems ................. 53 - 55
General Systems Status........................................................................... 56
Monitored Test Results (Mode 6) ....................................................... 56, 57
Create Report.................................................................................... 57 - 60
Refresh..................................................................................................... 60
Data Logging ................................................................................................ 61 - 67
Pause ....................................................................................................... 62
Stop .......................................................................................................... 62
Playback............................................................................................ 62 - 64
Record............................................................................................... 65 - 66
Data Logging Settings ....................................................................... 66 - 68
Customize Display ........................................................................................ 69, 70
Saved Session .............................................................................................. 71, 72
Settings ............................................................................................................... 73
Vehicle Information........................................................................................ 74, 75
In-Performance Tracking..................................................................................... 76
Feature Activation ........................................................................................ 77 - 81
Appendix A: Vehicles with Hard-to-Find DLC Locations ............................ 82 - 83

Appendix B: Engine Terminology ............................................................... 86 - 97
Appendix C: Drive Cycles, Trips, and I/M Readiness .............................. 98 - 103
Appendix D: Serial Port Troubleshooting ............................................... 104 - 106
Appendix E: Engine Management Systems ........................................... 107 - 112
Appendix F: Known Connectivity Issues .................................................113 - 114
License Agreement .................................................................................115 - 117
WELCOME
Thank you for purchasing AutoEnginuity’s ScanTool for

OBD-II vehicles. I hope that our tool saves you a considerable
amount of time and money in vehicle repair and maintenance.
As an avid car fan, I love working on my cars; but before

ScanTool, I was limited by my vehicle’s computer which "hid" the
information I needed to understand the problem. Sure computers
make cars more efficient and lighter; but, they also hide all the
information away in proprietary interfaces.
AutoEnginuity’s ScanTool gives you access to the abundance

of data that any 1996 and newer vehicle provides through the OBD-
II and optional manufacturer interfaces. It will help you determine
what repairs are necessary, and determine whether you can repair it
yourself, or whether it’s something that requires more assistance.
What’s more, AutoEnginuity’s ScanTool allows you to verify that
work you have done—was done properly. Whether you’re an
independent service shop, or simply a vehicle owner, now you can
diagnose a broad range of vehicles, accurately and quickly, with
just one tool.
Jay Horak
Principal Engineer
AutoEnginuity ScanTool User Guide 1

OBD-II HISTORY
What is OBD-II?
OnBoard Diagnostics Version 2 (OBD-II) is in all passenger

vehicles manufactured for sale in the U.S. beginning in 1996. It has
three main purposes; it: 1) alerts the vehicle operator if the vehicle’s
emissions output rises in response to a system failure; 2) performs
real-time analysis of the engine’s performance to help
manufacturers achieve regulated vehicle fuel economy; and, 3)
standardizes the electrical and communications protocols for the
automotive industry. OBD-II has allowed vehicle manufacturers to
stay within the Environmental Protection Agency’s (EPA)
emissions guidelines, and made it easier to diagnose problems in a
wide variety of vehicles using only one tool. OBD is more or less a
sophisticated data-acquisition system for vehicle emissions and
performance.
What is the History Behind OBD-II?
In 1955 the government took notice of the detrimental effects

that car emissions were having on the atmosphere. Early laws were
passed that gave vehicle manufacturers strict guidelines to follow
with regard to vehicle emissions. These laws were generally
ignored until 1988 when the Society of Automotive Engineers
(SAE) proposed several standards, and the Air Resources Board
(ARB) mandated them on all 1988 and later vehicles. These
mandates were, in effect, OBD-I.
The original OBD was a simple system that monitored the

oxygen sensors, exhaust gas recirculation (EGR) system, fuel
delivery system, and the engine control module (ECM) for
excessive emissions. Unfortunately, different car manufacturers
complied with the ARB’s mandates in different ways. In fact,
compliance was so varied that a new problem developed.
The problem was that manufacturers had equipped their

vehicles with OBD systems that weren’t standardized.
Consequently, each manufacturer had its own set of fault codes and
its own tools to interpret the codes. Independent repair facilities
across the country were struggling to diagnose vehicles with such a
2 www.AutoEnginuity.com
wide variance in both fault codes and in the equipment necessary to
interpret them.
The EPA stepped in and created an extensive list of procedures

and standards based on the findings of the SAE and ARB. This list
resulted in the second generation of onboard diagnostics, OBD-II.
By 1994 manufacturers were to implement OBD-II unless a waiver
was granted. Almost every manufacturer applied for, and received,
a waiver. However, in 1996 all new passenger vehicles were
required to be equipped with OBD-II—without exception.
Vehicle requirements for OBD-II are light trucks or passenger

vehicles, manufactured for sale in the U.S. after January 1st, 1996.
California requires OBD-II compliance for all gasoline (MY
1996+) and diesel (MY 1997+) vehicles up to 14,000 lbs. The
National LEV program requires compliance for all vehicles that
weigh 6,000 lbs or less. If the vehicle is not required to be OBD-II
compliant, it will utilize an OBD-I system. OBD-I is used on all
Ford vehicles over 8,500 lbs.
The idea behind OBD-II is simple: in vehicles manufactured in

1996 or later, no matter who the manufacturer is, there is a standard
set of fault codes that use a standard tool to interpret them.
OBD-II Today
As the years went on, some manufacturers improved upon their

implementation of OBD-II. In addition to the basic standard, they
implemented optional support (i.e., more sensors). Some
manufacturers (Ford, GM, etc.) didn’t stop with optional support,
but saw the utility in going above and beyond. These enhanced
implementations give access to more sensors and even more
descriptive fault codes. Although they are vehicle specific, their
value can be easily seen by any service shop that specializes in that
make, or a tuner that wants to wring every ounce of performance
from his vehicle.
The newest addition to the OBD-II specification is an electrical

interface called CAN. CAN is short for Controller Area Network.
All vehicles will standardize on the CAN electrical interface
starting in the model year 2008. Some manufacturers have already
begun the transition (Ford, GM, Jaguar, Nissan, Mazda, Mercedes,
and Toyota to name a few.).

EOBD
With the success of OBD-II, European countries adopted

EOBD. All petrol cars sold within Europe since January 1st, 2001,
and diesel cars manufactured from 2003 on, must have onboard
diagnostic systems to monitor engine emissions. Some
manufacturers (Ford and GM) who sold into the European market
already had OBD interfaces prior to this requirement. EOBD is the
European equivalent of the OBD-II standard.
The Future of OBD
OBD-III is already in development. What the new standard

will contain is still a matter of speculation, but some things are
certain: 1) more advanced support for sensors will come about; and
2) faster interfaces (to move data back-and-forth) will be
implemented. Some speculation is that vehicle transponders will be
part of the standard. The transponders would be used to locate the
vehicle in the case of faults or non-compliance with EPA
regulations; and, possibly, whether or not you are in compliance
with local traffic regulations. Whether consumers will ever allow
their Congressman or Congresswomen to implement such a
standard will have to be seen.
SECTION I: Installation
Minimum Requirements
Windows® 98SE (requires USB
Operating System 2.0) / ME / 2000 / XP / Vista / 7
Processor 90 Mhz Intel Pentium® or AMD
Athlon®
Free Memory 64 MB RAM (128 MB RAM rec-
ommended)
Free Storage Space 64 MB
CD-ROM or DVD-ROM 1x Speed
USB or Serial Port capable of at least 19200 baud
Do not use a power inverter without an “isolated

ground” with any USB product connected to your
vehicle. A ground loop may occur.
Note: The ScanTool OBD-II interface draws power

from the vehicle. Do not leave it plugged into your
vehicle for long periods of time without turning over
the engine to recharge the battery.
Installation Instructions
Follow the step-by-step instructions below to install AutoEngi-
nuity’s ScanTool onto your personal computer.
1. Place the AutoEnginuity CD-ROM into your computer’s

CD-ROM or DVD-ROM drive.
2. The Setup program will begin the installation process

automatically. (If this doesn’t happen automatically, you
will be required to manually navigate to the CD-ROM or
DVD-ROM drive that contains the AutoEnginuity disc,
then double-click on Install/Setup.exe.)

3. Select Next to continue the installation process.
4. Carefully read the terms of the agreement. If you agree

with the terms and wish to continue the installation, accept
the terms of the license agreement by selecting I accept the
terms in the license agreement and then select Next to con-
tinue. If you do not accept the terms of the agreement,
select Cancel and contact AutoEnginuity or your reseller
to discuss the return of the product.
5. Enter you or your shop’s information in each of the fields.
This information is used for the saved and printed reports.
6. Select Complete to install all of the required and optional

components. This is the typical installation for most users.
If you have used AutoEnginuity’s ScanTool before, or do
not require anything but the program itself, select Custom.
The Custom option will allow you to choose individual
components to install. Select Next when you are done.

7. If you have changes to make to your installation settings
(such as a different Shop Information, etc.) now is the time
to do so by selecting Back. If no changes are necessary,
select Install to complete the installation process. Once
Install is selected, a progress bar will reflect how far along
in the installation your computer is.
8. Congratulations! You have successfully installed

AutoEnginuity’s ScanTool. Select Finish.
SECTION II: Using the Software
Connecting to the Vehicle

Connecting AutoEnginuity’s ScanTool to the vehicle is a sim-
ple process. To begin you will need your AutoEnginuity OBD-II
connector, and, for serial versions, the provided serial cable. You
will be required to cable between your vehicle’s DLC (Data Link
Connector) and your computing device’s communications port.
The first step is to locate the DLC. Typically, the DLC is

located in the driver’s area, within reach of the driver’s seat and vis-
ible by crouching (i.e., under the steering column or dash).
The DLC is usually exposed and accessible without a tool.

(Notable exceptions being BMW which requires a flat-head screw-
driver to remove a plastic cover, and MINI which hides the DLC
under a cover.) Exceptions to the standard location include the ash-
tray/console area, or in the rear seat. If you have trouble finding the
DLC, see Appendix A or consult your vehicle’s Owner’s Manual for
more details. Once you locate the DLC, plug the AutoEnginuity
OBD-II connector firmly into it.
Next, connect the cable between the OBD-II connector and the
PC. If you are working with a serial version, note which serial/
COM port you connect to in the rare case that the Auto Detect algo-

rithm runs into trouble and requires you to manually configure the
serial/COM port.
Once the vehicle is physically connected to the PC, place the

key in the ignition and turn it forward to the "ON" position. If you
would like to monitor onboard test results or view vehicle sensor
data in real-time, you can start your vehicle at anytime.
Warning: Never operate a vehicle within a confined

area. Vehicle emissions are dangerous. Make sure
that your work area is well ventilated.
Now you are ready to start AutoEnginuity’s ScanTool pro-

gram. The first screen that you will see is the Connection Status
window. This window will remain until the vehicle and ScanTool
have completed the "handshaking" phase of the connection process.
You will see this window when your vehicle is connecting for the
first time, or when reconnecting if the connection was lost. If this
window is not present, press F2 or select Vehicle | Connect to man-
ually initiate the connection process.
The Connection Status window will show whether your com-
munications port has been opened by the software and what vehicle
interface type is used to connect to the vehicle. If the Connection
Status window doesn’t go away, either your serial/COM port can’t
be opened, or the vehicle interface type is incorrect or cannot be
discovered automatically. In either of those cases, you may be
required to manually configure these settings to proceed. See Com-
munication Configuration below for more details on correcting
connection settings. For most applications the default settings are
recommended.
A connection should not take longer than two minutes
When both the serial/COM port and Vehicle Interface Type

settings have been correctly selected, click OK. The Connection
Status window will place a check next to each of the connection
steps, and the connection will finalize. The Connection Status win-
dow will enumerate the settings used to make the connection and
the general connection data will be returned from the vehicle. If the
Vehicle Selection window appears, skip the next section and pro-
ceed to Vehicle Selection. Otherwise, continue on to the Communi-
cations Configuration section below to determine the appropriate
settings for your vehicle.
Communications Configuration
Communications Configuration is where you will configure
vehicle specific connection settings or set your computer interface
settings.
To open the Communications Configuration window, click the

AutoEnginuity logo or select Vehicle | Communications Configura-
tion, or press F4.
Computer Interface
This is the interface used to connect the OBD-II connector to
your computing device. There are two ways to configure the com-
puter interface: 1) Auto Detect Serial Port; or, 2) USB or Manually
Set Serial Port.

Auto Detect Serial Port is for serial versions of the OBD-II
connector only. It is slower, but allows the computer to find the
serial/COM port for you. If the serial/COM port is not automati-
cally discovered within one minute, then try setting the serial/COM
port manually.
USB or Manually Set Serial Port is used to manually select

USB or to select the serial/COM port manually. If you are using a
serial version of the OBD-II connector, first determine the serial
port that the OBD-II connector is connected to, then change the
value to reflect the correct serial/COM port.
Using a Wireless Connector

The Using Wireless Connector option configures the software
for the hardware flow control that is required for wireless commu-
nications. Select this option only if you have purchased the optional
wireless connector.
Allow Non-Standard USB Adaptors

The Allow Non-Standard USB option will prevent the
ScanTool from qualifying the serial port. Two serial/COM settings
are required for the ScanTool to operate properly: 1) 19200 baud;
and, 2) RS-232C compliance. Since some USB-to-serial adaptors
enumerate to the operating system as Modems instead of a serial/
COM port (i.e., Belkin), they won’t meet the second requirement. If
your USB-to-serial adaptor is compliant, but simply doesn’t enu-
merate properly, check this box to force the ScanTool to use it.
Automatically Connect on Launch

The Automatically Connect on Launch option configures the
software to start connecting to the vehicle automatically. This
option is enabled by default and will need to be disabled if you
want to Playback a data log. While connecting or connected to a
vehicle, data logging play back is not possible.
Vehicle Interface Type

The Vehicle Interface Type selection is used to determine how
to communicate with the vehicle. Typically you won’t have to
change this as the Auto Detect entry will query the correct selection
from the vehicle. OBD-II does define an order to auto detect the
vehicle’s protocol which the ScanTool complies with; however, the
specification does not dictate how a vehicle manufacturer has to
respond to protocols it doesn’t support. Because of this lack of
specificity, auto detecting can’t be guaranteed. In those cases where
the software can’t complete a connection after a few attempts, we
recommend selecting the vehicle’s protocol manually.
Selecting the correct Vehicle Interface Type depends on the

make, model, and year of your vehicle. The Vehicle Interface Type
drop-down menu has the following entries:
TABLE 1. Typical Interface Type Per Manufacturer
Interface Manufacturer
Type
J1850 PWM Pre-’04 Ford*, Lincoln, Mercury, Jaguar, Mazda,

Panoz, Saleen
J1850 VPW Pre-’08 Buick, Cadillac, Chevrolet, Chrysler,
Dodge, GMC, Hummer, Isuzu, Oldsmobile,
Pontiac, Saturn
ISO 9141-2 Asian (Acura, Honda, Infinity, Lexus*, Nissan,
Toyota*, etc.), European (Audi, BMW, Mer-
cedes, MINI, Porsche, etc.), and early
Chrysler*, Dodge, Eagle, and Plymouth

TABLE 1. Typical Interface Type Per Manufacturer
Interface Manufacturer
Type
KWP2000 Daewoo, Hyundai, KIA, Subaru STi, and some

Mercedes
CAN All makes ’08+ and ’04+ Ford, Jaguar, Land
Rover, Mazda, Mercedes, Nissan, and Toyota
*Exceptions ’98+ Concorde, Intrepid, LHS, 300M, 2000+
Neon use J1850 VPW
’96-’98 some Toyota/Lexus use J1850 VPW
’96, ’97 Probe 2.5L, ’96 Tracer 1.8L, ’96 Escort
1.8L, Triumph, Geo, Catera, ’97 Paseo use
J1850 VPW
Once you have determined the correct Vehicle Interface Type,

select it. The connection process will now only attempt the protocol
you have selected. This may correct the issue with a vehicle not
being able to respond to protocols it doesn’t support.
In some rare cases, such as ’96 Toyota/Lexus vehicles, select-

ing the wrong protocol (i.e., auto detecting) can cause the vehicle’s
PCM to stop responding. Please select the proper protocol then dis-
connect the OBD-II connector from the vehicle. Cycle the vehicle’s
key and reconnect to the vehicle. This will reset the PCM to allow
for a connection process that it knowingly supports.
Initialization Type
The Initialization Type option enables the user to select the
startup packet formatting required to begin communications with
the vehicle.
The OBD-II Compliant option will go through the standard ini-

tialization process of retrieving live data and freeze frame sensor
coverage, Mode 6 coverage, Inspection/Maintenance monitor
states, and whether there is an active MIL before completing a con-
nection. This is a much more in-depth process than a simple code
reader and can therefore take longer.
The Non-OBD-II Only option is used to bypass all OBD-II cov-
erage and only use enhanced features. With this option no OBD-II
support will operate (specifically the O2 tab and OnBoard Test
Results). That doesn’t mean the OBD-II information isn’t available,
it may be obtained in other ways, such as with specific sensors. In
some cases where the vehicle’s enhanced support is based on
the OBD-II protocol, this option won’t work. As an example,
Toyota, Nissan, and Hyundai/Kia early models use OBD-II-
derived enhanced protocols that require normal OBD-II initial-
ization steps to correctly operate.
In some cases, not having any OBD-II support may be pre-

ferred. For example, Ford ’96 - ’97 Powerstrokes use the Non-
OBD-II Only option because these vehicles have no OBD-II sup-
port at all.
The KWP2000 ECM Forced Init option is used to force a con-

nection to very specific vehicle models. Use this only with direction
from AutoEnginuity support.
The CAN Physical Addressing option is used to force a connec-

tion with a CAN controller that does not support the SAE default of
functional addressing. Use this with the Nissan ’08 and Subaru’08
models.
The Initialization Type is set to OBD-II Compliant by default.
Use HeartBeat
The Use HeartBeat option sends a request through the vehicle
bus at a regular interval if there is no other communication. This is
used both as a "keep alive" request and to determine if a connection
is lost. Should you run into an issue with a vehicle that loses con-
nection after a brief period of time (i.e., Nissan vehicles), try select-
ing or deselecting this setting. It is deselected by default.
Use FastMode
The Use FastMode option enables J1979 CAN 6x or GM
DPID sampling rates. With this option selected, data rates will
increase because each request will return up to six responses. This
setting is deselected by default.

Vehicle Selection
Once the ScanTool has connected to the vehicle, the Vehicle

Selection window will appear. You may either select a previously
Saved Session or select the connected vehicle’s make, model, year,
system, etc.
If you have already created a Saved Session file, you can

browse to it now by clicking Browse. By selecting a Saved Session
you won’t be required to enter the vehicle make, model, and year,
or wait for sensors to be detected. These steps have already been
completed and saved. See Saved Session for more details.
For first-time connections, you will be required to select each

of the enabled fields. The fields will be enabled based on enhanced
options and the make of the vehicle. For example, for GM- and
Chrysler-brand vehicles you will have the option of selecting the
engine, product, and transmission types.
Making sure you have the correct vehicle model selection will
be the difference between getting no/bad data, and retrieving the
correct information. To help you make the proper selections, the
Vehicle Selection fields are color-coded. The color red is used to
signify a Not Selected but necessary entry. Yellow is used to sig-
nify that the field is not required for this make or model. If the field
is selected, matches an existing table entry, and does not conflict
with other selections it will change to white.
Chrysler Body Codes can be found in tables in their

service guide or in after-market content provider
tables like Mitchell or AllData.
GM Product Line can be determined by the fourth

digit of the VIN of a passenger vehicle and the fifth
digit for vans and light trucks. GM vans and light
trucks can’t be completely decoded by the ScanTool
due to overlapping VIN numbers, so they will require
you to complete the model decoding manually.
You may automate the vehicle selection process by retrieving

the VIN from the vehicle. To retrieve the vehicle’s VIN, click the
GetVIN button. If the vehicle supports retrieving VINs electroni-
cally, the software will attempt to fill in the model information
fields.

Even if the VIN is retrieved, don’t assume that your job is
done. For example, since GM overran VIN series for truck models,
the software will not be able to complete the selection process for
you. In these cases, you are required to verify the information or
complete any fields that can’t be automatically filled in using the
VIN.
If your connected vehicle’s make or model does not appear in

the list, simply select Generic OBD-II for the Make. If the vehicle
has no enhanced interface options available or your configuration
doesn’t have support for them, the vehicle will only support the
Generic Powertrain system.
System support is not only determined by which of the optional

enhanced interfaces you have purchased, but also the vehicle. Not
every vehicle will be equipped with the same systems; even if the
system is supported by the ScanTool.
We update the vehicle databases frequently, but in

the case that the vehicle is newer than our database,
try selecting the previous model year.
Once you have finalized your selections, click OK.
The ScanTool will now attempt to verify that a connection can

be established with the selected system. If the selected system does
not respond to initialization requests, a warning will appear to
notify you that the system is not present or communicating.
If the wrong interface connector is currently connected for the

system selected (OBD-II or the AE Enhanced interface connector),
a warning will appear to alert you. Please change the interface con-
nector, reconnect to the vehicle, and try again.
Once connected to the system’s controller and if you have

selected an enhanced system, the system’s sensors will be detected.
This process can be slow on systems with hundreds of sensors. A
progress window will appear to help you monitor the process.
Once the process is complete, the progress window will disap-

pear and the Actuation, Test OnBoard Systems, and sensor lists will
be updated to include the manufacturer specific support detected
for this vehicle.
To change a system and return to this selection window, select

Vehicle | Change System or press F7. This will immediately discon-
nect you from the vehicle system you are currently connected to
and allow another system selection, without having to go through
the initial connection steps.

Using the Software
Diagnostic Trouble Codes
The Diagnostic Trouble Code window is probably the most

important window in AutoEnginuity’s ScanTool software; and it’s
the first window you’ll see for just that reason.
During the connection phase, and every five minutes while

connected, the software will attempt to retrieve trouble codes from
the vehicle. Before it begins this process, the software will need to
know if you want to retrieve from all systems, only the currently
selected system, or no systems (bypassing trouble code retrieval
entirely).
If you select All, a new window will appear showing you the
progress of the trouble code retrieval process from each system
available to the ScanTool. Selecting this option can take up to two
minutes to complete as it may have to connect and retrieve codes
from several dozen systems.
In the case of selecting Current, then only the selected system

will have their trouble codes retrieved. In the case of selecting
None, no trouble codes are retrieved and the step is bypassed.
If the vehicle connected to the ScanTool has any issues with

displaying or generating false trouble codes, a built-in technical ser-
vice bulletin (TSB) library is searched and any information avail-
able is displayed. This information comes right from the vehicle
manufacturers, complete details should be researched at their
respective service sites or with after-market content providers.
A flashing MIL means that there is a severe misfire

occurring. See Understanding Misfire in Appendix D
for further details.

Origins of a Check Engine/Service Engine Light
If you are experiencing issues with your vehicle, chances

are you have a Check Engine or Service Engine Soon indicator
light on (the OBD-II specification refers to these as MILs—
Malfunction Indicator Lights). The MIL tells the driver that an
issue has arisen that needs attention. The MIL will not always
come on when a fault is first found. The decision to illuminate
the vehicle MIL for any diagnostic trouble code (DTC) is
based on the "Enabling Conditions" or, more generally, the test
strategy.
OBD-II "Enabling Conditions" are based solely on the

fact that your vehicle is operating at 1.5 times the normal
allowable emissions level. The criteria to determine this is
manufacturer-specific; it’s based on their testing of how each
system malfunction affects emissions. Most vehicle manufac-
turers post the OBD-II Enabling Conditions on their websites.
Whether you’re diagnosing with OBD-II or OE-level

expansions, understanding the test strategy used by a control-
ler prior to setting a fault is very important to making correct
service decisions.
The first step is to determine how and when the test is run
that determines whether the fault occurred. Usually a fault
must occur multiple times, and in separate drive cycles, before
the vehicle’s controller creates a stored fault and illuminates
the MIL. Severe faults require only one drive cycle to illumi-
nate the MIL indicator.
Finally, keep in mind that you can have a problem with

your vehicle and not have the MIL illuminated. For example,
the system test for misfire monitors will not run if the roads
are rough or the fuel level is too low. Your vehicle could be
misfiring and you would never know it if you waited for the
MIL to illuminate. Don’t count on the MIL being illuminated
as the only means to determine your vehicle’s condition.
The Diagnostic Trouble Codes list will enumerate any trouble
codes that the ScanTool has retrieved from the vehicle. Each DTC
will have a color-coded icon associated with it. The red DTC icon is
used to denote those DTCs that are Stored or those that could cause
the MIL to illuminate. The blue DTC icon is for those that will not
illuminate the MIL. Below each DTC entry will be a list of its prop-
erties.
The vehicle is scanned for diagnostic trouble code

changes in five minute intervals.
The DTC value will help you narrow down the specific compo-
nent or module in question. A DTC has a standardized format that
can be interpreted as follows:
The first part of the DTC is the Alpha Designator. The alpha
designator can be:
B - Body electronics (i.e., door and hood latches)

C - Chassis (i.e., traction control or ABS)
P - Powertrain (i.e., engine, transmission, or engine support
components)
U - Network communications for the different control models
The second part of the DTC, is a three or four-digit numerical

series. The OBD-II specification has reserved the first 1,000 entries
for a core set that are uniformly implemented across all vehicle
manufacturers. DTCs after the core set are available for manufac-
turer specific uses. Type of Code will be 0 for the core set, or a
value of 1 - 9 for manufacturer specific codes. The Indicated Sys-
tem and Specific Code Number further narrow down the code to a

specific component or system.
Note: Some enhanced interface expansions use

non-standard trouble code lettering conventions (i.e.,
BMW FC codes and Chrysler DTC sensors). Please
refer to the BMW and Chrysler User Guides for more
information.
Each DTC entry will have a detailed description of what the

trouble code means. The descriptions are carefully written to be
unambiguous and to give you as much information as possible
about the specific fault. In the case of manufacturer specific
codes, selecting the proper make, model, and year is imperative
to getting the correct description.
In addition to having a DTC value and description, each DTC

can also have an accompanying set of properties. These properties
are accessed by clicking on the plus symbol to the left of the DTC
entry.
The first property is the Status. In the case of generic OBD-II

this will be either Stored or Pending. Stored DTCs are those that
have failed their respective test several times and are considered
faulty. Any DTCs enumerated as Pending are those that have failed
their respective test at least once, but less than the number of times
to be considered faulty. A DTC reported as Pending does not neces-
sarily indicate a faulty component/system. If it continues to fail, it
will be reported as Stored and the MIL indicator will be illumi-
nated. If no fault is present on the next trip, the Pending DTC will
eventually clear itself. (Except in the case of a severe Misfire Mon-
itor fault.) Enhanced interfaces also use the Status to represent man-
ufacturer specific states. An example is GM which denotes History,
Cleared, Previously Stored, etc.
The intended use of the Status data is to assist the service tech-
nician after a vehicle repair and after clearing diagnostic informa-
tion, by reporting results from a single drive cycle.
Next, any Freeze Frame information associated with the DTC
will be enumerated. A DTC can have multiple Freeze Frame infor-
mation. The first frame, Frame 0, is the only mandated Freeze
Frame. Manufacturers are allowed to use their own Freeze Frame
implementations after Frame 0.
Freeze Frame data is a snapshot of the vehicle’s state within a

second or two of when a DTC is stored. If a vehicle reports a Freeze
Frame snapshot, all of the reported data is from the vehicle’s com-
ponents; they are not default values. Freeze Frame data gives you
great insight into the conditions that the vehicle was operating
under when the fault occurred. Don’t overlook this information
when determining the reason for a fault. Was it a faulty component?
Or, could the fault have been due to excessive strain on the vehicle?
Keep in mind that not all Freeze Frame sensors are supported by all
vehicles.
Remember: OBD-II reports in tenths of a second. If

your vehicle is storing Freeze Frame data (under
the best conditions) a full second will elapse. With
this delay, some fast-changing sensors could be
drastically different from when the first sensor and
the last were stored.
The DTC that caused the MIL to activate will typically be the
one to store the Freeze Frame 0 data. The manufacturer determines
which DTC should store Freeze Frame data based on severity.
Finally, there may be Fault Frequency or SubType entries. The

Fault Frequency will designate how many times the controller has
flagged this trouble code. The SubType is a new addtion to the SAE
trouble code, it will designate the fault type, such as Electrical. This
is used to help resolve the type of fault instead of what group the
fault is in as the letter codes designate.
DTC Library
The DTC description library is available off- or online at any
time. Select Help | DTC Library. To retrieve the description of a
trouble code simply enter the type, numerical value, and what data-
base to query in. The retrieved grouping and trouble code descrip-
tion will be displayed.

Clear
The ability to clear trouble codes and the MIL is just as impor-
tant as it is to view the trouble codes. Clearing does more than turn-
ing off the indicator light on the vehicle. It can:
• Clears diagnostic trouble codes.

• Clears the Freeze Frame data.
• Clears oxygen sensor test data.
• Resets status of system monitoring tests.
• Clears OnBoard monitoring test results.
• Resets fuel trim stored values.
To clear the MIL and to perform the operations enumerated

above, click the Clear button and select either All, Current, or
None. Selecting All will perform this request on all supported sys-
tems on the vehicle. Selecting Current will perform these opera-
tions on only the currently selected system. Finally, None will
cancel the operation entirely.
For safety and/or technical design reasons, some ECUs may

not respond to this request under all conditions. All ECUs shall
respond to this service request with the ignition "ON" and with the
engine not running.
Warning: Never clear DTCs without first

determining if repairs are required. Ignoring
necessary repairs could be costly and/or
dangerous.
If the MIL is cleared on the connected vehicle and the problem
isn’t fixed, the MIL will return. If there is a serious problem with
the connected vehicle, more problems could arise, or the problem
could worsen, if the appropriate action is not taken. It is not enough
to clear the MIL, the fault that caused the MIL must be addressed.
Even after the MIL is cleared, DTCs will be stored in the

engine computer’s memory banks for 40 warm-up periods; 80
warm-up periods in the case of Misfire or Fuel System Monitoring.
(Note: Generic scan tools won’t have access to this part of the con-
troller’s memory. The enhanced interfaces can, in some cases,
access it with the Cleared or History option checked.)
Since MIL Activated/Cleared

Starting with the model year 2000, support was added to keep
track of when a MIL was set and other MIL-related data. This
optional support was primarily implemented to meet EOBD Euro-
pean emissions requirements. It reports the time since, the number
of warm-ups, and the distance traveled since the MIL was acti-
vated. Conversely, if the MIL was cleared, the time since, the num-
ber of warm-ups, and distance traveled since the clear occurred will
be reported. It will reset to zero once another DTC is set or when
the MIL is cleared.
Retrieve Additional DTC Types

The History and Cleared enhanced codes can be retrieved for
some manufacturers. If your vehicle supports this feature it will be

enabled. To retrieve History or Cleared codes, check the History or
Cleared code options respectively. Each time the DTCs are
retrieved, these additional DTC Types will be retrieved as well.
History codes are those that are stored in the vehicle’s PCM but
are not Stored or Pending codes. Each vehicle manufacturer desig-
nates how many and how long they will store History codes.
Warning: Hyundai/Kia can use History codes for

trouble codes that illuminate the airbag indicator. If
the airbag indicator is illuminated and no trouble
codes are reported, retry with History selected.
The Cleared codes option can show those trouble codes that
were previously present, but cleared by diagnostics equipment in a
previous session.
Enhanced Freeze Frame is the option to show freeze frame

entries that are manufacturer specific. In some cases, GM for exam-
ple, this option can add a considerable amount of time to the trouble
code retrieval process.
Create Report
You can save all DTC and Freeze Frame information into a
report for viewing or offline review and/or printing. All of the
information will be stored in an XML format for universal viewing
and printing in a web browser (i.e., Internet Explorer or Netscape).
The reports are viewed and displayed according to a provided

XSL style sheet (AutoEnginuity DTC Results 2.0 XML Tem-
plate.xsl). The reports layout can be changed to better suit your
needs or show your company’s logo. See Data Logging Settings for
more details on changing the style sheet.
To create a report, click the Print Data button on the left of the
Live Data Options toolbar or press F8.
Then enter the filename of the resulting DTC and Freeze
Frame report.
Once you have named and saved the report, a screen will
appear showing the final formatted report. You can navigate back
and forth through previous reports or print it by right-clicking on
the view and selecting your option.

Refresh
This forces the screen to refresh before the normal five minute
update interval.
To refresh the DTC list and MIL status, click the Refresh but-
ton on the right of the Live Data Options toolbar or press F5.
Live Data Meter
The Live Data Meter gives you the ability to watch several
sensors report from the vehicle in real-time. In the case that your
vehicle reported a DTC and set the MIL, you’ll want to use the
DTC description to determine what sensors to watch. Sensors might
also help you determine if a new component (i.e., free-flow exhaust
or intake) is performing better than stock. The sensors your vehicle
reports provide a wealth of information for both the mechanic and
the tuner.
The number of sensors that you can view is determined by the

vehicle make, model, and year. Typically, the newer the vehicle the
more sensors it supports. Some sensors take longer to report back to
the ScanTool (i.e., Intake Manifold Absolute Pressure) and will
update slower. In the case of ISO 9141-2, four to six sensors is
probably the most you’ll want to have listed at one time.
To add a sensor to the Meter, select the sensor from the meter’s
respective drop-down list.

Before purchasing a used vehicle, bring your
AutoEnginuity ScanTool and verify the vehicle’s
condition.
If you no longer need to watch a sensor you can remove it from

the list by selecting Off from the drop-down list.
Meters will report the current status of the sensor through color
cues. If the sensor is functioning at 80 - 90% of its capacity, the
meter will change its color to yellow. If the sensor is between 90 -
100%, the meter will change to red. Below 80%, the meter will dis-
play in green.
Along the bottom of each meter is a bar that shows the current
position of the sensor in its range. The farther right it is, the farther
along in the range the sensor is reporting.
Once a sensor is added, it can also be configured. To configure

the minimum and maximum range, scaling value, units, sampling
rate, and audible alert triggers select Configure Sensor. See Config-
uring Sensor for more information.
Printing
The Meter screen can be printed at any time. To do this, select
the Print Data button or press F8. The software will then prompt
you for a printer and allow you to make print specific settings
before sending the screen capture to the printer. The area that is
printed is only the tab window itself. At the top of the print will be
the vehicle make, model, year, and VIN information.
Refresh
This forces the screen to refresh each of the meter controls. All
data is discarded and once again retrieved from the vehicle. To
refresh the meter controls, select the Refresh button or press F5.
Pause Updating
This selection will stop the updating of the meter controls.
However, the data stream will continue to be retrieved from the
vehicle. This feature can be used to stop and look at the data stream
at a specific moment in time.
When you are done, click the button again to resume updating.

Live Data Graph
The Live Data Graph gives you the ability to plot two or four
live sensors in each graph. There is two types of graphing capabili-
ties with the ScanTool: 1) 2x plots per graph; 2) 4x plots on a single
graph. The graphed data is stored in a virtual buffer that can store
data for several hours. Once stored in the virtual buffer the plot can
then be panned or zoomed on to help view the data as you require.
Since plot data is stored in a virtual buffer you can switch between
the graph tabs and the data is preserved.
The graphing layout is simple and productive. On the left and

right are the color-coded units, and the domain and range that the
plot is reported in. Color-coding the plot makes it easy to quickly
identify which plot you are looking at. You can change the color of
these graph properties by selecting Options and then selecting Cus-
tomize Display. See Customize Display for further details. The
plots are anti-alias to provide the sharpest image possible.
Plots on a graph will have their value reported in a legend at

the top left of the graph while data is being updated. You can also
mouse over a plot, and the current plot value nearest to the mouse
position will be reported. Finally, at the bottom of the screen is the
sample count.
Adding a sensor to be viewed is easy. Select the sensor from

the any drop-down list above the graph.
Once a sensor is added, it can also be configured. To configure

the minimum and maximum range, scaling value, units, sampling
rate, and audible alert triggers, select Configure Sensor from the
drop-down list from which the sensor combo box you would like to
configure. See Configure Sensor for more details.
If you no longer need to watch a live sensor you can remove it

from the graph by selecting Off in the Live Vehicle Sensor list, or
by left- or right-clicking the graph area and selecting Off.
A plot can be zoomed in/out or panned. To do this, select the

either of the Zoom or Pan icons at the top of the graph. By default
the Pan icon is selected. Once a icon is selected it will stay in that
mode until you select another mode.
The plot data can be panned also by left clicking on the graph

area and holding down the left-mouse button, if data is present but
not visible, the graph’s viewport will show the plot data stored in
the virtual buffer from the direction in which you are moving the
mouse. Release the left-mouse button to return to the
Save or Print
The Graph screen can be save in a graphics format (JPG, BMP,
PNG, or GIF) or printed. To do either, select the Print Data button
or press F8. The you will then be prompted whether you want to
either save in to a graphics format or print the graph to a device. If
the Save to a graphics format is selected, you are prompted to name
the file and set the file format. Otherwise, if the Print to device
option is selected, the printer dialog is displayed allowing you to
make print specific settings before sending the graph data to the
printer.
The area that is printed is only the graph window and not the
surrounding ScanTool screen. At the top-left of the saved file or
print will be the shop information. On the top-right will be, if con-
nected, the vehicle make, model, year, and VIN; otherwise if a file
is being played back, then the filename will be used instead.
Refresh
All data is discarded and once again retrieved from the vehicle.
To refresh the graph controls, select the Refresh button or press F5.
Pause Updating
This selection will stop the updating of the graph controls.
However, the data stream will continue to be retrieved from the
vehicle. This feature can be used to stop and look at the data stream
at a specific moment in time.
Live Data Grid
The Grid gives you the ability to view several sensors from the
vehicle in a format that is most convenient for large amounts of
data. The Grid combines both a spreadsheet-format and a color
graphics meter to show sensor information. The Grid is probably
the easiest way to add, view, and configure sensors then any other
Live Data display method.
The Grid is made up of two lists: the top-most is the live sen-
sors list; the bottom list is the complete sensor list from the cur-
rently active vehicle system. The lists are separated by a window
splitter. To make a list larger or smaller, left click and hold on the
window splitter. Now drag the window splitter up or down to
change the respective sizes of the lists.
Once a sensor is added, the top-most live sensor list is where

the sensor’s sampled results will be reported. Its name, current
value, minimum and maximum range are displayed. Also, on the
right-side of the live sensor list is the percentage of the sensor’s
sampled value within the minimum and maximum ranges. This can
be used as a visual clue to a sensor’s load/state. The range color will

change according to the sensor’s maximum alert setting.
The supported sensor list is a list of the sensors supported by

the active system. The left-most column is a check box which
allows the sensor to be added/removed in the live sensor list above.
The middle column is the name of the sensor. The right-most col-
umn is the group in which the sensor belongs. The grouping allows
you to better associate sensors and trouble codes.
The Grid works the same way as the Live Data Graph when
adding and removing sensors. To add a sensor, left-click on the
Grid and select the sensor from the drop-down list. The Grid also
has a unique feature which allows you to select multiple sensors
quickly. Simply click the check box next to the desired sensor to
add it to the Grid. You can remove a sensor by unchecking the
check box, or by left-clicking on the sensor’s column in the top-
most list and selecting Remove.
Once a sensor is added, it can be configured. To configure the

minimum and maximum range, scaling value, units, sampling rate,
and audible alert triggers, right-click on the sensor name and select
Configure Sensor. Or simply select the "..." button to the left of the
sensor name.
The Grid also gives you the unique ability to change a sensor’s
units of measure right on the Grid’s list. Simply select the sensor’s
active units of measure and a drop-down list will appear with other
possible other units of measure.
You can quickly find a sensor by merely pressing

the first letter of the sensor name. The first entry
beginning with that letter will be displayed.
The Grid font and font style can be configured in the Customize
Display window. (See Customize Display for further details.)
Printing
The Grid screen can be printed at any time. To do this, select
the Print Data button or press F8. The software will then prompt
you for a printer and allow you to make print specific settings
before sending the screen capture to the printer. The area that is
printed is only the tab window itself. At the top of the print will be
the vehicle make, model, year, and VIN information.

Refresh
This forces the screen to refresh each of the grid entries. All
data is discarded and once again retrieved from the vehicle. To
refresh the grid entries, select the Refresh button or press F5.
Pause Updating
This selection will stop the updating of the grid entries. How-
ever, the data stream will continue to be retrieved from the vehicle.
This feature can be used to stop and look at the data stream at a spe-
cific moment in time.
Sensor Configuration
Once a sensor is added to the Meter, Graph, or Grid tabs, it can

also be configured. To configure the minimum and maximum
range, scaling value, units, sampling rate, and audible alert triggers
click on the sensor name field that you want configured and select
Configure Sensor. A dialog box will appear with all of the sensor
configuration options. These options are not permanent and the
changes will be lost between vehicle connections.
Sampling Rate
Sampling Rate is the rate that the software requests data from
the sensor. If the time for the next sample has not expired and the
meter, graph, or grid is ready to update the screen, the last sampled
value is used.
In some cases, like coolant temperature, the sensor’s value

changes very slowly and sampling it rapidly is a waste of valuable
bandwidth.
Units
Units refers to the unit of measure that the sensor is reported in.
Sensor Domain and Range

Sensor Domain and Range lets you set the starting point of the
sensor and the maximum value that it can report. The domain and

range are used to automatically range the meters and graphs. These
values are used to determine whether the meter color should be
green, yellow, or red.
Scaling Value
Scaling value is the multiplier that is applied to the domain,
range, and reporting sensor sample value. Scaling is used for a vari-
ety of reasons, such as converting Hz to counts, kPa to psi, etc. You
only need to know the multiplier, let the ScanTool do the rest.
For example, if you want to see your air/fuel mixture in real-

time and your vehicle supports wide-band O2 sensors, simply select
the Wide-Band Equivalency Ratio you wish to work with. Then
select Sensor Configuration from the same menu. Finally, change
the scaling value to 14.7 and click OK. Now the sensor will report
its percentage value multiplied times the stoichiometric value, cre-
ating real-time air/fuel mixture readings.
In the example below you can see the wide-band O2 sensor

(B1S1 WB02 Ratio) showing real-time air/fuel mixtures from a
BMW ’03 745i.
Trigger Parameters
Three types of sensor triggers are available: 1) trigger data log-
ging; 2) play audio files; and, 3) visual marker trigger
To enable triggering for a specific sensor, change the Trigger

Type from None and choose a trigger type. Now change the Min.
Trigger Value and Max. Trigger Value to the range in which you’d
expect the sensor to report within and click OK.
Data Logging
Data Logging is a trigger type used to start a data log when a
reporting sensor value is outside of the normal range. The benefit to
using this feature is that you won’t have to watch over the sensor.
You can operate the vehicle until the condition arises and when the
conditions are met the software will prompt you to begin logging. If
you agree with the Data Logging requirement, click OK to begin
the data logging or Cancel to ignore
If a filename is preset when the trigger event occurs, the data

logging will begin without any further user interaction. Otherwise,
you will be prompted to enter a filename once data logging is trig-
gered. Data logging will continue until you manually stop it or
change a sensor.

The Trigger Type is automatically returned to None after data
logging is started to prevent a second trigger event from writing
over your first data log. You will be required to reset the trigger
each time you’d like to trigger a data log.
Play Audio File

Play Audio File trigger is an audible way to alert you when a
sensor is out of range.
The Play Audio File trigger type will require you to select an
audio file to be played. You can manually enter the full path to a
filename or select the "..." button to the right of the Audio Filename
text field and browse your computer’s audio files. Select any .wav
file. You can test the audio file that you selected by pressing Play.
Only three seconds of the audio file will be played. Multiple

audio files can be played if multiple triggers from different sensors
are being triggered. How well your computing device can handle
audio files simultaneously depends on your audio hardware.
Visual Marker
Visual Marker trigger is used with Live Data Graphs. When the
minimum or maximum range is exceeded a horizontal line is drawn
across the screen at the trigger range. Once the sensor’s value
crosses back within the allowable range, the visual marker is
removed.
O2 Sensors
The O2 Sensors window is used to show oxygen sensor spe-

cific data and test results. Like the Live Data Graph, O2 Sensors
allows you to show oxygen sensor voltage and fuel trim plotting.
What O2 Sensors adds, is the ability (if supported by your vehicle)
to look at the plotted data specifically scaled to the manufacturer’s
requirements and a sample of what the pre-catalytic oxygen sensor
switching should look like.
Fuel System Status

At the top of the window is the Fuel System Status. Each fuel
bank has a separate color-coded indicator and a text description of
its state.
The Fuel System Status is used to determine if the O2 sensors

are being used in the fuel loop. Common reporting conditions are:
• Not Reported (Red) The vehicle doesn’t support the fuel

bank.
• Open Loop (Bright Red) Fuel adaptation is not using the O2 sen-
sors but is instead using the ECM’s
hard-coded internal presets.

• Closed Loop (Yellow) Fuel adaptation is operating from the
O2 sensors input, but with a fault.
• Closed Loop (Green) Fuel adaptation is influenced by the O2
sensors. This is the normal state.
See the Fuel Systems section in Appendix D: Engine Manage-
ment Systems to better understand how O2 sensors affect engine
management.
Oxygen Sensor Test Results

In the lower-left corner of the window, the Oxygen Sensor Test
Results are shown. This data is retrieved from your vehicle’s PCM
and used to determine the oxygen sensors’ performance and in
influencing the computation of fuel trim. If your vehicle doesn’t
support displaying these values, then 0.00 will be displayed.
Reporting 0.00 doesn’t mean that the test wasn’t performed, it
means that the test/threshold value isn’t available to be read on this
vehicle.
Some 2001 and newer vehicles will support this

feature. Previous model years will not.
In the lower-right corner of the window, is a sample voltage

plot showing a good pre-catalytic converter oxygen sensor. The
Oxygen Sensor Test Results are numbered so that each test result
can be matched to the part of the plot used as a threshold value in
the testing process. See the O2 Sensors section in Appendix D:
Engine Management Systems to better understand how oxygen sensors
affect engine management.
Like the Live Data Graph, adding a sensor to the graph is easy.
Select the sensor from the O2 Sensors list above the O2 Sensors
graph, or left- or right-click on the graph area and select the sensor
from the drop-down list.
If you no longer need to watch a sensor you can remove it from

the graph by selecting Off in the O2 Sensor list, or by right-clicking
the graph area and selecting Off.
Zooming in on the O2 sensor voltage or fuel trim is done by
selecting the zoom buttons next to the O2 sensor name.
The V zoom will set the ranges of the graph to the preset of 0.0
- 1.2V for normal-band and 0.8 - 1.2mA for wide-band O2 sensors.
If the vehicle supports reporting normal-band O2 Test IDs for mini-
mum and maximum O2 V, then those reported values are used
(+.05V) as the minimum and maximum plot ranges. This allows
you to quickly determine if the O2 sensor voltages are within man-
ufacturer or known preset ranges.
The % zoom will set the range of the graph to the preset of -30
- 30%. This is used to range an O2 sensor’s fuel trim to a typical
threshold range.
You may restore the normal graph ranges for the O2 sensors by
simply reselecting the O2 sensor from the sensor drop-down list.
The default ranges will be restored.

Post catalytic convertor O2 sensors may not report
fuel trim. It may report as 99.06. In this case, you
will be required to use only the voltage.
Toyota A/F Sensors are not the same as normal O2

sensors. They will report between .5V and .8V
normally. Stoichiometric is .66V.
Understanding O2 Sensor Locations
Oxygen sensor locations are not universal for all vehicles.

First, you must understand that you can have up to two banks
(B1 and B2) on your vehicle. You will have an exhaust pipe
for each bank; if your vehicle has two exhaust pipes, it will
have two oxygen sensor banks. Sensors are designated with
S1 - S4. Sensor S1 is always before the catalytic converter
and considered a pre-catalytic converter (pre-cat.) oxygen
sensor. Typically all oxygen sensors S1 and S2 will be pre-
cat. and sensors S3 - S4 are post-cat. sensors. In the case
where the vehicle only has oxygen sensors S1 and S2, S1
will be pre-cat. and S2 will be post-cat.
Pre-catalytic converter oxygen sensors should exhibit a

waveform with switching similar to the example on the O2
Sensor window. Post-cat. sensors should exhibit a low-
amplitude, or semi-flat, waveform while the vehicle is at idle.
Oxygen sensor readings will be inaccurate if the fuel system
is "Open". Data will only be valid if the fuel system is
"Closed". Depressing the gas pedal while sampling any
oxygen sensor should increase the frequency of the
switching.
Test OnBoard System
Test OnBoard System is used to send requests to specific com-

ponents and/or modules, and to run system-level tests on the vehi-
cle. The optional enhanced interfaces will also actuate system tests
and components here. Also see Actuation Tests for more compo-
nent-level controls.
Automated System Testing

The Automated System Test list will enumerate all of the sys-
tem-level tests that your vehicle has available. This list will change
depending on the make, model, and year of the vehicle.
A brief description of the test is given to clarify what the sys-

tem-level test can do, and what the requirements may be for its
operation. Please read this information carefully.
Only initiate system tests as per the vehicle

manufacturer’s instructions. Damage to your
vehicle can occur from improper usage.

To initiate a system-level test, select the test from the Test
drop-down list. Read the description to make sure the conditions
required for the test to operate are met. Finally, click Initiate Test.
Below the description, an ongoing status of the test and the final
results will be displayed. Changing tabs to any other part of the
ScanTool during the test, the test will terminate the test.
Some test results will report DTCs. They are read and inter-
preted just as in the DTC window. The ability to click the Code row
and see a more detailed description is not available here. In this
case, you can view the entire description by using the DTC Library.
Select Help | DTC Library and enter the DTC and vehicle make.
Actuation
Actuation of individual components and/or modules are listed

in this floating/dockable window. For example, with a Ford ABS
controller, you can actuate the ABS pump motor. The actuation
command list is typically not vehicle specific, but manufacturer
specific. In some cases, such as Ford, this means that not all vehi-
cles will respond to all of the actuation commands listed. Check
your vehicle manufacturer’s service guide for specific actuation
commands if you are unsure of what components and/or modules
the vehicle supports. Also see Test OnBoard System for system-
level controls.
The Actuation window is movable and dockable, so you can

use this window from anywhere within the ScanTool program that
displays live data. This will allow you to view the actuation results
in real-time. In case the Actuation window is closed, you can
restore it by right-clicking on any menu item or system tool.
Selecting the menu entry Actuation will restore it to the default
lower-left corner of the ScanTool workspace.
Only initiate system tests as per the vehicle

manufacturer’s instructions. Damage to your
vehicle can occur from improper usage.
To initiate an actuation command, simply change the corre-

sponding Commanded entry to a value that you would like the com-

ponent and/or module to change to. Then enable the command by
selecting the check box to the left, under the Command Name col-
umn. The actuation request will be placed in the queue for process-
ing. If you are previewing a lot of live data sensors, the actuation
may take a second before it begins.
In the example below, we changed the EVAP Purge Duty

Cycle to 60% and the sensor changed instantly to reflect this.
Depending on your vehicle manufacturer, the ScanTool soft-

ware may be capable of supporting multiple actuation commands
simultaneously.
You may be required to disable the actuation for it to stop actu-

ating. To disable the actuation, simply uncheck the command. All
component and/or module settings are restored automatically if the
ScanTool is disconnected or if the vehicle’s key is cycled.
On the right-side of the Actuation window is the Instructions/

Notes column. If the manufacturer has published notes for the oper-
ation of the actuation request, they will be documented here.
OnBoard Test Results
The OnBoard Test Results window is used to display the

results from the onboard diagnostic inspection/maintenance (IM)
monitors and Mode 6 results. Three system values that are impor-
tant to the completion of the IM monitors and Mode 6 results are
also displayed.
Continuously and Non-Continuously Monitored Systems

The engine computer monitors the status of up to 11 emission-
control related systems by performing either continuous or periodic
function tests. The first three testing categories—misfire, fuel sys-
tem, and comprehensive components—are continuously running
during the operation of the vehicle. The remaining eight run only
once per drive cycle and only after a certain set of conditions are
met. Typically, vehicles will have at least five of the eight remain-
ing monitors (catalyst, evaporative system, oxygen sensor, heated
oxygen sensor, and exhaust gas recirculation, or EGR, system)
while the remaining three (air conditioning, secondary air, and
heated catalyst) are not necessarily applicable to all vehicles.
Not all of the IM monitors are supported by all vehicles. The

Status column in each of the standard lists indicates whether the
system supports being tested on this vehicle. If the system is not
supported, "Not Supported" (shown in yellow) will be displayed in
the column and the description will have a line striking through the
IM monitor’s name. If the system is supported, "Completed"
(shown in green) or "Not Completed" (shown in red) will be dis-
played.
Most states now use the IM monitors to determine whether a

vehicle passes their emissions requirements. Which IM monitors
are used for testing is not standardized. If your vehicle doesn’t have
the necessary monitors in the "Completed" state, a tailpipe gas anal-
ysis might be used instead of allowing your vehicle to fail. Contact
your local emissions facility to determine which IM monitors are
used for testing and what the emissions requirements are for your
state.
Make sure you verify that all of your required IM

monitors have completed before the vehicle is
emissions tested.
If the vehicle attached to the ScanTool has any issues with stor-
ing IM results or completing a system test, a built-in technical ser-
vice bulletin (TSB) library will be searched and the information
displayed the first time you view this window.
Continuously monitored systems are sampled by the vehicle

every two seconds. The rate at which the non-continuously moni-
tored systems are sampled is vehicle and manufacturer dependent.
The vehicle is automatically scanned for changes in
continuous and non-continuous onboard system
test results in five minute intervals.
Vehicle manufacturers were given liberal latitude in setting

non-continuous IM monitoring strategies. A "drive cycle" is the
name for the series of conditions required before all non-continuous
IM monitors can begin and complete their tests. For example,
sloshing of the fuel can prevent testing of the evaporative system
because of false malfunction indications due to high vapor genera-
tion rates. (See Appendix C for details about your vehicle’s drive
cycle.) It is also possible that an IM monitor will not complete,
even though its drive cycle criteria is met, because of a Pending
DTC or a dependency on the completion of another IM monitor
(i.e., a catalyst monitor waiting for the completion of the oxygen
sensor monitor.).
A "trip" can also be used to verify work you do on any one sys-
tem and its supporting components without having to complete the
entire drive cycle.
OBD-II IM-based Emissions Testing
An OBD-IM check consists of two types of examinations: A

visual check of the dashboard display function and status (also
known as the MIL and/or bulb check), and an electronic exami-
nation of the OBD computer itself.
1. Visually examine the instrument panel to determine if the
MIL illuminates briefly when the ignition key is turned to the
"key on, engine off" (KOEO) position.
2. Locate the vehicle’s data link connector (DLC) and plug a
scan tool into the connector.
3. Start the vehicle’s engine so that the vehicle is in the "key
on, engine running" (KOER) condition. The MIL may illumi-
nate and then extinguish during this phase. Continued illu-
mination while the engine is running is cause for failure.
4. Check the vehicle’s IM readiness states. (What constitutes
failure is non-uniform; however, typically two IM monitors
Not Completing is a failure. Some states won’t allow any to
be Not Complete.)

General Systems
The General Systems in the upper-left of the window shows the
secondary air, the power-on takeoff status, and battery voltage.
These system values are typically used to determine whether an IM
monitor test can begin or complete.
You can also use battery voltage to help determine "no start"
conditions and to make sure your alternator is charging the vehi-
cle’s battery. If the battery voltage, while the vehicle is running, is
less than 12V, your alternator is not producing enough power to
charge the battery.
Monitored Test Results (Mode 6)

This table is a list of all of the IM monitors’ component-level
test results. This is commonly referred to as "Mode 6" because of
its SAE J1979 designation. Manufacturers are supposed to allow
the viewing of the test ID (TID), component ID (CID), component
results, and ranges for each subsystem that make up an IM moni-
tor’s results. Should your vehicle support this feature, it can show
you what results each system has at the component level.
The ScanTool has a built-in database of descriptions and scal-

ing values derived directly from the manufacturers. If the Mode 6
data reported from your vehicle is listed in the database, ScanTool
will translate it for you. Keep in mind that not all Mode 6 data is
documented by the manufacturer, and not all manufacturers even
support Mode 6. We periodically update ScanTool to include more
descriptions as they become available. If the Mode 6 data is not
translated you can also try searching your manufacturer’s service
guides or other service information sources for complete descrip-
tions and scaling values.
Mode 6 test values and limits are to be reported in a decimal

format with a range of 0 - 65,535. However, some manufacturers
have stored negative number test values and/or limits. Also, some
manufacturers reset the Mode 6 information upon key off; as a
result, only data from the current driving cycle can be accessed and
must be obtained before engine shutdown.
Some manufacturers have developed a singular
Mode 6 data sheet for all of their vehicles.
Therefore, some vehicles may report TID/CIDs they
don’t support. Ignore results from components your
vehicle doesn’t support.
If your vehicle supports Mode 6, don’t overlook the usefulness

of this information. As an example, the Mode 6 data below is from
a 2004 Lincoln Navigator.
For this vehicle, each individual cylinder misfire count is

reported. In this case, cylinders three, five, seven, and eight have
been misfiring. The misfire count does not exceed what this vehicle
allows before it would register it as a fault, so it was not flagged by
the PCM. Even if the Misfire IM doesn’t report the condition as an
emissions violating misfire, the information can help diagnose this
hard-to-find problem.
Create Report
You can save all IM and Mode 6 information or DTC and IM

information into a report for offline review and/or printing. All of
the information will be stored in an XML format for universal
viewing and printing in a web browser (i.e., Internet Explorer and
Netscape).
The reports are viewed and displayed according to a provided

XSL style sheet (AutoEnginuity IM Results XML Template.xsl and
AutoEnginuity Emissions Report XML Template.xsl). The reports’
layout can be changed to better suit your needs or show your com-
pany’s logo. See Data Logging Settings for more details on chang-
ing the style sheet.
To create a report, click the Print Data button on the left of the
Live Data Options toolbar or press F8.
You will then be prompted to select which type of report you

want. An Emissions Report is the DTCs (no freeze frame informa-
tion) and the IM states. The Full IM and Mode 6 Report is just as
the name describes.
Then enter the filename of the resulting report in the IM

Results Filename dialog.
Once you have named and saved the report, a screen will
appear showing the final formatted report. You can navigate back
and forth through previous reports or print it by right-clicking on
the view and selecting your option.

Refresh
This forces the screen to refresh before the normal five minute
update interval.
To refresh the IM states and Mode 6 information, click the

Refresh button on the right of the Live Data Options toolbar or
press F5.
Data Logging
Data logging is a very useful and simple-to-use feature which

can be used to find intermittent issues and/or examining data stream
offline. Use the Record feature to create the data logs, and Playback
feature to review the data log offline. Data logging controls are
available in both menu and toolbar form.
The Data Logging toolbar is a floating window control and can

be moved, docked, or removed. Although the toolbar is a graphical
duplicate of the Data Logging menu, only the toolbar allows you to
change the Playback rate and it also displays the active Data Log-
ging File. Another unique feature of the toolbar is the Data Logging
Status LED. It shows the data logging state in a colored LED with
the text description or the state to the right of the LED.
All live data sensors are capable of being recorded. Data logs
can be played back or recorded in the Live Data Meter, Live Data
Graph, and Live Data Grid. You can switch between the tabs with-
out interfering with the data logging. Recording will stop if a live

data sensor selection changes.
Two methods for storing the logged data are: 1) CSV/delimited

text file for traditional spreadsheet-like formatting; and, 2) XML
for use with web browsers.
Pause
You have the ability to pause the recording or playback. For
example, if you are waiting for an oxygen sensor to warm up and
don’t need to record until it starts switching. Pausing can be done
by selecting Pause from the Data Logging menu. Pausing keeps the
current file active but suspends logging data until the logging state
is changed to Stop, or until Pause is selected again to continue
recording. The active sensors are still updated on the screen, but
they are not being recorded.
To signify that Recording or Playback is being paused, a high-

light color is applied to the Pause menu item and the Data Logging
Status LED is shown in yellow. The Data Logging Status is
changed to Paused.
Stop
Once you are done recording or playing back, you can select
Stop from the Data Logging menu. When you select Stop, a high-
light color is applied to the Stop menu item, Data Logging Status
LED is shown in bright red. The Data Logging Status is changed to
Stopped. Finally, the data logging file is closed.
Playback
If you have already recorded a data log and are not connected
to a vehicle (Disconnected), you can select this option to play the
file back in the Live Data Meter, Live Data Graph, or Live Data
Grid.
You may be required to disable the ScanTool from

trying to connect to the vehicle to use Playback. To
do this, select Vehicle Communications |
Communications Configuration. Finally, uncheck
Automatically Connect on Launch..
You can playback both the CSV and XML data logs as long as
both the units and sensor range options were selected during the
recording of the data log. Without those options the meters and
graphs won’t know where to range the data.
To begin, select Playback. If a filename already exists in the

Data Logging File field, then that data log will begin to play. You
can remove or change the filename manually by entering any file-
name and destination in the Data Logging File field or by clicking
the Data Logging File button. If Data Logging File field doesn’t
already have a filename or the Data Logging File button is selected,
you will be given the chance to select a filename and path where the
data log is stored.
To signify that Playback is being performed, a highlight color

is applied to the Playback menu item. Also, the Data Logging Sta-
tus LED is shown in green and the Data Logging Status is changed
to Playback.
Playback defaults to a 100ms update rate; you can change the

update rate on the Data Logging Toolbar. Sliding the Playback

Speed control to the left increases the pauses between updates,
slowing down the playback speed as much as 200ms per update.
Moving the slider to the right speeds up the playback rate by short-
ening the pauses.
Record
If you are connected to a vehicle, you can start recording live
data. If the intent is to playback the data log, then both the units and
sensor range must be enabled in the Data Logging Settings prior to
beginning recording. These settings are enabled by default.
To begin, select the sensors to data log in the Live Data Meter,
Live Data Graph, or the Live Data Grid. After the sensors are
selected, a filename for the data log must be chosen. If a filename
already exists in the Data Logging File field, then that filename and
destination directory will be used when you select Record; the pre-
vious file will be overwritten. You can remove or change the file-
name manually by entering any filename and destination in the
Data Logging File field or by clicking the Data Logging File but-
ton. If Data Logging File field doesn’t already have a filename or
the Data Logging File button is selected, you will be given the
chance to select the filename and path where the data log will be
stored. By default the make, model, year, and today’s date are used
as the filename defaults. Once the filename is set, click OK to begin
data logging.
Make sure that you have enough space available on the drive
you select; data logging doesn’t take much memory, but it will add
up if you record multiple sensors for long periods of time.
Sample XML Data Log
Sample CSV Data Log
When data logging is in the recording state, a highlight color is

applied to the Record menu item to signify that recording is active.
In the lower-left corner, the Data Logging Status will read Record-
ing and the Data Logging Status LED will illuminate bright red.
The Data Logging File field will reflect the output filename and
path that you set earlier.
While Recording, vehicle disconnection detection is

disabled. A sensor that has multiple communication
failures will not trigger a disconnect, but report as 0.0
instead.

If the connection to the vehicle is lost, or if a sensor is changed,
data logging is stopped and the file is closed as if Stop had been
selected from the Data Logging menu.
Data Logging Settings

Selecting the format in which the data is logged is as simple as
selecting the Data Logging menu item, and then Settings. You can
choose either Delimited Text or XML as the format to log data.
Which you choose depends largely on where you would like to
view the resulting data. In the case that you would like to import the
data into a spreadsheet program, select Delimited Text. If you would
like to view the resulting data with a standard Internet browser or
would like to customize the recording style to include your com-
pany’s information, select XML.
A delimited text file is the most common way to log data for
spreadsheets. A delimiter is a character used to separate each of the
data fields. The delimiter can only be one character. The default
character is a comma (hence the formatting technique commonly
called "comma-delimited").
A delimiter should be a character that is not

alphanumeric (1 - 10 or A -Z). Otherwise, regular
data will be confused with the delimiter.
An XML file can be viewed with web browsers such as

Netscape and Internet Explorer. XML is the acronym for Extensible
Markup Language, and is best described as a means of structuring
data. XML provides rules for placing text and other media into
structures and allows you to manage and manipulate the results.
This formatting method is more sophisticated than delimited text
files because of the power and control that a user has over the
resulting document. With XML there is no need for a single delim-
iter to separate fields. Each field will have an individual tag to
denote its start and end.
XML uses a file called a style sheet to help format the data in a
web browser. The AutoEnginuity DataLogging.xsl is the default
style sheet for XML output installed with AutoEnginuity’s
ScanTool. By default, the style sheets are all installed in the Pro-
gram Files/Common Files/AutoEnginuity directory. These style
sheets can be modified to suite your purposes.

XML also gives you the unique ability to create your own cus-
tom style sheets to format the logged data. For example, in the case
that you will show the resulting data to your customers, you might
want to add your company’s logo at the top.
The fields that can be logged are listed with a check box so that
they can be enabled and disabled. The fields that cannot be disabled
are grayed out and the check box cannot be unchecked.
Once you have determined which fields will be logged, click

OK.
Customize Display
The user interface font and Live Data Graph, Grid, and O2
Sensors windows, color schemes and font styles can be changed to
better suit your tastes or needs. The default colors and font styles
were chosen to best suit the needs of the graph and the grid with
respect to contrast and visual clarity.
Display Font
The Display Font is used in the all of the menus and screen text
items. You can change the display font by selecting a new font from
the Name drop-down list. This list will show all of the active fonts
on your system in their respective font style. You can also change
the size and the weight to make the display font more or less prom-
inent.
Graphing Color Controls

You can change the graphing font using the same procedure
described above in Display Font.
To the right of the graph are the color icons and the control
parameter that uses the color. By clicking on the color icon, a color
selector will appear. You can choose a color that views better on

your screen or that fits your computer’s color scheme. Basic colors
are provided for simple color selection. If you require a custom
color you can "mix" the color manually by entering the values
which represent the color, or by moving your cursor over a specific
color you would like and left-clicking. Selecting Color | Solid will
show you the color that is currently selected and how the Windows
operating system will display the color on your screen.
Choose a new color and click OK. The graph colors will
change immediately when OK is selected. This color scheme will
be saved and reused when the ScanTool is started again.
If, after changing the colors, you don’t find them usable or
would prefer to stay with the default color scheme, you can restore
the default colors by clicking Default Colors in the Customize Dis-
play window.
Saved Session
With Saved Sessions you won’t have to manually restore your

active sensors and their settings, wait for enhanced interface sen-
sors to auto detect, and you can store vehicle notes for retrieval on
the next diagnostics sessions. Your vehicle’s sensor list, settings,
and notes are preserved in a proprietary file format for automated
restoration.
Saved Sessions are done by creating an .stc file that the operat-
ing system associates with the ScanTool. By double-clicking on an
.stc file, the ScanTool is launched, the vehicle is connected, the
active sensors and vehicle notes are restored, and the sensor list,
with all of the sensor configurations, are reloaded.
What’s more, you can put the .stc file in your computer’s Star-
tup directory so that when your computer starts, it will restore the
vehicle’s connection to the ScanTool without intervention from
you.
To make a Saved Session, setup the sensors and their respec-

tive configurations as you would like them set each time you use
the ScanTool. Now click Vehicle | Save Session.

You will then be required to choose the directory in which the
.stc file will be stored.
Some vehicles (Nissan, Honda, GM, and Chrysler)

can not use this feature as they require the full
initialization process to complete the connection.
To use a Saved Session, click the Browse button when

prompted to make a vehicle selection during the initial communica-
tions steps. Navigate your filing system to your .stc file for this
vehicle.
Every time you open a Saved Session, a new entry is added to

the MRU (Most Recently Used) list to the left of the Browse button.
The whole point of the MRU list is to speed up the vehicle selection
process by not forcing you to navigate to a Saved Session file that
you frequently use. The MRU list can hold up to ten Saved Session
filenames. If a Saved Session file no longer exists it will be
removed from the MRU list automatically and ScanTool will con-
tinue with the currently selected make, model, and year.
Settings
The Settings window is used to change overall ScanTool

parameters. This window allows you to change the report informa-
tion, default sensor units, and whether ToolTips are shown.
User/Shop Information
The User/Shop Information is used to fill in the first section for
the DTC/Freeze Frame and IM/Mode 6 reports. This information
should have been entered during the ScanTool installation. If you
need to change any of the information, you can do it here.
Units
This is the default unit of measure for all sensors and the MIL-
related data. Each individual sensor can be overridden by using
Configure Sensor. English is the default setting.
Show ToolTips
This option will disable or enable the showing of the helper
information displayed when you mouse over a section of the user-
interface. Enabled is the default setting.

Vehicle Information
Vehicle information shows the make, model, year, VIN, vehi-

cle interface type, OBD-II type, CAL, and CVN information. If any
enhanced interface options are active, then you may see more mod-
ule specific information in the Vehicle Module Information list.
The ECM Information is where you can determine the ECM ID

the ScanTool is communicating with and the CAL and CVN IDs for
it. Only late model vehicles will report CAL and CVN IDs.
The ECM ID will help you determine which control module

your vehicle uses in some cases. For example, Chrysler will use dif-
ferent ECM IDs for different ECMs. The ScanTool will display this
information if available.
The CAL ID is the Calibration ID of the ECM. Simply put, it’s

the binary fingerprint of the ECM’s current program. Dealers can
use this information to determine what revision of the ECM you are
using for possible reflashing recalls.
The CVN ID is the Calibration Verification ID of the ECM.

This is used to determine who installed the CAL program. Emis-
sions testing centers and dealers will use this information to deter-
mine if the vehicle’s program was reflashed privately or by a
factory tool.
Enhanced interface options will also show module specific

configuration information as in the examples below. This can vary
for each vehicle model and year.

In-Performance Tracking
In-Performance Tracking is a new effort to monitor the number

of times a component test encounters condition suitable to run and
complete. Vehicles starting in the model years of 2005 may imple-
ment this feature. This feature is required starting with the 2006
model year vehicles.
OBD Monitoring Conditions Encountered counts the number

of times that the vehicle has been operated in the specified OBD
monitoring conditions.
The Ignition Counter tracks the number of times that the vehi-
cle’s engine has been started.
The remaining component tests are simply tracking the condi-

tions suitable for a test to run and complete.
Feature Activation
AutoEnginuity’s ScanTool has the ability to be expanded, often

without receiving new hardware or adaptor cables. Optional fea-
tures can be activated by purchasing enhanced interfaces from an
authorized reseller or directly from AutoEnginuity.
To view a list of optional features currently supported, select

Help | Feature Activation. Enhanced Interfaces that you have pur-
chased support and completed the activation process for will show
a status of "Activated". Those Enhanced Interfaces that you do not
have support for will show a status of "Not Activated".

What do the Enhanced Interfaces do?
Enhanced Interfaces are, in most cases, software-only

updates that allow you to access non-OBD-II systems,
sensors, and actuations. For example, with generic
OBD-II, Ford only supports 30 - 40 sensors. However,
with the enhanced Ford interface, a typical Ford vehicle
will support 200 - 300 sensors from 55 systems, and a
dozen system tests. The Enhanced Interfaces allow you
to access the vehicle with the manufacturers’ proprietary
protocols while still using the OBD-II hardware; thus
giving you dealer-like capabilities using the ScanTool.
Activating Enhanced Options

If you would like to activate an enhanced feature that you have
purchased, click the Activate button on the Supported Features win-
dow. Feature Activation is a two part: 1) submitting the purchaser
name and hardware ID to the activation server to acquire an activa-
tion code; and, 2) entering the activation code. If the product was
purchased with enhanced interface options, your activation codes
should have been in the package. In that case, skip to Entering Acti-
vation Codes.
Acquiring Activation Codes
1. Connect the OBD-II connector to your computing device and
the other end to any vehicle’s DLC.
2. Start the ScanTool program. The software should automatically
begin trying to connect to the vehicle, if not, select Vehicle | Con-
nect or press F2.
3. Once connected to the vehicle, the ScanTool will require you to
select the vehicle model information. Select the correct make,
model, and year.
4. Select Generic OBD-II as the System.
5. Click OK once the vehicle model information and the system are
selected.
6. The software will now finalize the connection and ask you if you
want to retrieve trouble codes; please select None to bypass the
trouble code retrieval phase in this case.
7. Select Help | Feature Activation.
8. Select Activate. With a completed connection, subsection 2b is
filled in with the Hardware ID.
9. Email both the full Purchaser Name and Hardware ID to

activation@autoenginuity.com. You can create a new email or use
our website at http://www.autoenginuity.com/activation.html.
Though you must provide the full Purchaser Name and Hardware

ID through email, you do not have to use the same computing
device that you will use to operate the software to send the email.
The email can be sent by any computing device that sends and
receives emails.
It’s very important that the Purchaser Name match that of the
name on the original invoice. The server will match up the informa-
tion in the database before responding with an activation code. If
any information is not accurate or does not match with an entry in
the database, the server will respond with an automated message
asking you to correct the submission and try again. If the submis-
sion is correct an activation code will be returned during busi-
ness hours. The activation code will be emailed as a response to
the email you sent. The activation code will be at the top of the
email and will be a large number broken into four parts.
Entering Activation Codes

Activation codes are four segments of hexadecimal codes.
Enter all hexadecimal segments into the text entry fields of the Fea-
ture Activation window at Step 3. The text entry fields are not case-
sensitive. Unlike acquiring activation codes, no connection to a
vehicle is necessary during this step.
You will be required to restart the software for the new activa-
tion codes to take effect. Please do not restart your computer, you
may lose your activation codes if the software is not closed first.
Once you restart the software, your new enhanced coverage will be
highlighted in green and show a status of "Activated."

Appendix A: Hard-to-Find DLCs
TABLE 2. Hard-to-Find DLCs
Location
Make Model Year */Access Comments
Acura CL 1996-1998 7/open under shifter
Acura CL 1999 8/cover above shifter
Acura NSX 1996-2001 7/cover under passenger
dash
Acura RL 1996-1998 7/open passenger side
center console
Acura RL 1999-2001 8/cover in front of
shifter behind
ashtray
Acura TL 1996-1998 8/open behind ashtray
Acura TL 1999-2003 6/cover below radio next
to seat heater
Audi Cabrolet 1996, 9/cover rear ashtray
A6 1997
Bentley All 1996-2000 9/cover in glove box
BMW 3 Series 1996-2003 2/cover 1/4 turn slot
(also M3) head screw to
expose
BMW 5 Series 1996-2003 2/cover 1/4 turn slot
head screw to
expose
BMW 7 Series 1996-2003 6/cover under stereo
controls
BMW X3/M 1996-2000 7/cover passenger side
Roadsters of console
BMW Z3 Series 1996-2001 9/cover under passenger
dash
BMW Z8 2000-2002 2/cover
Daewoo Lanos 1999-2000 6/open
Ferrari All 1996-2000 3/open up high under
dash
Ford Bronco 1996 7/cover
Location
Ford F Series 1996 7/cover
Ford Thunder- 1996, 7/cover
bird/Cou- 1997
gar
Ford Thunder- 1996, 7/cover
bird / 1997
Cougar
Ford Power- 1995-1998 9 under passenger
stroke dash
Honda Accent 1996-1998 2/open in coin box
Honda Accord 1996, 6/cover behind ashtray
1997
Honda CR-V 1997-2003 7/open under passenger
dash
Honda Del Sol/ 1996-1999 7/open under passenger
Hybrid dash
Honda Odyssey 1996-1998 7/cover console under
passenger dash
Honda Prelude 1996 8/open above shifter
Honda Prelude 1997-1998 7/open passenger side
dash
Honda S2000 2000-2003 7/open under passenger
dash
Land Defender 1997 8/cover behind fuse box
Rover 90
Land Range 1996-2001 7/open next to console
Rover Rover
Lexus ES300 1996 2/cover behind fuse box
panel
Lexus LS400 1996-2003 2/cover above parking
brake
Lotus Esprit 1997-2003 7/open above passen-
ger dash
Mazda Miata 1998, 2/cover behind fuse box
1999 panel

Location
MINI MINI 2002-2003 2/cover pull cover away
to expose
Mitsubishi Expo 1996 2/open behind fuse box
Porsche All 1996 6/cover driver’s side of
console
Rolls- All 1996-2003 9/cover glove box
Royce
Rover Defender 1997 6/cover under parcel
tray
Rover Range 1996-2003 7/open under passenger
Rover dash
Subaru Legacy 1996-2003 2/cover behind plastic
hinged cover
Subaru SVX 1996, 1/cover right side of
1997 steering column
Toyota Avalon 1996 2/cover behind fuse box
panel
Toyota Camry 1994-1996 2/cover behind coin box
Toyota New 2000 7/open
Hybrid
Toyota Previa (2/ 1996, 6/cover top instrument
4WD) 1997 panel
Toyota Tercel 1996-1998 2/cover behind fuse box
panel
Volvo 850 1997, 8/cover in front of
1998 shifter coin tray
Volvo All 1998, 9/cover hand brake area
(except 1999
S80)
Volvo S60 2001 2/cover
Volvo C/S/V 70 2000-2003 8/cover
Volvo S/V 40 2000-2003 6/cover
Volk- Cabrio, 1996-1998 7/cover right side of ash-
swagon Golf, tray
Jetta
Location
Volk- Eurovan 1996-1999 4/cover on dash behind
swagon wiper lever
Volk- Golf, 1999 7/cover
swagon Jetta
Volk- Passat 1996, 4/cover on dash behind
swagon 1997 wiper lever
* DLC Locations.

Appendix B: Engine Terminology
Absolute Throttle Position Sensor

A sensor that reads the throttle opening. Throttle position at idle
will usually indicate greater than 0%. Throttle position at wide open
throttle (WOT) will usually indicate less than or equal to 100%.
Air Conditioning System Refrigerant Monitor

This non-continuous monitor checks the functioning of R-12 air
conditioning systems. Note: air conditioning systems that use R-
134 are not required to implement this monitor.
Air/Fuel Ratio
The ratio, by weight, of air to gasoline entering the intake in a gaso-
line engine. The ideal ratio for a complete combustion is 14.7 parts
of air to 1 part of fuel.
Ambient Temperature Sensor

A sensor that measures the temperature of the air outside the engine
compartment.
Bank
The group of cylinders which feed an oxygen sensor. Bank 1 con-
tains the number 1 cylinder.
Calculated Load Value

An indication of the current airflow divided by peak airflow, where
peak airflow is corrected for altitude, if available. Mass airflow and
barometric pressure sensors are not required for this calculation.
Calculated Load Value provides a unitless number that is not engine
specific, and provides the service technician with an indication of
the percentage of engine capacity that is being used (with wide
open throttle being 100%).
Cam Position Sensor

The position of a specific camshaft. This can be determined directly
by using magnetic or optical sensors, or indirectly by computing it
from the crankshaft. See also Crankshaft.
CAT or Catalytic Converter

Burns off any unburned fuel (hydrocarbons-HC) or partially burned
fuel (carbon monoxide-CO) through simple chemical reactions
before sending it through the rest of the exhaust. Two common cat-
alytic converters used today are: 1) Oxidizing; and, 2) Three-way.
An Oxidizing Catalytic Converter uses extra oxygen (See Second-
ary Air) to increase the rate of the chemical reaction. The Three-
Way Catalytic uses special materials (platinum, palladium, rhod-
ium, alumina, and cerium) to increase the rate of the chemical reac-
tion.
Catalyst Monitor
This monitor tests the performance of the catalytic converter.
Before the monitor will run, certain criteria must be met: 1) the
engine must be warm; 2) the throttle must be open; 3) the fuel status
must be in a closed loop; 4) the engine RPM must be within a cer-
tain range; and, 5) the MAP must be at a specified voltage. This
does not guarantee that the monitor’s test will run (i.e., an O2 sen-
sor DTC is stored, or a Fuel Trim to Rich/Lean is stored). The
actual test is accomplished by comparing the pre-CAT oxygen sen-
sor’s switching frequency, and the post-CAT oxygen sensor’s read-
ings. If the ratio between the oxygen sensor’s switches is outside of
a manufacturer specific threshold, the catalytic converter is consid-
ered faulty. Catalytic converters generally don’t go bad. If the vehi-
cle’s catalytic converter is considered faulty, an effort should be
made to determine if something else is at fault. Typically, if an
engine misfires excessive heat or fuel contamination (i.e., blown
head gasket, or ring blow-by, etc.), oil or coolant can bond with the
catalytic converter’s materials and cause premature failure. This is
a "Two-Trip" monitor. See also Catalytic Converter.
Closed Loop
When the monitored sensors feed back into the system the actual
and desired values, the engine computer can use the difference as
an input to reduce the error to zero. Typically when a vehicle is at
operating temperature, the fuel system is operating in a closed loop.

Continuously Monitored
A monitor that runs continuously during normal operations. This
monitor looks at a set of components that could make the engine
run out of its emissions range. The sampling rate for OBD-II, under
this definition, is no less than two samples per second.
Comprehensive Component Monitor

A continuously run monitor that performs checks on the OBD-II
sensors, actuators, and switches. The current values are compared
against "known-good" values to determine if the sensor, actuator, or
switch is functional and is rationally operating.
Crankshaft Position Sensor

The crankshaft position sensor has many other tasks besides telling
the engine computer what position the crankshaft is in. This sensor
is also used to determine the speed of the engine, and it is used to
determine if the engine misfired.
DLC or Data Link Connector

The OBD-II standard physical connector on the vehicle side. This
16-pin female connector mates to the scan tool.
DTC or Diagnostic Trouble Code

Diagnostic Trouble Codes are how OBD-II identifies and
communicates to technicians what on-board problems exist. The
first number in the DTC indicates whether the code is an SAE
standard code (applies to all OBD-II systems) or is specific to the
vehicle manufacturer. The remaining three numbers provide
information regarding the specific vehicle system and circuit.
Drive Cycle
A series of conditions required before all non-continuous system
monitors can complete their tests. Some drive cycle requirements
are manufacturer specific and involve such things as ambient tem-
peratures, as well as driving conditions. See Appendix C for further
details. See also Trip.
ECM or Electronic Control Module

An onboard computer controlling a specific system. Most vehicles
will have several ECM units for different systems.
Emissions
By-products of the combustion engine that are regulated by the
Environmental Protection Agency (EPA). Modern vehicles must be
able to reduce emissions to a federally regulated level to be able to
operate on United States roadways. Three exhaust gases are specifi-
cally regulated: HC, CO, and NO.
There are three types of emissions: 1) crankcase; 2) evaporative;

and, 3) exhaust. Crankcase represents 25%, evaporative is 15%,
and exhaust is 60% of all vehicular emissions.
Crankcase emissions are created when gases escape past the piston
rings and into the crankcase. The Positive Crankcase Ventilation
(PCV) System is used to recirculate these gases back into the com-
bustion chamber to be reburned.
Evaporative emissions are gas vapors that escape from the fuel
tank. These vapors are trapped in a canister to be released into the
combustion chamber to be burned.
Exhaust emissions are the single largest contributor of vehicle

emissions. The process by which exhaust emissions are reduced is
by allowing the catalytic process to burn away the excess fuel
before releasing the remaining exhaust gases into the environment.
Enabling Conditions
The criteria used to determine when a system test can run. or a set
of conditions that can cause a trouble code to be stored.
ETS or Engine Temperature Sensor

Measure of the engine’s internal temperature.
EVAP or Evaporative Emissions System

This system works to prevent the escape of fuel vapors into the
atmosphere. The system works by drawing fumes from the fuel
tank into the engine for combustion. Several components can make
up this system, including charcoal canisters, a purge solenoid, fuel
cap, and connecting tubes.

Evaporative System Monitor
This non-continuous monitor checks the proper fuel vapor flow to
the engine and pressurizes the system to check for leaks. If you
have an EVAP fault, or the system has failed its test, the gas cap
should be the first place you check. This is a "Two-Trip" monitor.
See also EVAP.
EGR or Exhaust Gas Recirculation Valve

The EGR valve recirculates small amounts of exhaust gas back into
the intake manifold where it is mixed with the incoming air/fuel
mixture. This process reduces combustion temperatures by up to
500°F. By reducing the temperature in the combustion chamber,
NOx emissions can be reduced.
Exhaust Gas Recirculation (EGR) Valve Monitor

This non-continuous monitor checks the EGR valve for low and
high flow rates among other parameters. The components of the
EGR Valve Monitor are EGR Valve, EGR solenoid, EGR back
pressure transducer, and connecting hoses. This is a "Two-Trip"
monitor. See also EGR.
Freeze Frame
A snapshot of the vehicle’s sensor data when the engine computer
determined that a fault had occurred. Freeze frame reveals the state
of the engine when the DTC responsible for the fault was triggered.
This extra insight can help determine what conditions contributed
to creating the fault.
Fuel Injector
A solenoid-type actuator which is controlled by the ECM to deliver
the correct quantity of finely atomized fuel with the incoming air
charge.
Fuel System Monitor

A continuously run monitor that checks the short- and long-term
fuel trim. Should either fuel trim stay in or reach their limits for too
long, a stored DTC will record and the MIL will illuminate. The
severity of the fault determines whether this is a "One-Trip" or
"Two-Trip" monitor.
Fuel System Status
This system status indicates whether the fuel system is open or
closed. Typically, when the vehicle starts, the fuel system is open.
When the oxygen sensors warm up and start reporting stably, the
fuel system is closed.
Fuel Trim
Feedback adjustments to the base fuel schedule. Short-term fuel
trim refers to dynamic or instantaneous adjustments. Long-term
fuel trim refers to much more gradual adjustments to the fuel cali-
bration schedule than short-term adjustments. Long-term adjust-
ments compensate for vehicle differences and gradual changes that
occur over time. Short-term and long-term are added together to
make the total fuel adaptation for that fuel bank.
General Circuit Malfunction

Fixed value or no response from the system.
Heated Catalyst Monitor

A non-continuous monitor that checks the efficiency of the way the
catalytic converter heats up. If this monitor does not complete,
check the oxygen sensor heaters, air injection system, and the cata-
lytic converter. This is a "Two-Trip" monitor.
HO2S or Heated Oxygen Sensor

An oxygen sensor that is electrically heated to decrease the time it
takes for the oxygen sensor to reach operating temperature. See
Oxygen Sensor.
High Input
Circuit voltage, frequency, or other signal measured at the control
module input terminal, or pin, that is at or near full scale for the par-
ticular signal being measured. It is measured with the external cir-
cuit, component, or system connected.
IAC or Idle Air Control Motor

This is a motor, or sometimes a valve, that controls how the engine
idles.

IAT or Intake Air Temperature
Ambient temperature taken from as far away from the engine as
possible to get an accurate reading. It is used to help determine the
fuel mixture and manifold pressure.
Intake Manifold
Is the final conduit for getting the air, and sometimes the fuel, to the
intake valve. The design of the intake manifold has a great deal to
do with the creation and control of horsepower and torque.
Knock Sensor
Measures how each cylinder is firing. If one cylinder is firing too
soon or too late, or even if it fires twice, a knock or ping is pro-
duced. The sensor sends a signal to the computer, which will adjust
either the timing on the ignition or the camshaft. “Knocking” is not
common, but the special conditions under which it will most com-
monly occur are with high manifold pressure, bad fuel, bad spark
advance, or improper engine cooling.
KOEO
Key On Engine Off; a specific state of the vehicle where the
ignition key is turned to the “ON” position but the engine is not
started.
KOER
Key On Engine Running; a state of the vehicle where the engine
has been started and allowed to run. OBD-II system download and
a visual check of the MIL occurs during the KOER state.
Low Input
Circuit voltage, frequency, or other signal measured at the control
module input terminal or pin that is at or near zero. It is measured
with the external circuit, component, or system connected.
LTFT or Long-Term Fuel Trim

The engine computer is always learning how your vehicle is being
driven. If you drive slowly, it stores that information; and, if you
drive fast, it also stores that. In addition, the engine computer will
compensate or adapt for a part of the engine that has become defec-
tive. This is called Adaptation or Fuel Trim. LTFT values represent
the average of Short-Term Fuel Trim fuel corrections.
Manufacturer Specific Codes

Non-standardized OBD-II diagnostic trouble codes that are individ-
ually assigned and defined by each vehicle manufacturer. These
DTCs do not have uniform definitions or code numbers, and are
identified by a “1” as the second digit.
MAF or Mass Air Flow Sensor

Normally mounted as part of the air cleaner assembly, it measures
air flow into the intake manifold. The MAF sensor generates a con-
tinuous signal that varies nearly linearly with true mass air flow.
MAP or Manifold Absolute Pressure Sensor

Senses the difference between the atmospheric pressure and the
pressure (or vacuum) inside the intake manifold. It is also used to
calculate the engine load.
MIL or Malfunction Indicator Light

Check Engine or Service Engine Soon indicator light is used to
alert the vehicle operator that a fault has occurred. The MIL is only
used to indicate problems in the emissions control system. It is not
intended to be used as a maintenance reminder, e.g., change oil.
When the vehicle’s engine computer senses that a part or

component is operating outside of the normal range or not reporting
at all, a fault is recorded in the stored DTC area of memory.
When a severe misfire occurs that could damage the catalytic

converter, the MIL will flash once per second. A flashing MIL is
intended to discourage vehicle operation until repairs have been
performed.
Misfire
A miss in the ignition firing process of cylinder combustion due to
the failure of the fuel/air mixture to ignite.
Misfire Monitor
A continuously run monitor that checks for a miss in the ignition
firing process of cylinder combustion. If the misfire is small, a

Pending DTC will be recorded. If the misfire is large enough to
cause damage or allow emissions to exceed 1.5 times the EPA stan-
dard, a Stored DTC is recorded immediately and the MIL is illumi-
nated. If the misfire is severe and capable of causing damage to the
catalytic converter, the MIL will flash once per second as long as
the misfire is detected and then illuminate normally. This is a "One-
Trip" monitor. See also Misfire.
Non-Continuous Monitor
A monitor that runs a specific test at the manufacturer’s designated
interval. See also One- or Two-Trip Monitor.
One-Trip Monitor
A non-continuous monitor that requires only a single fault to be
detected before the engine computer illuminates the MIL and
places a DTC in the stored DTC area of the engine computer’s
memory. See also Two-Trip Monitor or Trip.
Open Loop
When some or all of the components of the engine computer are not
in their normal operational condition, the engine computer will use
pre-determined, or default, values to regulate the fuel mixture and
spark advance. Typically, this happens when a vehicle starts as cer-
tain components are not yet up to operating temperature (i.e., oxy-
gen sensors).
O2 or Oxygen Sensor
The oxygen sensor is the heart and soul of the fuel system. It is
sometimes referred to as the Exhaust Gas Oxygen or Lambda sen-
sor. Typically oxygen sensors are positioned before and after the
catalytic converter in the exhaust pipe. The oxygen sensors sample
the exhaust and report back a value in terms of voltage. The engine
computer looks at the voltage to determine if the fuel/air mixture is
lean or rich, and adjusts the amount of fuel entering the engine
accordingly. Because of the time delay for the engine computer to
correct the fuel mixture, and the time it takes for the oxygen sensor
to report, the oxygen sensor switches from lean to rich frequently.
Oxygen sensors located before the catalytic converter will exhibit
the most switching (cross-counts). The oxygen sensors located after
the catalytic converter should exhibit flat or relatively low signal
amplitude. The OBD-II standard allows oxygen sensors that do not
influence the lean to rich fuel trim to not report their data. A good
pre-catalytic oxygen sensor should switch between the values of 1
volt for a rich mixture, and .1volt for a lean mixture.
Oxygen Sensor Heater Monitor

This non-continuous monitor evaluates the working state of all
oxygen sensor heaters in the vehicle. A vehicle will operate in an
open loop until the oxygen sensors are up to operating temperature.
It will use the default parameters stored in the engine computer to
regulate fuel trim. When an oxygen sensor heats up to around 600º
F the engine computer switches to a closed loop and uses the values
from the oxygen sensor to influence the fuel trim. To allow for a
quick transition between the open and closed loop state, oxygen
sensors are heated. This is a "Two-Trip" monitor. See also Oxygen
Sensor.
Oxygen Sensor Monitor

This monitor evaluates the working state of all oxygen sensors in
the vehicle. It monitors the minimum and maximum voltage levels,
switching frequency (cross-counts), the response rate of each oxy-
gen sensor, etc. The testing threshold and ranges can be exported to
the ScanTool and viewed in the Oxygen Sensor Test Results area of
the O2 Sensor window. This is a "Two-Trip" monitor. See also Oxy-
gen Sensor.
PCM
See ECM.
PID or Parameter Identification

An OBD-II standard term for a sensor and its respective functional-
ity.
Secondary Air System

This system is used to assist the catalytic converter in burning off
emissions related gases. When a cold engine is started, several
components necessary for emissions regulation will not be up to
operating temperature. The engine computer operates in an open
loop. In this case, the catalytic converter has oxygen forced into the

exhaust stream by way of the secondary air system to assist in burn-
ing off all of the unburned or partially burned fuel. The secondary
benefit of the oxygen being injected into the catalytic converter is
that the catalytic converter heats up quicker.
Secondary Air System Monitor

This non-continuous monitor checks the air pump and all its com-
ponents. This is a "Two-Trip" monitor. See also Secondary Air Sys-
tem.
STFT or Short-Term Fuel Trim

Like the LTFT, STFT adapts the fuel inputs to keep the engine per-
forming to the current style of driving.
Stoichiometric
Used to describe the ideal air/fuel mixture entering the intake. The
point at which the production of emissions is at a minimum and cat-
alytic conversion of emissions is most efficient. The stoichiometric
air/fuel ratio is 14.7 to 1.
TPS or Throttle Body

Monitors the throttle value position (which determines how much
air goes into the engine) so that the engine computer can respond
quickly to changes, increasing or decreasing the fuel rate as neces-
sary.
Trip
A specific series of steps required in order to have a single monitor
run its test and complete. If your vehicle manufacturer details the
specific requirements to initiate and complete a single monitor test,
then a repair technician can prevent a lengthy drive cycle. Some-
times a monitor is referred to as a "One-Trip" or “Two-Trip”. A
"One-Trip" monitor means that if a fault is detected the engine
computer will illuminate the MIL and a DTC will be placed as a
stored DTC. A "Two-Trip" monitor means that if a fault is detected
on the first trip, the engine computer will temporarily save this fault
in its memory as a Pending DTC (the MIL will be off). If the fault is
detected again on a second consecutive trip, the engine computer
will illuminate the MIL and a DTC will be placed as a Stored DTC.
The Fuel System Monitor and Misfire Monitor are the only "One-
Trip" monitors. See also Drive Cycle.
Two-Trip Monitor
A non-continuous monitor that requires a fault to occur in each of
two consecutive trips before the engine computer illuminates the
MIL and places a DTC in the Stored DTC area of the engine com-
puter’s memory. See also One-Trip Monitor or Trip.
WOT or Wide-Open Throttle

Throttle depressed to its fully extended position.

Appendix C: Drive Cycles, Trips, and
Inspection/Maintenance Readiness
Ford:
Vehicle Preparation for OBD-II Drive Cycle
Note: Vehicles with Power-Take Off (PTO) must have this system
disengaged before proceeding. Verify by viewing the PTO sensor
for the Off Status.
1. Attach AutoEnginuity’s ScanTool and verify that the Intake Air

Temperature is between 50-100º F (10-38º C). Verify that the
Fuel Level Indicator sensor is reading between 15% and 85%
(only available on EVAP Running Loss systems).
2. Warm the vehicle until the Engine Coolant Temperature reaches
a minimum of 130º F (54º C).
3. With the engine Off, use the ScanTool to clear all DTCs with the
ScanTool. P1000 will remain. Leave the key in the ON position,
and start the vehicle.
4. Wait for the vehicle to connect and for the Connection Status
window to disappear. Then select the OnBoard Test Results tab
to view the status of the monitors.
5. Proceed with the OBD-II drive cycle or the specific trip.
6. Note: Once started, the engine must not be turned off or the
monitors will not complete their respective tests.
OBD-II Drive Cycle

Note: The Intake Air Temperature sensor must read between 50-
100º F (10-38º C) during the entire OBD-II drive cycle to enter into
all of the OBD-II monitors. The Fuel Level Indicator sensor must
be between 15% and 85% at all times.
1. Drive in stop-and-go traffic with at least four idle periods (30
seconds each), while safely observing the status of the OBD-II
monitor on the ScanTool. If the exhaust gas recirculation
(EGR), heated oxygen sensor (HO2S), evaporative emission
(EVAP), secondary air (AIR-if applicable), or catalyst effi-
ciency monitor have not completed, drive on the highway at a
constant speed over 40 mph (64 km/hr) not to exceed 65 mph
(104 km/hr), for up to 15 minutes. Heavy accelerations, sudden
decelerations, and wide-open throttles are not recommended.
2. Bring the vehicle to a stop and retrieve pending DTCs to verify
that the P1000 DTC has been erased.
Comprehensive Component Monitor Repair Verification

Trip
1. Complete the Vehicle Preparation for OBD-II Drive Cycle.

2. Complete the OBD-II Drive Cycle.
EGR Monitor Repair Verification Trip
1. Verify that the Intake Air Temperature is reading a minimum of

32º F (0º C) to initiate the EGR monitor.
3. Start the engine and drive the vehicle for six minutes.
4. Drive in stop-and-go traffic for five minutes with at least two
idle periods.
5. Accelerate to 45 mph (72 km/h) (56 km/h for Escort/Tracer at
more than one half WOT). Maintain speed for one minute.
EVAP Running Loss System Repair Verification Trip

2. Drive the vehicle at a constant speed between 35 mph (56 km/
hr) and 65 mph (104 km/hr) with throttle as steady as possible.
Observe the Heated Oxygen Sensor Monitor on the ScanTool
until it completes.
3. Bring the vehicle to a stop and read the following sensors with
the ScanTool: Intake Air Temperature, Fuel Level Indicator,
FTP, FTP V, EVAPPDC, and EVAPCV. Measure the duty cycle
of the EVAPCV circuit with a multimeter and breakout box if it
is reading not available.
4. Verify the following EVAP monitor entry condition: Intake Air
Temperature is reading between 50-100º F (10-38º C).

5. Drive the vehicle on the highway with a constant speed over 40
mph (64 km/hr) with throttle as steady as possible. During this
time, verify the following EVAP monitor entry conditions: Fuel
Level Indicator stable +/-5% between the limits of 15% and
85% tank full. FTP (FTP V) stable with +/-0.5 in-H20 (+/- 0.175
volts).
6. Prior to running the EVAP monitor, when EVAPPDC is less
than 75%, the canister vent solenoid is open and the system is
unsealed. To initiate the EVAP monitor, the EVAPPDC sensor
reading must increase to at least 75%. At this time, the EVAP-
PCV sensor will then read 100% (canister vent solenoid closed
to seal the system and the monitor will begin to run. Continue to
drive at a steady throttle with light steering until the EVAPCV
sensor reads 0% (canister vent solenoid open, system unsealed.)
If this step does not occur as described, fuel vapors may be
keeping the test from starting.
7. Bring the vehicle to a stop. With the ScanTool, read the EVAP
monitor results.
Catalyst Monitor Repair Verification Trip
1. Make sure that the Intake Air Temperature is above 0º F (-18º

C).
3. Drive in stop-and-go traffic for 20 minutes, include six different
constant speeds between 25 and 45 mph (40 and 72 km/hr).
Drive on the highway for an additional five minutes.
Fuel Monitor or HO2S Repair Verification Trip

2. Drive in stop-and-go traffic for six minutes, include one idle.
Accelerate to 45 mph (72 km/hr)[35 mph (56 km/hr) for Escort/
Tracer at more than 1/2 throttle.]. Maintain speed for one
minute.
Misfire Monitor Repair Verification Trip
1. The Misfire Monitor can only be tested if the fuel gauge reads
above one quarter full, or the Fuel Level Input is above 15%.
2. Start the engine and drive the vehicle to a location where speeds
can reach 55 to 60 mph (88 to 97 km/hr) and coast down to 40
mph (64 km/hr) without traffic interference.
3. Accelerate at wide-open throttle to allow vehicle to shift at red-
line (if equipped with a tachometer). Immediately return to nor-
mal speeds.
4. Perform the following drive procedure three consecutive times.
Accelerate on the highway to 60 mph (97 km/hr). Maintain
speed for 20 seconds. Coast down with your foot off the acceler-
ator pedal from 60 mph to 40 mph (97 km/hr to 64 km/hr).
Secondary Air Monitor Repair Verification Trip

2. Complete OBD-II Drive Cycle.

GM:
Vehicle Preparation for OBD-II Drive Cycle
1. Cold Start. In order to be classified as a cold start the engine

coolant temperature must be below 122° F (50° C) and within
11° F (6° C) of the ambient air temperature at startup. Do not
leave the key on prior to the cold start or the heated oxygen sen-
sor diagnostic may not run.
2. Idle. The engine must be run for two and a half minutes with the
air conditioner on and rear defrost on. The more electrical load
you can apply the better. This will test the O2 heater, Passive
Air, Purge "No Flow", Misfire and if closed loop is achieved,
Fuel Trim.
3. Accelerate. Turn off the air conditioner and all the other loads
and apply half throttle until 55 mph (88 km/hr) is reached. Dur-
ing this time the Misfire, Fuel Trim, and Purge Flow diagnostics
will be performed.
4. Hold Steady Speed. Hold a steady speed of 55 mph (88 km/hr)
for 3 minutes. During this time the O2 response, Air Intrusive,
EGR, Purge, Misfire, and Fuel Trim diagnostics will be per-
formed.
5. Decelerate. Let off the accelerator pedal. Do not shift, touch the
brake, or clutch. It is important to let the vehicle coast along
gradually slowing down to 20 mph (32 km/hr). During this time
the EGR, Purge, and Fuel Trim diagnostics will be performed.
6. Accelerate. Accelerate at 3/4 throttle until 55-60 mph (88-96
km/hr). This will perform the same diagnostics as in step 3.
7. Hold Steady Speed. Hold a steady speed of 55mph (88km/hr)
for five minutes. During this time, in addition to the diagnostics
performed in step 4, the catalyst monitor diagnostics will be per-
formed. If the catalyst is marginal or the battery has been dis-
connected, it may take 5 complete driving cycles to determine
the state of the catalyst.
8. Decelerate. This will perform the same diagnostics as in step 5.
Again, don't press the clutch or brakes, or shift gears.
Nissan:
1. Start the engine when the engine coolant temperature gauge is

not in the normal operating range (usually between C and H).
2. Accelerate the vehicle to 55 mph (88 km/h), then quickly
release the accelerator pedal completely and keep it released for
at least 6 seconds.
3. Quickly depress the accelerator pedal for a moment, then drive
the vehicle at a speed of 52 to 60 mph (85 to 97 km/h) for at
least 5 minutes.
4. Stop the vehicle.
5. Accelerate the vehicle to 35 mph (55 km/h) and maintain the
speed for 20 seconds.
6. Repeat steps four through five at least three times.
7. Accelerate the vehicle to 55 mph (88 km/h) and maintain the
speed for at least 3 minutes.
8. Stop the vehicle and turn the engine off.
9. Repeat steps one through eight at least one more time.
BMW
1. Start the engine and allow it to idle for 3 minutes.
2. Drive the vehicle for 5 minutes between 20 and 30 MPH. Do not
allow the RPMs to exceed 3000 RPMs.
3. Drive the vehicle for 15 minutes between 40 and 60 MPH. Do
not allow the RPMs to exceed 3000 RPMs.
4. Stop the vehicle and allow to idle for 5 minutes.
5. Check IM Monitor status with the ScanTool. Repeat steps 1 - 5
if necessary.

Appendix D: Serial Port Troubleshooting
Verifying Your Serial Port Settings
Typically the ScanTool software will programmatically change

the serial port settings to what is required. In some rare cases this
may not be possible because the device driver doesn’t allow soft-
ware to change its settings. In this case you’ll be required to manu-
ally change the serial port settings.
1. Select Start | Settings | Control Panel.

2. Click the System icon.
3. Select the Hardware tab.
4. Select the top-most option: Device Manager.
5. Expand the Ports section of the Device Manager.
6. Double-click the serial port you wish to use the ScanTool hard-
ware with.
7. Select the Port Settings tab.

8. Change your serial port settings to 19200, 8 - N - 1 and None.
9. Click OK and close the Device Manager.
10. Rebooting your computing device may be necessary.
How to Enable the External Serial Port on Your ThinkPad
By default, currently available ThinkPads come with the exter-

nal serial port disabled and Infrared enabled on COM 1. To use the
serial port on COM 1 you must either disable infrared or change
infrared so that it uses alternate resources. If you are not using
infrared for printing or file sharing, it is recommended that it be dis-
abled.
1. Double-click your ThinkPad Features or ThinkPad Configura-

tion icon located in the ThinkPad folder on your desktop.
2. Locate the infrared button located on the left-hand side of this
configuration screen and click once.
3. Change infrared from "Enable" to "Disable" and click OK.
4. Locate the serial port icon and click it once.
5. Select serial port "Enable", ensure that the COM Port setting is
"COM 1", and click OK.
6. Restart the computer.
How to Disable the Palm HotSync Software
If you have a Palm handheld device and have the Palm

HotSync software installed, it might prevent the ScanTool from
having access to the serial port. To disable the Palm HotSync soft-
ware while you use the ScanTool:
1. Click the HotSync tray icon and select Local Serial to uncheck it.
Appendix E: Engine Management Systems
Understanding Misfires
A misfire is an incomplete combustion event that will cause an

increase in emissions or catalyst damage. There are be two types of
misfires: 1) Type A - Catalyst Damaging; and, 2) Type B - Emis-
sions Threatening. The difference between the two is only the fre-
quency at which the misfire occurs. The OBD-II standard has
gotten progressively more stringent on what are considered Type A
and Type B misfires.
A misfire can be in an individual cylinder or multiple cylin-

ders. Some vehicles do not have the ability to differentiate between
individual cylinder misfire and multiple misfires and may consider
them a random misfire.
Did you know that gas doesn’t explode--it burns!

The flame speed is 20-100 ft/sec. Cylinder design
directly affects the speed by affecting the air’s
turbulence and the position of the spark front.
Detecting a misfire is a very complex process. A very common

technique is to monitor crankshaft rotation. The crankshaft vibrates
slightly when each cylinder fires. If a misfire occurs, the crankshaft
rotation speed changes rapidly. The ECM monitors the crankshaft
rotation speed based on the output pulses from the crankshaft posi-
tion sensor. By monitoring changes in the crankshaft rotation speed,
the ECM counts the number of misfires and attempts to determine
which cylinder is misfiring. Since the normal rotational frequency
of a motor is known by the ECM, it only has to detect subtle varia-
tions. Since a lot of things can influence the crankshaft rotational
frequency, the ECM must have a way to ignore false misfires.
Therefore, the enabling conditions to run the misfire monitor are
chosen specifically to mitigate the detection of a false misfire.
Common enabling conditions are sufficient fuel (at least 10 -

15%), a learned crank position sensor (GM), no accessories run-

ning, vehicle at operating temperature, and the crankshaft rotating
at so many RPMs.
Several notable reasons why the misfire monitor will be tem-

porarily disabled are: 1) fuel delivery issues such as fuel starvation
and sloshing of the fuel; 2) rough road conditions or deceleration
which causes the crankshaft to vibrate or be driven from the driv-
etrain; 3) accessories driven off the accessory belt (A/C systems);
and, 4) fuel delivery changes such as wide-open throttle or heavy
acceleration.
Because of the complexity of detecting misfires with such low

resolution systems, manufacturers are constantly changing their
detection algorithms. The need to check for TSBs in the case of a
misfire code is imperative to prevent wasted time tracking down a
false misfire detection.
A scan tool is one of many tools that you’ll need to track down
a misfire. We recommend starting with examining the Freeze
Frame data if your vehicle provides it. The context of the misfire is
a great place to get an idea of the driving conditions the vehicle was
under when it detected the misfire. (Don’t forget Freeze Frame
information is slow-updating on most vehicles and can have a full
second between the first stored sensor value and the last.)
Check the Mode 6 data for Fords or misfire sensors for GM

and Toyota. In the case of Ford, a generic scan tool that reports
Mode 6 data can actually report individual cylinder misfire counts
and the maximum threshold before a code will be triggered. With
the GM and Toyota enhanced interfaces you can access the propri-
etary sensors used to count individual cylinder misfires.
Isolate fuel delivery issues by examining the Freeze Frame fuel

trims and the fuel trims at idle. Don’t forget to check fuel trims
across the fuel banks if you have a multiple bank vehicle. You can
reproduce the conditions by taking the vehicle for a test drive and
putting the vehicle in fuel enrichment mode by going wide-open
throttle.
To find out if it’s spark related, check the condition of the spark
plugs. Look for oil, carbonizing, or cracks. Also, if your vehicle
uses coil packs, try relocating them and see if the misfire relocates.
Fuel Loops (Open or Closed)
Fuel loops are actually states that the fuel system enters. Either
the ECM is reading preset values in its built-in tables, or it is using
O2 and other sensors to influence the fuel trims. The later case
being a feedback loop.
Open loop operation occurs when the fuel adaptation compo-

nents or systems are not sufficiently warmed up, ready for opera-
tion, or not working properly. In this case, the ECM uses internally
stored default values.
Closed loop operation occurs when the O2 sensor is used for

feedback to adjust the air/fuel ratio. Under most circumstances,
when a preset coolant temperature is reached and the O2 sensor
heats up sufficiently to provide a good signal, the ECM goes into
closed loop mode.
Fuel Trim (Short- and Long-Term)
As fuel system components age or otherwise change over the

life of the vehicle, the adaptive fuel strategy learns deviations from
stoichiometry while running in a Closed fuel loop. The baseline
value for both short- and long-term fuel trims is 0%. Rich condi-
tions are represented by -1 to -99%, and lean from 1 to 99.
Fuel trims operate in two states: 1) closed; or, 2) open. In an

open loop the ECM determines fuel delivery based on inputs from
pre-determined tables stored inside the ECM. In a closed loop, the
vehicle sensors are used in a feedback loop.
Short-term fuel trim is an ECM erasable memory register.

When the fuel system for a bank closes, the O2 sensors are being
used to create the short-term fuel adaptation. Short-term fuel trims
are based on the upstream O2 sensor voltage only. As an O2 signal
voltage increases, indicating a rich mixture, the short-term fuel trim

influences the ECM to reduce the fuel injectors pulse width,
thereby correcting the fuel mixture.
Long-term fuel trim is the learned corrections from the short-

term fuel trim over time. The long-term fuel trim is stored in the
ECM memory and is used to determine when fuel metering compo-
nents are failing. This is like the macro fuel adaptation variable and
short-term is the micro fuel adaptation. As short-term fuel trim
changes its value, the long-term fuel trim changes in sync to allow
the short-term fuel trim to neutralize back to zero.
When the short-term and long-term fuel trim are added

together they create the total fuel adaptation for that bank. The total
adaptation is the percentage of the increase or decrease in the fuel
injector pulse width. Ultimately the fuel injector pulse width is
matched to the ratio of air in the combustion chamber to create the
most efficient mixture for complete combustion (14.7:1). This opti-
mal mixture is referred to as being called stoichiometric.
Fuel trims are typically considered good if they are +/-10 when
totaled (short-term plus long-term fuel trim). Most manufacturers
will set a trouble code when fuel trims either, or individually,
achieve 20% or greater for a prolonged period of time.
MAF (Mass Air Flow Sensor)
The MAF is a key component in the fuel management of your

modern engine. By monitoring the flow of air into the intake mani-
fold, air/fuel mixture can be adjusted as necessary to achieve com-
plete combustion. A typical MAF works by heating a thin wire or
film. As air passes over the wire or film, the air cools it causing a
difference in the resistance of the circuit. The resistance is sampled
by the ECM to determine the air flow. A contaminated MAF or
"dirty" MAF can cause problems because it can under-sample the
air coming into the intake manifold and the ECM will not apply
enough fuel; thus creating a lean condition.
If a vacuum leak develops in a MAF system, the
idle may deteriorate severely because the ECM
does not recognize the unmetered air entering the
system.
Oxygen Sensor (Narrow Band)
An oxygen sensor measures the amount of oxygen present in

the exhaust gas. The oxygen sensor "element" is coated with a cata-
lyst metal that produces a small voltage from 0 to 1V at tempera-
tures in the range of 600F when exposed to oxygen. The
stoichiometric air/fuel mixture for optimum fuel economy and
emissions occurs at approximately 0.5V. When the oxygen sensor
output signal is above .5V, the air/fuel mixture is considered rich;
when the signal is under..5V it is considered lean. The ECM only
monitors oxygen sensors when the fuel system is in a closed loop or
when the purge solenoid is operating.
The "upstream" (front) oxygen sensor is located in the exhaust

stream before the catalytic converter. The front sensor provides
feedback to the ECM that is used to identify if the air/fuel mixture
supplied to the cylinders is rich or lean. Under normal operating
conditions, the front oxygen sensor signal will fluctuate from 0 to
1V. The front sensor signal should fluctuate, crossing the .5V center
about seven times in 5 seconds with the engine held at 2,500 RPMs
(with vehicle in a closed fuel loop and at operating temperatures).
The "downstream" (rear) oxygen sensor is located after the cat-

alytic converter in the exhaust stream. The rear sensor provides
feedback to the ECM to "fine tune" the air/fuel ratio and to monitor
catalytic converter efficiency. The rear sensor is primarily used for
catalytic converter efficiency monitoring. The rear sensor signal
will also fluctuate in the 0 to 1V range, but the pattern is less pre-
dictable than for the front oxygen sensor because of its position.
Once the catalyst has reached operating temperature, the rear sensor
signal should change very little, if at all. If the rear sensor signal
fluctuates at approximately the frequency of the front sensor, it is an
indication that the catalytic converter is not at operating tempera-

ture or is malfunctioning.
Although oxygen sensors are designed to work in a

hostile environment, they are very fragile and can be
easily damaged by oil, silicone, and other chemicals.
A good oxygen sensor may have unusual signal characteristics

that are a result of other components. The following components
should be checked:
• Fuel injectors
• Mass air flow sensors
• Evaporative emission systems
• Intake air temperature sensor
• Barometric pressure sensor
• Engine coolant temperature sensor
• Throttle position sensor
• Intake system vacuum leaks
• Low battery voltage
• Spark plugs
Appendix F: Known Connectivity Issues-
Known Connectivity Issues
Make Model Year Comments

BMW E46 M3 2002-2007 No OBD-II support. Requires
BMW Enhanced support
BMW E39 M5 2000-2002 No OBD-II support. Requires
BMW Enhanced support
BMW 740i / 2001 Enhanced DME may not
740iL communicate. Cycle the igni-
tion key and retry to complete
a connection
Nissan ALL 2008+ Requires forcing Initialization
Type to Force CAN 7E0
Addressing to communicate
with generic OBD-II
Toyota Varies 1996-1998 Auto Detect Vehicle Interface
will not work. Requires man-
ually setting J1850 VPW
Aston Vantage 2004+ No connection
Martin
Porsche Cayenne 2003-2007 No OBD-II support. Requires
Porsche Enhanced support
Ferrari All 1996+ Requires a special Ferrari
cable due to crossing of
ground pins
VW Tourage 2003-2007 No connection
Subaru STi 2000-2007 Requires manually setting to
KPW2000
Audi A4 1.8T 2002-2007 DTCs may require several
attempts to retrieve codes
GM Various 1996-1998 May not Auto Detect the
vehicle interface type. May
require manually setting to
J1850 VPW

Make Model Year Comments
Ford Escape 1999-2002 Alternator issue may make
connections unstable with our
interface (Powered off the
vehicle’s DLC)
Nissan / Quest/ 1996-2003 Not compatible with our
Mercury Villager product because an OBD-II
pin has excessive power and
can damage SAE compliant
diagnostics equipment
Cadillac CTS 2001-2008 May not Auto Detect the
vehicle interface type. May
require manually setting to
KWP2000
ScanTool License Agreement
This is a legal agreement between you (either an entity or an indi-

vidual) and AutoEnginuity, L.L.C., ("AutoEnginuity"). By install-
ing the software and using the hardware you agree to be bound by
the terms of this Agreement. If you do not agree to the terms of this
Agreement, promptly return the software and accompanying items
(including written materials) to the place from which you obtained
them for a full refund.
1. GRANT OF LICENSE. AutoEnginuity grants to you the right

to use one copy of the enclosed AutoEnginuity software program
(the "SOFTWARE") on a single computer along with the enclosed
OBD-II connector and cable (the "HARDWARE"). The SOFT-
WARE is in "use" on a computer when it is loaded into temporary
memory (i.e., RAM) or installed into permanent memory (e.g., hard
disk or CD-ROM) of that computer. However, installation on a net-
work server for the sole purpose of distribution to one or more other
computer(s) shall not constitute "use" for which a separate license
is required. If the SOFTWARE is an update or has been updated,
such updated SOFTWARE shall be subject to the terms of this
License Agreement.
2. COPYRIGHT. The SOFTWARE is owned by AutoEnginuity

and is protected by United States copyright laws and international
treaty provisions. Therefore, you must treat the SOFTWARE like
any other copyright material (e.g. musical recording or a book)
except that you may either (a) make one copy of the SOFTWARE
solely for backup, or (b) transfer the SOFTWARE to a single hard
disk provided you keep the original solely for backup or archival
purposes. You may not copy the written materials accompanying
the SOFTWARE.
3. OTHER RESTRICTIONS. You may not rent or lease the

SOFTWARE, but, with the exception of Enhanced Interface
options, you may transfer the SOFTWARE and all accompanying
written materials on a permanent basis provided you retain no cop-
ies and the recipient agrees to the terms of this Agreement. If the

SOFTWARE is an update or has been updated, any transfer must
include the most recent update and all prior versions. You may not
reverse engineer, decompile, or disassemble the SOFTWARE and/
or HARDWARE except and only to the extent that such activity is
expressly permitted by applicable law notwithstanding this limita-
tion.
This Agreement shall be governed by the laws of the State of Ari-

zona.
LIMITED WARRANTY
LIMITED WARRANTY. AutoEnginuity warrants that the SOFT-

WARE and HARDWARE will perform substantially in accordance
with the accompanying written materials for a period of one full
year from the date of receipt. Any implied warranties on the SOFT-
WARE and HARDWARE are limited to the one full year. Some
states/jurisdictions do not allow limitations on duration of an
implied warranty, so the above limitations may not apply to you.
CUSTOMER REMEDIES. AutoEnginuity and its suppliers' entire

liability and your exclusive remedy shall be, at AutoEnginuity's
option, either (a) return of the original price paid or (b) repair or
replacement of the SOFTWARE and/or HARDWARE that does not
meet AutoEnginuity's Limited Warranty and which is returned to
AutoEnginuity with a copy of your receipt. This Limited Warranty
is void if failure of the SOFTWARE and/or HARDWARE has
resulted from accident, abuse, or misapplication. Any replacement
SOFTWARE or HARDWARE will be warranted for the remainder
of the original warranty period or one full year, whichever is longer.
Warranty service will not be provided without proof of dated pur-
chase, or without the packaging from the original shipment.
NO OTHER WARRANTIES. To the maximum extent permitted by

law, AutoEnginuity and its suppliers disclaim all other warranties,
either express or implied, including, but not limited to, implied war-
ranties of merchantability and fitness for a particular purpose, with
regard to the SOFTWARE, HARDWARE, and the accompanying
written materials. This limited warranty gives you specific legal
rights. You may have other rights which vary from state/jurisdiction
to state/jurisdiction.
NO LIABILITY FOR CONSEQUENTIAL DAMAGES. To the

maximum extent permitted by law, in no event shall AutoEnginuity
or its suppliers be liable for any damages whatsoever (including,
without limitation, damages for loss of business profits, business
interruption, loss of business information, or other pecuniary loss)
arising out of the use of or inability to use this AutoEnginuity
SOFTWARE or HARDWARE, even if AutoEnginuity has been
advised of the possibility of such damages. Because some states/
jurisdictions do not allow the exclusion or limitation of liability for
consequential or incidental damages, the above limitation may not
apply to you.
U.S. GOVERNMENT RESTRICTED RIGHTS

The SOFTWARE, HARDWARE, and documentation are provided
with RESTRICTED RIGHTS. Use, duplication, or disclosure by
the Government is subject to restrictions as set forth in subpara-
graph (c)(1)(ii) of The Rights in Technical Data and Computer Soft-
ware clause at DFARS 252.227-7013 or subparagraphs (c)(1) and
(2) of the Commercial Computer Software -- Restricted Rights at
48 CFR 52.227-19, as applicable. Manufacturer is AutoEnginuity,
L.L.C., 2039 N. Pomelo ST., Mesa, AZ 85215.
Copyright (c) 2002-2010 AutoEnginuity, L.L.C. All Rights

Reserved.
ScanTool:Form12/29/09


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OBD-II Diagnostic

The software described in this document is furnished under

This material is copyright and any unauthorized reproduction or

Portions copyright General Motors Corporation.

Portions copyright Ford Motor Company.

Portions copyright Nissan Motor Company, Ltd.

The material and information contained within this User Guide is

AutoEnginuity and Dashtop are trademarks of AutoEnginuity,

Section II: Using the Software

Appendix A: Vehicles with Hard-to-Find DLC Locations ............................ 82 - 83

Thank you for purchasing AutoEnginuity’s ScanTool for

As an avid car fan, I love working on my cars; but before

AutoEnginuity’s ScanTool gives you access to the abundance

AutoEnginuity ScanTool User Guide 1

OnBoard Diagnostics Version 2 (OBD-II) is in all passenger

What is the History Behind OBD-II?

In 1955 the government took notice of the detrimental effects

The original OBD was a simple system that monitored the

The problem was that manufacturers had equipped their

The EPA stepped in and created an extensive list of procedures

Vehicle requirements for OBD-II are light trucks or passenger

The idea behind OBD-II is simple: in vehicles manufactured in

As the years went on, some manufacturers improved upon their

The newest addition to the OBD-II specification is an electrical

AutoEnginuity ScanTool User Guide 3

With the success of OBD-II, European countries adopted

The Future of OBD

OBD-III is already in development. What the new standard

Do not use a power inverter without an “isolated

Note: The ScanTool OBD-II interface draws power

1. Place the AutoEnginuity CD-ROM into your computer’s

2. The Setup program will begin the installation process

AutoEnginuity ScanTool User Guide 5

4. Carefully read the terms of the agreement. If you agree

6. Select Complete to install all of the required and optional

AutoEnginuity ScanTool User Guide 7

8. Congratulations! You have successfully installed

Connecting to the Vehicle

The first step is to locate the DLC. Typically, the DLC is

The DLC is usually exposed and accessible without a tool.

AutoEnginuity ScanTool User Guide 9

Once the vehicle is physically connected to the PC, place the

Warning: Never operate a vehicle within a confined

Now you are ready to start AutoEnginuity’s ScanTool pro-

The Connection Status window will show whether your com-

A connection should not take longer than two minutes

When both the serial/COM port and Vehicle Interface Type

To open the Communications Configuration window, click the

AutoEnginuity ScanTool User Guide 11

USB or Manually Set Serial Port is used to manually select

Using a Wireless Connector

Allow Non-Standard USB Adaptors

Automatically Connect on Launch

Vehicle Interface Type

Selecting the correct Vehicle Interface Type depends on the

TABLE 1. Typical Interface Type Per Manufacturer

J1850 PWM Pre-’04 Ford*, Lincoln, Mercury, Jaguar, Mazda,

AutoEnginuity ScanTool User Guide 13

KWP2000 Daewoo, Hyundai, KIA, Subaru STi, and some

Once you have determined the correct Vehicle Interface Type,