Scangauge X-Gauge Codes for Jul 21+ Models

[ptommo59 Senior Member Find all posts View Profile Close ptommo59]

@ptommo59: I added the command you suggested for monitoring the ATF Thermal degradation, which is only run immediately after the engine is started. It suggests that the transmission fluid is in pretty good shape. I'll see how things go next weekend whem we go away with the caravan again. It will be the first time that I'll have the CAN monitor running and recording for the whole trip.

00:01.594,Ign = On
00:01.594,TxU4@115200:'ATSH700<CR>', Cmd=213
00:01.595,TxU4@115200:'22162B<CR>', Cmd=233
00:01.605,One Line Resp,708 05 62 16 2B 04 01
00:01.606,Gearbox: ATF Degradation
00:01.606,0x62162B,233,ATF Condition=,1025

Looks good and when compared to mine seems the trans cooler makes a difference.
I will need to see if I can locate the reset command for that parameter as you will need to do that when you do an ATF change or the figures become useless. Otherwise you need to get a copy of Techstream and interface cable if you don't already have them or get Dealer/Mechanic who does ATF change to reset.

[RPP Senior Member Find all posts View Profile Close RPP]

Hi RPP, if you only changed the TXD it won't work you need to change the TXD and RXF at same time so they match.

Yes it may be easier if you try the TXD: 07C02120 code variations in other post as it should tell me which is the one we are after if you get the two sets of HEX values..

Tried the 2120 - 212F codes.
20, 21, 22, 23, 24 all return values, the others don't.
20 - 23 return values that seem constant after 200Km+ of travel.

24 returns values that track fuel level in the 76s 130ltr tank.
With MATH = 00010001000 the max value returned by the code is 224 when the fuel tank is full. After 235Km of subsquent travel the code returns the value 190.

Hopefully that is the correct code.
Unless u have a correct scaling MATH up your sleeve, I'll drive around some more and track the KMs vs code values and derive a MATH value to use. Standby.

[ptommo59 Senior Member Find all posts View Profile Close ptommo59]

Is the value going down in a countdown fashion or changing in big/random steps?

Given the numbers it looks like it could be a divide by 2 (MTH 000100020000) same as other versions but that means 225 is 112L at full which seems low as I would have expected closer to 250 or 125L (so around 5L lower that capacity due to float limits). 190 would be 95L so you would have used around 35L from full so at 235 km is around 14.9L/100 is that realistic or high?

[RPP Senior Member Find all posts View Profile Close RPP]

Is the value going down in a countdown fashion or changing in big/random steps?

Given the numbers it looks like it could be a divide by 2 (MTH 000100020000) same as other versions but that means 225 is 112L at full which seems low as I would have expected closer to 250 or 125L (so around 5L lower that capacity due to float limits). 190 would be 95L so you would have used around 35L from full so at 235 km is around 14.9L/100 is that realistic or high?

I didnt pay much attention but the value does jump up/down in small steps when driving. I surmise this reflects the fuel sloshing around. This also occurs in the Prado's fuel tank readings, once they get below full.

On the Prado, when the dash gauge reads half a tank, the Scangauge code for the main tank concurs and shows exactly 75l. The subtank will be empty, more or less. I verified this when refuelling as it took in about 75l. So half a tank looks like a good calibrating point.

I'll drive the 76 till the dash fuel gauge reads half full, I'll note the Scangauge reading. Then I'll refuel to verify.
The 76 is getting around 11L/100 after 900km on the Odo.
Standby for more.

[RPP Senior Member Find all posts View Profile Close RPP]

I've run the 'Alternator Duty Ratio' TXD=07002215FA xgauge on my 2.8l LC 76.
It gets a value, not sure about the scaling tho'. I believe the alternator can deliver 130A max.

ADR xgauge reads circa 22% at idle (800rpm), and 32-35% with driving lights on (+23Amps).
Reads 42% with ARB's brushless twin compressor on (+90Amps), driving lights off. The 42% looks low in this instance.

Values drop at higher revs.

This mite be a usefull gauge when driving offroad and running accessories.

[ptommo59 Senior Member Find all posts View Profile Close ptommo59]

The parameter on the later 150s and yours is actually 'Alternate Duty Ratio' but I couldn't originally work out the difference between that and Alternator Duty Ratio so used that one and MTH scaling I found online for it as a start point.
Since found Alternate max/min is 0 / 100% while Alternator max/min is 0 / 399.9% (which aligns with the divide by 164 in MTH).
Haven't done any specific research to see if I can come up with a better MTH to scale the Alternate version.
To clarify the alternators output is not linear so at idle will put out less than rated capacity and should reach that somewhere is range 1500-2000 RPM e.g. even though rated at 130A could be maxed out at below 100A at idle.
The Duty Ratio is in effect a PWM control signal that turns alternator output on and off to regulate its output to match the actual load so 30% is on 30% of time and off 70%. The percentage will vary for same load as the RPM increases as max output also increases e.g. if at idle max output is 100A but loads only need 50A then duty ratio is 50%, if RPM is raise to 2000 RPM and alt max increases to 130A but load stays the same duty will drop to 38.4%.
Hopefully makes sense and yes handy even with scaling as is, as it does give you an idea of how much demand is on the alternator and if your battery is failing will stay higher than normal range with same other type loads on (normally should be higher as the battery tops back off after start and then drop back down).

[RPP Senior Member Find all posts View Profile Close RPP]

The parameter on the later 150s and yours is actually 'Alternate Duty Ratio' but I couldn't originally work out the difference between that and Alternator Duty Ratio so used that one and MTH scaling I found online for it as a start point.
Since found Alternate max/min is 0 / 100% while Alternator max/min is 0 / 399.9% (which aligns with the divide by 164 in MTH).
Haven't done any specific research to see if I can come up with a better MTH to scale the Alternate version.
To clarify the alternators output is not linear so at idle will put out less than rated capacity and should reach that somewhere is range 1500-2000 RPM e.g. even though rated at 130A could be maxed out at below 100A at idle.
The Duty Ratio is in effect a PWM control signal that turns alternator output on and off to regulate its output to match the actual load so 30% is on 30% of time and off 70%. The percentage will vary for same load as the RPM increases as max output also increases e.g. if at idle max output is 100A but loads only need 50A then duty ratio is 50%, if RPM is raise to 2000 RPM and alt max increases to 130A but load stays the same duty will drop to 38.4%.
Hopefully makes sense and yes handy even with scaling as is, as it does give you an idea of how much demand is on the alternator and if your battery is failing will stay higher than normal range with same other type loads on (normally should be higher as the battery tops back off after start and then drop back down).

ty.

Some more data from my latest test runs:



Notes:
Test run RPMs: 800=Idle, 1200=IdleUp, approx 1850 but was difficult to keep consistent.
All currents varied +- a few amps across a couple of observations. The baseload was around 8A but can jump up much higher.
I couldnt measure the current supplied by the alternator at the 1850RPM test run as that was a two man job.

At idle (800RPM) the biggest load case wanted est 120 amps (@ ~13.6V charging voltage) but alternator maxed out at 99.9amps, ADR value = 99%. There was a >1.2V drop at the battery terminal compared to that measured at Baseload only.

At idle-up (1200RPM) at the biggest load case the alternator delivered 110amps, ADR value = 80%.

At ~1850RPM with my right foot on the pedal. It was tricky maintaining a consistent RPM. At the biggest load case ADR value = 74%.

First thoughts are that the MATH might be OK. The Alternator's max current at Idle RPM might be around 100Amps, and max output at high revs maybe around 150Amps.

The ARB Brushless Twin Compressor demands over 90Amps, which almost max'es out the Alternator when at Idle.
Might need to run IdleUp when airing up and running other accessories - to protect the factory alternator.

Thanks for the data ptommo59, the ADR Xgauge looks useable and useful for me.
I can get back to testing the fuel tank Xgauge.
I might also run those tests on my 150 some time.

[ptommo59 Senior Member Find all posts View Profile Close ptommo59]

Sounds from your figures and maxing out at 99% the MTH scaling must be pretty close.

The larger base load changes particularly if within a few minutes of startup will most likely be the battery topping off charge.

If you change MTH to 000100010000 you can see the unscaled number returned and recheck values with other scaling applied manually.

[RPP Senior Member Find all posts View Profile Close RPP]

Did two test runs comparing the fuel tank sensor values vs actual fuel in tank for my 2.8L LC76. For TXD=07C02124, the two curves at the top of the chart show trial 1 and 2 vs actual fuel-in-tank.

- 1st trial I ran the tank down to where the dash gauge read ~10%.
- 2nd trial I ran the tank down to where the dash gauge read Empty (I knew it was under-reading, but was still anxiety raising).

In both trials I refilled the tank in 10ltr increments and noted the Scanguage values.
Assuming that a full tank = 130ltrs results in the two plots. They are non-linear.

With MATH = 000100020000 (ie. x 0.50) we get the orange curve. It will read 112 when tank = full, about correct when tank = 75ltrs, and slightly high at low tank levels.
The toyota dash gauge generally reads under the actual fuel in the tank. When the dash reads Empty there is around 24ltrs left. When the refuel light comes on there is about 28ltrs left (the factory manual says 21.9lts).

I'll do one more trial and run the tank down to about 15ltrs to verify that MATH = 000100020000 is useful. I would rather the Scanguage read correctly when there is about 20ltr left tho'.
The calibration is totally reliant on assuming a full tank = 130ltrs.

[ptommo59 Senior Member Find all posts View Profile Close ptommo59]

Not certain if anyone following this topic tracks Air Fuel Ratio but in the earlier lists its provided in Lambda format with 1.00 = 14.5:1 Diesel Stoichiometric Ratio (<1.00 = rich, >1.00 = Lean)
Worth noting that:
Modern turbo diesels can operate under low load conditions in ranges as high as around 4 (58:1)).
Lower AFRs also potentially = increased torque/fuel usage and higher EGTs.

To get actual AFR use the below to change units (should work on all 1GD models)

Scangauge:

TXD: 07DF018C
RXF: 032180000000
RXD: 4010
MTH: 000A02350000
Name AFR

Torque Pro:

Mode/PID: 018C
Long Name: Air Fuel Ratio Bank 1 Sensor 1
Short Name: AFR
Min: 0
Max: 70
Scale: X1
Unit Type:Ratio
Equation: INT16(J:K)/565
OBD Header: 7DF or Blank

[RPP Senior Member Find all posts View Profile Close RPP]

Final test run for fuel tank sensor values vs actual fuel in tank for my 2.8L LC76. Ran the tank down to 18ltrs this time.
Final Math and Scangauge codes:

TXD=07C02124
RXF=046105240000
RXD=2808
MATH=000100020000
Name=Fuel Tank

The curves at the top of the chart show 3 trials vs actual fuel-in-tank.

MATH = 000100020000 is the bottom purple curve. It reads 112 when tank = full, about correct when tank = 73ltrs and also at 18ltrs approx.
When the dash reads Empty there is ~24ltrs left. When the refuel light comes on there is ~28ltrs left.

Might do the same trials on my 2018 150 to see how linear/accurate the dash fuel gauge and the Scangauges for the Maintank and Subtank are.