Car \ KIA \ General \ PICANTO / MORNING (JA) \ 2020 \ G 1.2 MPI KAPPA \ G 1.2 MPI KAPPA - Engine Control (ENGINE) G 1.2 MPI KAPPA - Engine Control (ENGINE)

Car, KIA, General, PICANTO , MORNING (JA), 2020, G 1.2 MPI KAPPA, G 1.2 MPI KAPPA - Engine Control (ENGINE)

G 1.2 MPI KAPPA - Engine Control (ENGINE) - 0

Identification

Software version bootloader:

Manufacture date: FF FF FF

ECU serial number ::

CVN data :: FF FF FF FF

VIN no:

Vehicle manufacturer ECU hardware number:

Supplier ECU hardware number:

Supplier ECU software number:

Repair shop code or tester serial number:

Programming date: FF FF FF FF

DTC

Controls

Clear DTC

Data stream

Immobilizer built-in: On

SMART key built-in: On

SMARTRA2 built-in: On

SMARTRA3 built-in: On

MAF sensor built-in: On

Fuel level sensor built-in: On

Alternator PWM Built-in: On

Fuel tank pressure sensor built-in: On

A/C pressure sensor built-in: On

Low pressure fuel pump relay (Normally closed): On

Linear O2 sensor built-in: On

MAP sensor built-in: On

Auto cruise control built-in (cruise button ON): On

ESP built-in: On

Adapted cruise control built-in: On

CDA built-in: On

Leak test type - Under pressure system: On

VVL built-in: On

Tank leakage detection by under pressure system supported: On

Battery sensor built-in: On

Check engine telltale: On

Condition Fuel Cut Off: On

Ignition switch: On

Dash pot active: On

Fuel pump: On

Anti-jerk function is active: On

Power supply relay: On

Torque control request for gear shifting: On

Variant coding: A/T

WSS signal from ABS: On

Clutch pedal switch: On

Open lock-up clutch: On

Driving status: On

Leaded fuel pack: On

Shift lever position-D(AT Only): On

Brake pedal switch: On

Brake lamp switch: On

Engine operating status - full load: On

Engine operating status - idle: On

Engine operating status - part load: On

Limitation of positive torque gradient active load shockdamping: On

Condition idle controller active: On

ETC learning is finished successfully: On

Start over run relay activation: On

Condition start: On

Electronic throttle control (ETC) built in: On

Synchronization successed: On

Fan high: On

A/C on condition: On

Fan low: On

A/C request to ECU (A/C Switch): On

A/C compressor on: On

Fan PWM output built-in: On

Non-AMS system built in: On

Sensorless AMS system built in: On

AMS system built-in: On

Canister purge phase: On

Knocking detected: On

Canister shut-off valve closed: On

Knock control: On

Knock control adaptation is active: On

Evaporative emission (EVAP) system, canister purge valve: On

Intake camshaft position actuator, bank 2: On

Variable camshaft pack: On

CAM phasing retard control active - Bank 2 ex-cam: On

Camshaft control: On

Adaptation of the inlet camshaft position is successful: On

Intake camshaft position actuator, bank 1: On

Adaptation of the outlet camshaft position is successful: On

CAM phasing retard control active - Bank 1 ex-cam: On

O2 sensor 1, bank 1 loop control: On

Lambda control: On

Permit open-Loop operation by workshop tester: On

O2 sensor 1, bank 1 heater: On

O2 sensor 2, bank 1 heater: On

Hydraulic power steering switch built in: On

Hydraulic power steering switch pressure sensor built in: On

Hydraulic power steering pressure sensor ON: On

Hydraulic power steering switch ON (Option): On

Comprehensive ignition monitoring (Diesel): On

Cruise control main telltale: On

Cruise control set telltale: On

Cruise control "Cancel" switch: On

Cruise control "Resume" switch: On

VIS 1 operation status: On

VIS 2 operation status: On

Vacuum type VIS solenoid 1 - Bank1(Option): On

Vacuum type VIS solenoid 2 - Bank2(Option): On

Condition high pressure pump actuator active-Bank1: On

Condition high pressure pump actuator active-Bank2: On

Turbo dump recirculation valve (RCV): On

Starter ON Signal(ISG): On

ISG system built-in(ISG): On

Start request from Key(ISG): On

ISG deactivation Switch(ISG): On

Clutch is pushed more than 10% (M/T ISG only): On

Blower Switch(ISG): On

Idle stop request by drivers demand(ISG): On

Gear is on neutral Position(MT ISG Only): On

Driver`s Seat Belt(ISG): On

Driver`s Door(ISG): On

Hood Switch(ISG): On

No idle stop by ISG component error: On

No idle stop by fuel system: On

No idle stop by operation data: On

No idle stop by torque system: On

No idle stop by air conditioning system: On

No idle stop by exhaust system: On

No idle stop by invalid battery sensor data: On

No idle stop by vehicle speed condition: On

Battery sensor in invalid condition (AMS): Off

Invalid state of battery Charge(AMS): Off

Response error flag from battery sensor (AMS): On

ISG inhibition condition due to urgent charging battery logic (Low SOC): On

Invalid status of quiescent current (AMS): On

EGR built-in: On

EGR turn on: On

Flow stop valve system built-in: On

Flow stop valve turn-On: On

LPGi system: On

LPI system built in: On

Bi-Fuel system built in: On

Flex fuel system built in (FFV): On

GDI system built in: On

Additional gasoline in cold start: On

LPG fuel tank shut off valve: On

LPG switch: On

GAS pressure is enough high for normal injection: On

LPG fuel pump ON: On

LPG Fuel Rail Cut Sol Valve ON: On

LPG fuel level sensor built-in: On

LPG tank temperature sensor built-in: On

LPG fuel rail pressure sensor built-in: On

LPG fuel rail temperature sensor built-in: On

Gasoline start enable: On

Bi-Fuel switch is ON: On

LPG injection mode: On

Gasoline injection mode: On

Fuel change from gasoline to LPG after start: On

ISG deactivation by diagnosis: On

Final stop enable signal: On

Stop enable by brake booster (less than -350hpa): On

Final stop request signal: On

Stop enable by safety condition (seat/Door/hood): On

Final start enable signal: On

Stop enable by battery (SOC/SOF/SOH): On

Final start request signal: On

Braking system is not operating: On

Stop enable by air conditioner: On

Rear defrost is not operating: On

Stop enable from EMS: On

Stop enable by TCU: On

Stop enable by HAC: On

Stop enable from SPAS: On

Brake pedal is surely pressed: On

Stop enable by steering angle condition (less than q180 p): On

Gear level is D: On

Stop enable by slope condition (Ascending:12%, Descending:8%): On

Gear level is N: On

Stop enable by diagnosis: On

Stop request signal at gear D: On

Accel pedal is pressed: On

Stop request signal at gear N: On

Start request by brake pedal and gear: On

Start request by ISG off button: On

Start request by brake booster (more than -350hpa): On

Start request by vehicle speed: On

Start request by EMS system: On

Start request by idle stop time (300s): On

Start request by aircon: On

Start request by safety deactivation: On

Start request by battery condition: On

Invalid flag for brake pedal: On

Invalid flag for battery sensor: On

Invalid flag for accel pedal: On

No message on the CLU2: On

Invalid flag for brake booster pressure: On

No message on the DCT1: On

Invalid flag for brake cylinder pressure: On

Diagnosis result of first start end: On

Invalid flag for door open switch: On

Diagnosis result of gear selector: On

Invalid flag for engine speed: On

Invalid flag for hood open switch: On

Invalid flag for EscLongAccl: On

OPI diagnosis info bit: On

No message on the ESP2: On

Invalid flag for engine water temperature: On

Invalid flag for seat belt lock: On

Invalid flag for TPS: On

No message on the TCS1: On

Invalid flag for vehicle speed: On

No message on the TCU1: On

No message on the TCU3: On

FPCM control by EMS ECU: On

FPCM control by external FPCM ECU: On

Battery voltage: 17.365 V

Ignition voltage: 17.365 V

State of charge battery: 99.6 %

Engine speed: 16383.8 rpm

Target idle speed: 2550 rpm

Mass air flow sensor: 319.995 V

Mass air flow sensor: 6553.5 kg/h

MAP sensor: 319.995 V

MAP sensor: 2560.0 hPa

Throttle Position Sensor Angle1-Voltage: 5.000 V

Throttle position sensor: 100.0 %

Throttle position adaptation for idle: 100.0 %

Engine coolant temperature sensor: 319.995 V

Engine coolant temperature: 143.2 °C

Intake air temperature sensor: 319.995 V

Intake air temperature: 143.2 °C

Engine oil temperature: 143.2 °C

Fuel tank pressure sensor: -0.001 hPa

O2 sensor 1, bank 1: 1.130 V

O2 sensor 1, bank 2: 1.130 V

O2 sensor 2, bank 1: 1.130 V

O2 sensor 2, bank 2: 1.130 V

A/F sensor 1, bank 1: 314.568 V

A/F sensor 1, bank 2: 314.568 V

Vehicle speed: 318.8 km/h

Relative air charge: 1536.0 %

ISA opening duty: 100.0 %

ISA duty cycle close: 100.0 %

Evaporative emission (EVAP) system, canister purge valve: 100.0 %

Actual duty cycle from MTV (Input duty cycle): 100.0 %

Injection time cylinder 1: 53686.272 ms

Injection time cylinder 2: 53686.272 ms

Injection time cylinder 3: 53686.272 ms

Injection time cylinder 4: 53686.272 ms

Injection time cylinder 5: 53686.272 ms

Injection time cylinder 6: 53686.272 ms

Injection time cylinder 7: 53686.272 ms

Injection time cylinder 8: 53686.272 ms

Altitude correction: 3.984

Barometric pressure sensor: 1275 hPa

Air mass flow maximum plausible: 6553.5 kg/h

Air mass flow minimum plausible: 6553.5 kg/h

Current calculated load value: 100.001 %

Brake boost vacuum pressure: -0.039 hPa

Brake boost vacuum pressure voltage: 314.57 V

Throttle position sensor set point: 99.609 %

Electronic throttle control (ETC) motor duty cycle and direction: -0.003 %

Throttle position adaptation for idle (sensor 1): 80.018 V

Throttle position adaptation for idle (sensor 2): 80.018 V

Throttle Position Sensor-1: -0.024 %

Throttle Position Sensor-2: -0.024 %

Throttle Position Sensor Angle1-Voltage: 80.018 V

Throttle Position Sensor Angle2-Voltage: 80.018 V

Boost pressure upstream throttle valve (Bank1): 5111.730 hPa

Boost pressure upstream throttle valve (Bank2): 5111.730 hPa

Desired boost pressure upstream throttle valve (Bank1): 5111.730 hPa

Desired boost pressure upstream throttle valve (Bank2): 5111.730 hPa

Turbocharger wastegate solenoid valve 1: 100.0 %

Turbocharger wastegate solenoid valve 2: 100.0 %

Voltage of boost pressure upstream throttle valve (Bank1): 319.81 V

Voltage of boost pressure upstream throttle valve (Bank2): 319.81 V

Sensor Measured Ambient (air) Temperature: 143.2 °C

Sensor ADC-value for Ambient air Temperature: 4.98 V

Lower Electrical Stop Sensor 1 Bank 1: 319.81 V

Raw Sensor Value of the Actuator Sensor 1 Bank 1: 319.81 V

Control Duty Cycle: -0.0 %

Normalized Internal Actual Position: -0.0 %

Desired Position for the Tubocharger: 99.9 %

Maximum Value of the Determined Lower Mechanical Stop: 319.81 V

Minimum Value of the Determined Lower Mechanical Stop: 319.81 V

Period for mass flow from HFM: 4095.938 us

A/C pressure: -2 hPa

Final output duty cycle to the fan actuator: -0.010 %

Filtered Electric Raw Load On the Alternator: -0.010 %

Gear engaged in AT vehicle: Drive

Torque decrease request from TCU: -0.1 N·m

Torque increase request from TCU: -0.1 N·m

Accelerator Pedal Position Sensor-1 Voltage: -0.2 mV

Accelerator Pedal Position Sensor-2 Voltage: -0.2 mV

Accelerator pedal position sensor: -0.012 %

Battery current (AMS): -0.001 A

Battery voltage (AMS): 71.535 V

Battery temperature (AMS): 32727.5 °C

State of battery charge (AMS): 255 %

State of health of battery (AMS): 255 %

State of function of battery (AMS): 12.750 V

Compensated battery voltage: 65.535 V

Battery voltage raw value: 65.535 V

Battery current: -0.1 A

Battery current raw value: 65.53 V

Battery temperature: 6280.4 °C

Battery temperature raw value: 65.53 V

State of charge of battery: 799.986 %

Nominal Capacity Battery: 255 Ah

Counter the number of low SOC at start: 65535

Oil level raw value: -0.1 mm

Oil level filtered value: -0.1 mm

Oil temperature: -40.1 °C

Oil level last average value: -0.1

Oil status: -

Target indicated torque: -0.1 N·m

Filtered torque for disengaged gear and AC off: -0.1 N·m

Indicated actual torque: 99.941 %

Engine torque losses: -0.1 N·m

Filtered torque for disengaged gear and AC on: -0.1 N·m

Filtered torque for engaged gear and AC off: -0.1 N·m

Filtered torque for engaged gear and AC on: -0.1 N·m

Air mass adaptation: -0.003 %

Idle speed controller I-part: -0.1 N·m

P-part idle speed torque: -0.1 N·m

D-part idle speed torque: -0.1 N·m

Power steering pressure: 127500 hPa

Power steering pressure sensor: 4.98 V

Idle CO Adjust: -0.047 %

Adaptation in idle speed bank 1: -0.047 %

Adaptation in idle speed bank 2: -0.047 %

Adaptation in part load bank 1: 2.000

Adaptation in part load bank 2: 2.000

Lowpass filtered fuel tank pressure: -0.001 hPa

Fuel tank pressure sensor: 5.000 V

The number of MSV on the engine: 255

Filtered rail pressure real value (absolute pressure): 65.535 MPa

Fuel rail pressure sensor voltage: 20.00 V

Angle to close FPR(Fuel Pressure Regulator): 6553.5 °

Angle to open FPR(Fuel Pressure Regulator): -0.1 °

Fuel rail pressure set point: 65.535 MPa

Status of noise reduction stage: 255

Reduced current parameter: adaptation of T1 ready: -0.001 ms

Target low fuel pressure (Absolute): 6553.5 kPa

Real low fuel pressure (Absolute): 6553.5 kPa

Real low fuel pressure: -- kPa

Ignition Output Value - Cyl1: -0.750 °

Ignition Output Value - Cyl2: -0.750 °

Ignition Output Value - Cyl3: -0.750 °

Ignition Output Value - Cyl4: -0.750 °

Ignition Output Value - Cyl5: -0.750 °

Ignition Output Value - Cyl6: -0.750 °

Ignition Output Value - Cyl7: -0.750 °

Ignition Output Value - Cyl8: -0.750 °

Exhaust gas temperature: 1225 °C

O2 sensor 1, bank 1 correction: 2.000

O2 sensor 1, bank 2 correction: 2.000

Target lambda value: 16.000

Upper limit for cycle duration of lambda sensor up. Cat.: 1310.700 sec

Lower limit for cycle duration of lambda sensor up. Cat.: 655.350 sec

Filtered cycle duration O2 sensor signal up. Catalyst: 1310.700 sec

Lambda equivalence ratio: 16.000 %

Corrective value of the upstream LSU voltage: -0.000 V

O2 sensor 2, bank 1 correction: 2.550 sec

O2 sensor 2, bank 2 correction: 2.550 sec

Integrator value of O2 sensor downstream catalyst: -0.000

Threshold time for monitoring of catalyst: 3276.750 sec

Mean amplitude of sensor signal behind catalyst-Bank 1: 0.996

Mean amplitude of sensor signal behind catalyst-Bank 2: 0.996

Threshold value of catalyst defect: 1.000

Total number of catalyst efficiency monitoring with error results: 255

O2 sensor 1, bank 1 heater duty cycle (LSF): 255.000

O2 sensor 1, bank 1 heater duty cycle (LSU): 200.013

O2 sensor 2, bank 1 heater duty cycle (LSF): 255.000

O2 sensor 1, bank 2 heater duty cycle (LSF): 255.000

O2 sensor 1, bank 2 heater duty cycle (LSU): 200.013

O2 sensor 2, bank 2 heater duty cycle (LSF): 255.000

O2 sensor heating period-Upstream catalyst-bank 1(LSF): 0.510 sec

O2 sensor heating period-Upstream catalyst-bank 2(LSF): 0.510 sec

O2 sensor heating period-Downstream catalyst-bank 1(LSF): 0.510 sec

O2 sensor heating period-Downstream catalyst-bank 2(LSF): 0.510 sec

Upper limit for TV correction: 2.550 sec

Lower limit for TV correction: 2.550 sec

O2 sensor heating period-Upstream catalyst-bank1(LSU): 199.997 sec

O2 sensor heating period-Upstream catalyst-bank2(LSU): 199.997 sec

Cyl.1 Ignition Retard due to Knock Control: -0.750 °

Cyl.2 Ignition Retard due to Knock Control: -0.750 °

Cyl.3 Ignition Retard due to Knock Control: -0.750 °

Cyl.4 Ignition Retard due to Knock Control: -0.750 °

Cyl.5 Ignition Retard due to Knock Control: -0.750 °

Cyl.6 Ignition Retard due to Knock Control: -0.750 °

Cyl.7 Ignition Retard due to Knock Control: -0.750 °

Cyl.8 Ignition Retard due to Knock Control: -0.750 °

Knock Control Adaptation Value Cylinder#1: -0.750 °

Knock Control Adaptation Value Cylinder#2: -0.750 °

Knock Control Adaptation Value Cylinder#3: -0.750 °

Knock Control Adaptation Value Cylinder#4: -0.750 °

Knock Control Adaptation Value Cylinder#5: -0.750 °

Knock Control Adaptation Value Cylinder#6: -0.750 °

Knock Control Adaptation Value Cylinder#7: -0.750 °

Knock Control Adaptation Value Cylinder#8: -0.750 °

Intake camshaft bank 1 actual position: -0.008 °

Intake camshaft bank 2 actual position: -0.008 °

Intake camshaft bank 1 target position: -0.008 °

Intake camshaft bank 2 target position: -0.008 °

Intake camshaft bank 1 position duty cycle: 99.993 %

Intake camshaft bank 2 position duty cycle: 99.993 %

Exhaust camshaft bank 1 actual position: -0.008 °

Exhaust camshaft bank 2 actual position: -0.008 °

Exhaust camshaft bank 1 target position: -0.008 °

Exhaust camshaft bank 2 target position: -0.008 °

Exhaust camshaft bank 1 position duty cycle: 99.993 %

Exhaust camshaft bank 2 position duty cycle: 99.993 %

Angle of inlet-camshaft edges relative to crankshaft: 6553.5 °

Angle of outlet-camshaft edges relative to crankshaft: 6553.5 °

Angle of inlet-camshaft edges of bank 2 relative to crankshaft: 6553.5 °

Angle of outlet-camshaft edges of bank 2 relative to crankshaft: 6553.5 °

Adaption angle of camshaft in retarded end angle-1 edge: -0.022 °

Adaption angle of camshaft in retarded end angle-2 edge: -0.022 °

Adaption angle of camshaft in retarded end angle-3 edge: -0.022 °

Adaption angle of camshaft in retarded end angle-4 edge: -0.022 °

Misfire cycle delay reason: by CodeWord

Total number of misfire: 65535 Count

Misfire Current Cylinder #1: 65535 Count

Misfire Current Cylinder #2: 65535 Count

Misfire Current Cylinder #3: 65535 Count

Misfire Current Cylinder #4: 65535 Count

Misfire Current Cylinder #5: 65535 Count

Misfire Current Cylinder #6: 65535 Count

Misfire Current Cylinder #7: 65535 Count

Misfire Current Cylinder #8: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#1: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#2: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#3: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#4: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#5: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#6: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#7: 65535 Count

Total Counter of Emission Relevant Misfiring of Cylinder#8: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#1: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#2: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#3: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#4: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#5: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#6: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#7: 65535 Count

Total Counter of Catalyst Damaging Misfiring of Cylinder#8: 65535 Count

Total counter of emission relevant misfiring of all cylinders: 65535 Count

Total counter of catalyst damaging misfiring of all cylinders: 65535 Count

Coolant temperature at engine start: 143.250 °C

Water temperature model: 143.250 °C

Lowpass filtered battery voltage: 25.559 V

Continuous operation time after engine start: 6553.5 sec

Operating time: 393210 min

Distance traveled when MIL ON: 655.4 km

Number of warm-ups since stored confirmed DTC cleared: 255

Number of DTC: 255

Brake master cylinder pressure: 65535 bar

LPG fuel rail temperature: 4.84 V

LPG fuel rail temperature: 143.2 °C

LPG pressure in the fuel rail mean value: 319.81 V

LPG pressure in the fuel rail mean value: 39321.0 hPa

Pump speed of the LPG electrical fuel pump as PWM signal: 100.0 %

Frequency of EFP diagnostic signal: 6553.5 ms

Fuel saturation pressure for liquefying: 39321.0 hPa

Pump PID control flow rate: -0.003 g/sec

Target fuel flow rate: 39321.0 g/sec

Percentage of butane in the LPG: 100.0 %

Effective LPG injection time: 1048.6 ms

Actual LPG fuel ratio in bi-fuel system: 200.0 %

LPG fuel tank level: 319.81 V

LPG fuel tank level: 6553.5 L

LPG fuel tank temperature: 4.84 V

LPG fuel tank temperature: 143.2 °C

LPG fuel tank pressure sensor: 319.81 V

LPG fuel tank pressure: 39321.0 hPa

Ignition Output Value - Cyl1: -0.8 °

Ignition Output Value - Cyl2: -0.8 °

Ignition Output Value - Cyl3: -0.8 °

Ignition Output Value - Cyl4: -0.8 °

Air mass adaptation: -0.0 %

A/C pressure sensor: 319.811 V

A/C pressure: 39999.3 hPa

Coolant temperature at engine start: 143.2 °C

Water temperature model: 143.2 °C

Altitude correction: 4.0

Barometric pressure sensor: 1275 hPa

Effective injection time: 419.4 ms

Throttle position sensor set point: 100.0 %

Throttle Position Sensor-1: -0.0 %

Throttle Position Sensor-2: -0.0 %

Throttle position sensor Angle2-Voltage(5V base): 79.999 V

Electronic throttle control (ETC) motor duty cycle and direction: -0.0 %

Accelerator pedal position sensor: -0.2 mV

Accelerator pedal position: 100.0 %

Engaged gear (AT Vehicle):

Indicated actual torque: 100.0 %

Target indicated torque: 100.0 %

Torque request from TCU: 99.6 %

Accelerator pedal position sensor-1 Voltage(5V base): 319.811 V

Accelerator pedal position sensor-2 Voltage(5V base): 319.811 V

Throttle position adaptation for idle: 100.00 V

Throttle position sensor Angle1-Voltage(5V base): 80.00 V

Throttle position sensor-1(3.3V base): 80.00 V

Throttle position sensor-2(3.3V base): 80.00 V

Accelerator pedal position sensor-1 Voltage(3.3V Base): 319.81 V

Accelerator pedal position sensor-2 Voltage(3.3V Base): 319.81 V

Fuel tank pressure sensor: 319.811 V

Adaptation in idle speed bank 1: -0.0 %

Adaptation in part load bank 1: 100.0 %

Multiplicative correction of the mixture adaptation due to ethanol: 2.0

Relative fuel injection quantity of canister control: -0.0 %

O2 sensor 1, bank 1 correction: 100.0 %

Target lambda value: 16.0

O2 sensor 2, bank 1 correction: 2.6 sec

Filtered cycle duration O2 sensor signal up. Catalyst: 2.6 sec

O2 sensor 2, bank 1 heater off duration: 2.6 sec

O2 sensor 1, bank 1 heater off duration: 2.6 sec

Target EGR duty cycle: 99.6 %

Fuel level sensor: 319.81 V

LPG gas fuel pressure: 6553.5 kPa

Cyl.1 Ignition Retard due to Knock Control: -0.8 °

Cyl.2 Ignition Retard due to Knock Control: -0.8 °

Cyl.3 Ignition Retard due to Knock Control: -0.8 °

Cyl.4 Ignition Retard due to Knock Control: -0.8 °

Knock Control Adaptation Value Cylinder#1: -0.8 °

Knock Control Adaptation Value Cylinder#2: -0.8 °

Knock Control Adaptation Value Cylinder#3: -0.8 °

Knock Control Adaptation Value Cylinder#4: -0.8 °

Intake camshaft bank 1 target position: 127.5 °

Intake camshaft bank 1 actual position: -0.0 °

Intake camshaft bank 1 position duty cycle: 100.0 %

Exhaust camshaft bank 1 target position: 127.5 °

Exhaust camshaft bank 1 actual position: -0.0 °

Exhaust camshaft bank 1 position duty cycle: 100.0 %