Several variants of Samara cars with VAZ-2111 engines are rolling off the assembly line of the Togliatti AvtoVAZ plant. These engines are equipped with a multipoint distributed fuel injection system, which has several options.

The first version of the system is the result of joint work between AvtoVAZ and the American company GENERAL MOTORS (GM), which is intended for export only. The car complies with Euro-2 environmental standards, it has a neutralizer installed, and the injection system has an oxygen concentration sensor (OCS) installed in the exhaust gas flow (FOG). But the engine must run only on unleaded gasoline, otherwise the named elements will fail. Components for such an injection system are supplied by GM.

The second option is intended for the domestic market. Its feature is an electronic control unit (ECU) of its own design, January-4, the system components are Russian, it does not contain a neutralizer and DCC, and the use of leaded gasoline is allowed. Parts for the second version of the system are produced in small batches at various domestic enterprises. The contact connectors of the nodes and blocks in the systems of the first and second options are the same, some of them are interchangeable.

The third option appeared thanks to cooperation with the German company BOSCH. The 2111 engine has been given five extra powers - it now develops 57 kW (77 hp) of power. New installed intake manifold, and a camshaft with “wider” phases. Two control units have been developed: the cheaper EBU-M1.5.4, which meets Euro-2 toxicity standards, and the promising EBU-MR 7.0, which is more expensive, but meets more stringent Euro-3 requirements. The third version of the system has original contact connectors, and the system is not compatible with the first two.

You can determine what type of injection system the engine of a particular car is equipped with by looking at the inscription on the ECU, which contains the VAZ catalog number, name, serial number and date of manufacture of the unit. The ECU is also called a controller. Data for various types of controllers are given in table. 1-3.

ESAU-D controllers operate under the control of a program embedded in the ECU memory device. Different versions of the programs allow you to create modifications of controllers to work with different models engines and ensure compliance with various environmental regulations.

Version information software(software) for ESAU-VAZ, its correspondence to the type of controller and their interchangeability are given in table. 4. In the table, the numbers of interchangeable blocks and programs are combined into groups.

Decoding the designation of software developed by VAZ

As an example, consider the designation: M1 V 13 O 54.

First category

- letter and number (in the example - M1) - indicates the type (family) of the controller:
J4 - family of control units January-4;
J5 - family of control units January-5;
M1 - family of BOSCH Motronic M1.5.4 control units;
M7 - family of BOSCH Motronic MP7.0 control units.

Second category

- letter (in the example - V) - indicates the type of car, state of development or topic code:
V - all front-wheel drive VAZ cars of the 2108, 2110 family;
N is a family of all-wheel drive VAZ car models.

Third category

- two digits (in the example 13) - indicates the conditional configuration number (00...99):
03 - Euro-2 toxicity standards, engine 2111;
05 - Euro-2 toxicity standards, engine 2112;
07 - Russian toxicity standards, engine 2112;

08 - Euro-3 toxicity standards (EOBD), engine 2112;

13 - Russian toxicity standards, engine 2111;
16 - Euro-3 toxicity standards (EOBD), engine 2111.

Fourth category

- letter (in the example - O) - indicates the software level (A...Z); The further the letter is from the beginning of the alphabet, the higher the software level.

Fifth category

- two digits (in the example - 54) - indicates the calibration version (00...99); the higher the number, the newer the calibration.

Thus, the given software example stands for:
M1 - control unit (controller) BOSCH Motronik M1.5.4;
V - family front wheel drive cars VAZ;
13 - 8-valve 1.5 liter engine 2111, Russian toxicity standards;
O - software version - O;
54 - calibration version no. 54.

Some improvement can be achieved by changing the calibrations dynamic characteristics engine, reducing fuel consumption and toxic emissions into FOG. To change calibrations, there are special programs and devices for their implementation, and for different types of controllers, different methods for replacing “CHIP tuning” (adjusting the ECU control program) have been developed. As an example in table. 5 shows tuning firmware for ECU BOSCH M1.5.4 1411020-70.

Component composition, functions, arrangement of ESAU-D elements using the example of a VAZ-2111 engine with an MP7.0 BOSCH controller

ESAU-D, equipped with an MP7.0 controller and installed on a VAZ-2111 engine, is similar in principle and design to the Motronic BOSCH system and belongs to ESAU-D with the integration of injection and ignition functions.

In addition to controlling injection and ignition, ESAU-D controls speed idle move, electric fuel pump, purging the adsorber of the gasoline vapor recovery system (VAP), warning lamp " Check Engine", cooling fan and air conditioning compressor clutch (if installed). In addition, ESAU-D generates signals proportional to vehicle speed and fuel consumption for the trip computer, as well as a signal about the engine speed for the tachometer. The controller provides interaction with an external diagnostic device through a special connector located in the vehicle interior. The domestic ESAU-D has a self-diagnosis function, which allows you to record emerging malfunctions, identify them, record them in memory, and inform the driver by turning on the “Check Engine” warning lamp. Diagnostic information can be output from the ECU RAM via the diagnostic connector to an external scanner.

It should be noted that turning on the “Check Engine” lamp while driving does not require an immediate stop of the engine, as, for example, in situations with an emergency loss of oil pressure in the lubrication system or emergency overheating of the engine, but only indicates the need to check the engine in the near future. The ESAU-D controller has emergency modes, ensuring engine operation in the event of many malfunctions, with the exception of the most severe ones, for example, the failure of the crankshaft position sensor. You can connect a car theft protection system to ESAU-D.

Structurally, ESAU-D consists of a set of sensors, an ECU, a set of actuators and a wiring harness with connectors.

Electronic control unit (controller)

The ECU is the central device of ESAU-D. It receives analog information from sensors, processes it using analog-to-digital converters and implements control of actuators using a program embedded in ROM. Communication between the ECU and electrical diagram carried out via a 55-pin plug connector. The ECU is located under the instrument panel console (see Fig. 1).

The purpose of contacts and some data for control are given in table. 6.

Sensors ESAU-D (VAZ)
Mass air flow sensor (MAF)

The GM and BOSCH mass air flow sensors used in VAZ ESAU-D differ in the shape of their housings and output signals. The GM sensor (HFM-5) generates a frequency signal for the GM and January-4 controllers, and the BOSCH sensor (HFM-5SL)
- analog signal for BOSCH and January-5 control units.

Typical fault Mass air flow sensor - a break in the wires from the sensor or a break in the platinum thread of the sensor itself. With such malfunctions, the idle speed rises to 2000 rpm. While driving in certain modes, detonation is possible.

When a sensor fails, it may occasionally produce an incorrect signal (typical of frequency sensors), and this does not lead to a fault code being entered into the controller’s memory. In this case, even when driving without acceleration, large “dips” occur and the idle speed becomes unstable, which can lead to the engine stopping. ESAU-D, in the event of a failure of the mass air flow sensor, switches to the reserve mode, calculating the air flow based on the signal from the crankshaft position sensor DPKV (the signal contains information about the engine speed) and on the signal from the TPS. The malfunction is recorded in memory by the corresponding error code (P0102-P0103) and is indicated by the “Check Engine” lamp.

Throttle Position Sensor (TPS)

The sensor is designed to determine the position throttle valve.

When the damper is closed, the signal produced by the sensor is 0.5...0.6 V, and when the damper is open - 4.5...4.8 V.

Data on the throttle valve position is necessary for the control unit to calculate the duration of electrical pulses to control the injectors and determine the optimal ignition timing.

Potentiometric TPS of VAZ injection engines usually fail due to wear of the conductive paths of the resistive plate and incorrectly selected spring force pressing the resistive plate to the connector contacts.

Often you come across defective sensors Russian production, they produce an unstable signal with a voltage of 0.25...0.7 V when the throttle valve is closed.

A sign of a faulty sensor is increased or floating idle speed. If the DPS fails, ESAU-D replaces it with a signal calculated from the crankshaft rotation speed and the mass air flow sensor signal. The malfunction is recorded in memory by the corresponding error code (P0122-P0123) and is indicated by the “Check Engine” lamp.

Coolant temperature sensor (DTOZH)

The temperature sensor is a thermistor with a negative resistance coefficient (R = 470 Ohm at 130°C and R > 100 kOhm at -40°C). The ESAU-D controller calculates the coolant temperature based on the voltage drop across the DTOZH, using its value in most engine control functions. If the DTOZH fails, ESAU-D calculates the temperature based on the engine operating time and the MAF readings. A DTO fault is recorded in memory by the corresponding error code (P0115, P0117, P0118) and is indicated by the “Check Engine” lamp. In table 7 shows data for checking the temperature sensor using a digital tester.

Knock sensor (DS)

The DD uses a sensitive piezoceramic element that generates alternating voltage during vibration. The amplitude and frequency of the signal depend on the level of detonation in the engine, which allows the ESAU-D controller to adjust the ignition timing accordingly to dampen the resulting detonation. You can check the DD using an oscilloscope: a properly working DD generates a sinusoidal signal with a duration of 4...6 ms and an amplitude of 2.5...3 V (detonation can be caused by sharply opening the throttle on a running internal combustion engine). A malfunction in the DD path is recorded in memory by the corresponding error code (P0327, P0328) and is indicated by the “Check Engine” lamp.

Oxygen concentration sensor

Modern injection systems come in two versions - with feedback and without her. Feedback assumes the presence of a DKK (lambda probe) in the exhaust pipe and a catalytic converter for exhaust gases. When the ratio of air and fuel in the air-fuel (AF) mixture is 14.7: 1 (this ratio is called stoichiometric), the catalytic converter most effectively reduces the amount of harmful substances (CO, CH, NOX) emitted with exhaust gases. To optimize the composition of exhaust gases in order to increase fuel efficiency and achieving the greatest efficiency of the neutralizer, closed-loop fuel supply control is used with feedback using a signal to the DCC. The oxygen concentration sensor, the sensitive element of which is located in the exhaust gas flow, generates a signal in the form of an abrupt change in voltage from 0.1 to 0.9 V (value 0.1 V - lean TV mixture; 0.9 V - rich TV mixture), with a transition through the average value of 0.45 V, when the TV mixture is stoichiometric. The ESAU-D controller, based on the data received from the DCC, changes the composition of the air-fuel mixture, maintaining it close to stoichiometric.

A serviceable DCC, heated to operating temperature (more than 300°C), generates a signal with a frequency of 1...5 Hz. A malfunction in the DCC path or a failure of the sensor itself is recorded in memory by the corresponding error code (P0130, P0132, P0134) and is indicated by the “Check Engine” lamp.

Vehicle speed sensor (VS)

The DSA consists of a stator with a Hall element and a rotor with a magnet. While the vehicle is moving, the DSA produces a signal with a frequency of 6 pulses per 1 m of movement. The ESAU-D controller determines the speed based on the DSA pulse repetition rate. A typical malfunction of the DSA is mechanical damage to the sensor, while the speedometer does not work and the “Check Engine” lamp lights up. One of the codes is stored in memory - P0500 or P0503. It should be noted that this failure does not affect the operation of the engine in any way, which is sometimes taken advantage of by unscrupulous owners by turning off the DSA in order to hide real mileage car. Using the example of operating a VAZ-21102 car, the average time between failures of a domestically produced DSA does not exceed 1.5...2 years (or 20...30 thousand kilometers).

Crankshaft position sensor (CPS)

On VAZ-2110, 2112 cars with distributed gasoline injection, the DPKV is controlled from a special disk (sensor rotor) with 60 teeth, which are placed in 6-degree increments. Two teeth are missing for synchronization. The start of the synchronization count for the ESAU-D controller is the first tooth after two missed ones, the crankshaft is in position 114 degrees before top dead points (TDC) of the 1st and 4th cylinders. The toothed disc is located on the pulley crankshaft to drive the generator, and the DPKV - on the oil pump cover. With a gap between the sensor core and the disk tooth of 1 ±0.4 mm and a frequency of 30 ±5 rpm, the minimum amplitude of the alternating voltage at the DPKV output must be at least 0.28 V. The resistance of a working sensor is 500...700 Ohms. There are cases of loss of contact in the connector and breakage of the supply wires. The supply wires are shielded to protect against interference; a break in the shield can also lead to failures in the DPKV path.

A malfunction in the DPKV path or a failure of the DPKV itself is recorded in memory by the corresponding error code (P0335, P0336) and indicated by the “Check Engine” lamp; the engine will not work.

Executive elements ESAU-D (VAZ)
Electric fuel pump (EPN)

The ESAU-D (VAZ) uses a turbine-type EBN (Fig. 9, 11).

The EBN is switched on by the controller via a relay. It is also possible to turn on the EBN through the diagnostic connector (by connecting pins G and H). The ESAU-D program ensures automatic shutdown of the EBN if, 2 seconds after turning on the ignition or starter, the engine crankshaft does not rotate. Samara cars are equipped with different instrument panels with fuel level indicators that differ from each other. In this regard, fuel level sensors (located on the gas pump monoblock) also exist in two versions:
21083 (with a high instrument panel), sensor resistance 0.25 Ohm - when the tank is empty and 20 kOhm - when the tank is full;
2112 (for cars with “torpedo” 2108, 2110 and 2115). The EBN assembled with the sensor for VAZ cars with a high panel have a yellow installation mark in the arrow area (when installing the EBN, the arrow should point backwards) and for a low panel - without a mark or with a black mark. The EBN themselves are the same, and if they are accidentally mixed up, the fuel level readings will be incorrect, but the engine will operate normally.

Fuel injectors

Fuel injectors (see Fig. 10, 11) are electromagnetic devices and are used to inject gasoline into the intake valves of the amount of fuel calculated by the ECM. The MP7.0 BOSCH controller uses an injector driver with a self-diagnosis function. It detects faults such as open circuits, short circuits to ground, or defects in the power supply of the injector control circuits. In this case, error codes P0201, P0202, P0203, P0204 are generated and the “Check Engine” lamp turns on. A malfunction of this nature can be easily diagnosed using a multimeter by checking the winding resistance of each injector (11...15 Ohms), the connecting harness - less than 1 Ohm.

Injectors from different manufacturers (BOSCH, GM or domestic) are interchangeable in terms of internal resistance and seating. It is better to change the injectors as a set, since their fuel sprayers are different. Injectors from Russian manufacturers and BOSCH are less susceptible to corrosion and, accordingly, last longer. Over time, hard tar deposits appear on the injector seats and at the ends of the shut-off elements, which is the main cause of injector failure. As a result, the following symptoms appear: difficult starting, unstable idling, failures during acceleration, increased consumption fuel, loss of power and engine tripping. Therefore, especially for engines with mileage of more than 100 thousand km, it is recommended to clean the injectors. Specialists from the Inomotor company carried out comparative analysis the effectiveness of various solvents and devices for cleaning injectors and came to the conclusion: all devices are similar in design, in their capabilities and differ only in price. But cleaning solvents have different effectiveness. The best solution was the solvent concentrate from the American company Carbol Clean. According to reviews from companies from Angarsk, Krasnodar, Moscow, Novosibirsk, Tolyatti, this concentrate is noticeably (on average 15...20%) more effective than others. Accordingly, its consumption is less and cleaning is faster.

Ignition module (IZ) with spark plugs

The ESAU-D (VAZ) ignition system uses an MZ, consisting of a 2-channel electronic switch and a pair of two-terminal ignition coils (see “Repair & Service” No. 6, 2003, Fig. 11 on p. 62). The ignition system provides detonation damping according to a special algorithm using DD. The ignition system has no moving parts and therefore requires no maintenance. In the event of a malfunction of any element of the MH, it is necessary to replace the entire assembly. Signs of a malfunction of the engine are varied: from interruptions in engine operation in certain modes to its stopping. The control lamp does not light up. To diagnose a malfunction in the ignition system, it is necessary to check the presence of power supply to the ignition system (pin “D” - +12 V power supply, pin “C” - common), the presence and serviceability of the connection between the controller and the ignition system (pin “B” MH - pin 1 controller and pin “A” MZ - pin 21 of the controller) and resistance high voltage wires(approximately 15,000 ohms).

The domestic MZ 42.3705 consists of two ignition coils with two high-voltage leads and a 2-channel switch, assembled in one monoblock and filled with compound (Fig. 12).

Until April 1999, modules were filled with silicone compound, which did not adhere well to the parts and was not flexible enough. When heated, the silicone peeled off from the body of the monoblock and moisture got into the cracks that formed, after which the module failed.

Since April 1999, polyurethane has been used instead of silicone compound. After this, the number of MOH failures decreased by 80%. MZ, produced by the Moscow plant MZATE-2 (formerly ATE-2), is used with BOSCH and January-5 controllers. This module is not suitable for control systems with GM and January-4 units.

The ignition system of the VAZ-2111 engine is equipped with A-17DVRM spark plugs (or an analogue) with a noise suppression resistor with a resistance of 4...10 kOhm and a copper core. The gap between the electrodes is 1.00...1.13 mm. The VAZ-2112 engine is equipped with AU-17DVRM spark plugs, which can also be used on the VAZ-2111 engine. Based on the operating experience of VAZ-21102 vehicles, the average time between failures of domestically produced spark plugs is 1-1.5 years (or 20-30 thousand kilometers).

Idle air control (IAC)

The IAC (Fig. 13) is installed in the bypass (bypass) air supply channel of the throttle pipe and regulates the crankshaft speed at idle when the throttle valve is closed (see diagram in Fig. 11), while it helps reduce toxicity exhaust gases. When braking by the engine, when the throttle closes sharply, the IAC increases the amount of air supplied bypassing the throttle, thereby ensuring a leaner mixture. This also reduces exhaust emissions.

It should be noted that improper engine idle operation is not always associated with IAC failure. Impaired engine idle speed can be caused by:
over-lean TV mixture;
over-enriched TV mixture;
defective throttle pipe;
malfunction crankcase ventilation systems;
clogged air filter;
air leaks in the intake manifold.

Only after eliminating all these problems should you deal with the IAC. Checking the IAC in the absence of a special tester is very problematic. The only thing that can be done is to ring the IAC windings for open circuits and short circuits (winding resistance should be 40...80 Ohms) and inspect it for obvious defects. Based on the operating experience of VAZ-21102 vehicles, the average time between failures of domestically produced IACs (2112-1148300-82) is 1.5-2 years (or 40...50 thousand kilometers). An IAC failure detected by the diagnostic system is recorded by error codes P0506, P0507 and the “Check Engine” lamp turning on.

Diagnostics ESAU-D (VAZ)
Self-diagnosis function

ESAU-D (VAZ), like the Motronic system, has a built-in self-diagnosis function, through which the ECU compares the signals generated by the sensors and the signals received by the actuators with the standard values ​​of these signals, which are stored in the permanent memory of the ECU . Detected faults and the corresponding operating parameters are entered into the controller’s memory. This data can be analyzed during Maintenance by using diagnostic equipment, connected to the standard diagnostic connector.

To promptly inform the driver about errors in the operation of the ESAU-D, the VAZ instrument cluster has a “Check Engine” warning lamp. If this error occurs in the system for a short time, and then does not appear for a long time, then after some time the lamp goes out (however, the diagnostic trouble code is stored in memory). If the error does not disappear, the lamp is constantly on, reminding you of the need to carry out diagnostics. Clearing the memory of recorded error codes is done either by disconnecting the controller from the power source for at least 10 s, or using special diagnostic equipment.

Diagnostic code (DC) of malfunction, code tables

AvtoVAZ strives to maintain compatibility of fault codes with the ODB-II (SAE/MFG) standard. Although not all codes are supported, their number is gradually growing.

The ODB-II error code format is as follows:
The first letter in the code means the vehicle system in which the malfunction occurred: B - Body (body), C - Chassis (chassis), P - Powertrain (power unit), U - Network (on-board network).
The first digit in the code indicates the author of the error: if “0”, then it is SAE (J2012); if "1", then it is MFG (a specific code that is required by the car manufacturer).
The second digit in the code means the subsystem and is deciphered as follows:
1 - engine fuel-air subsystem (Fuel and Air Metering);
2 - engine fuel-air subsystem (injection circuit) Fuel and Air Metering (Injector Circuit);
3 - ignition and failure subsystem (Ignition Systems or Misfire);
4 - auxiliary emission control subsystem (Auxiliary Emission Controls). Should appear in the VAZ ECU with the transition to Euro-3 emission standards;
5 - subsystem for regulating engine speed, speed and idle speed (Vehicle Speed ​​Control and Idle Control System);
6 - Computer Output Circuit;
7 - transmission.

The last two digits mean the fault code itself.
In table 8 shows diagnostic trouble codes that are supported in controllers
AvtoVAZ (codes used by the BOSCH MP7.0 controller are highlighted in bold).

Methods and practical techniques for reading diagnostic codes (DC)
Reading DC using the “Check Engine” lamp

This method is applicable to GM and January-4 controllers. BOSCH controllers can only be interrogated using diagnostic equipment.

In order to read fault codes using a warning lamp, it is necessary to close contacts A and B of the diagnostic connector (see Fig. 11) and turn on the ignition without starting the engine. At this point, the Check Engine light should flash code 12 three times in a row. The sequence of code indication is as follows: the lamp turns on, a short pause, two turns on in a row, a long pause, and so on two more times. Code 12 is not a fault code, it indicates that the self-diagnosis system is operational. If code 12 is not present, the self-diagnosis system is faulty.

After code 12 is issued, the Check Engine lamp will begin to display previously detected and stored in RAM fault codes in ascending order of their number. Each code is issued three times. And so on in a circle. If no faults are detected, only code 12 will be issued.

Reading DC using special diagnostic equipment

1. Tester DST-2 or a similar foreign-made tester.

The scanner-tester of the Samara NPP “New Technological Systems” DST-2 and its modifications, which appeared in 1995, provide ample opportunities for diagnosing ESAU-D (VAZ). In addition to monitoring the current parameters of the ESAU-D, checking sensors and actuators, scanner-testers of the DST family allow you to monitor and record the state of the ESAU-D over time, which helps in finding intermittent faults. The only drawback of the DST family of scanner testers is their high cost.

2. Trip computer(MK) with diagnostic function.
There are many variants of MK, however, only on-board computers of the Kursk OJSC "Schetmash" have an AVTO-VAZ certificate and are supplied to the assembly line for luxury vehicles. This is AMK-211000 for cars of the tenth series and AMK-211500 - for installation on all VAZ small cars. The existing MKs are not much inferior in their capabilities to scanner testers, for example, DST-4M, but the cost of these devices is even higher.

3. Personal computer with a special (software and hardware) communication interface.
This method of reading codes, both in terms of the cost of implementation and the diagnostic capabilities provided, is most applicable in “home” conditions. Indeed, diagnostic programs distributed free of charge on the Internet (the author used “Mytstr R12”) and adapters (see website http://www.autoelectric.ru/) provide ample opportunities for diagnosing ESAU-D (VAZ). The main advantage of a computer over a tester is the ease of saving test results. In order to save the results, just click on the “Record” button, set a file name and, if necessary, add a comment. In the future, it is enough to compare the obtained parameters with standard parameters working ESAU-D and draw the necessary conclusions.

Upon completion of the repair and to control the reappearance of the DC, it is necessary to clear the controller memory. There are two ways to erase fault codes from the ECU memory. Codes can be erased using diagnostic equipment, as well as if you disconnect the control unit from battery for 30 s.

General approach to troubleshooting in ESAU-D

The condition for the normal operation of all components of the ESAU-D is the working condition of all mechanical, pneumatic and hydraulic engine systems. Therefore, before starting diagnostics of ESAU-D, it is necessary to check:
operating condition of the cylinder-piston group (compression measured on a warm engine in all cylinders must be at least 10 kg/cm2);
tightness of the intake and exhaust manifolds;
correct installation of valve timing;
serviceability of the fuel system (normal pressure in fuel system should be 2.5...3.5 bar);
the state of the electrical supply (the voltage in the on-board network with the engine running should be 13.2...14.7 V and should not drop below 8 V during startup).

ESAU-D has a number of operating parameters, compliance with the standard value of which determines the performance of the system as a whole. They are checked using an oscilloscope, digital multimeter and strobe. Please note that checking some of the parameters is only possible with the engine running. Therefore, at the first stage of diagnosis, it is necessary to start the engine and correctly assess the condition of all components of the ESAU-D.

The ideal prerequisite for correct diagnosis of ESAU-D is the appearance of a diagnostic trouble code. Although the DC does not always accurately indicate the root cause of the malfunction. More often, the DC indicates the consequence of what happened. And only a detailed analysis and checking of the questioned parameters of the ESAU-D help to find the fault.

A large number of electronic devices in modern car requires the owner to have special knowledge and techniques in operation and maintenance. You need to know the following features of operating a car with ESAU-D in order to properly maintain and repair your car.

1. You can de-energize the ECU no earlier than 30 seconds after turning off the engine, otherwise the information from the RAM will be erased. In order to restore lost information, you need to start the engine and let it warm up to operating temperature. After starting the engine, the Check Engine indicator light will light for some time, which is not a malfunction.

2. For everyone injection engines VAZ after an unsuccessful start attempt (more often this happens at air temperatures below -25°C), the “flooded” spark plugs can be dried by turning on the purge mode. To do this, you need to smoothly press the gas pedal and turn on the starter for 5...10 seconds. For the ECU, such actions will be a signal to turn off the fuel supply.

3. All controllers are designed in such a way that at ambient temperatures up to +25°C they remain operational at a supply voltage of 18 V for two hours. At a voltage of 24 V, they are guaranteed to remain operational for at least five minutes. There have been no recorded cases of controller failure due to increased voltage in the on-board network, even in the event of a voltage regulator failure.

4. Car controllers of the “tenth” series are compatible with on-board computer 2111-3857010 (16.3857). The control units that are installed on the Samara-2 vehicle are compatible with the on-board computer 2114-3857010 (15.3857).

5. In order to block engine starting when installing a security alarm on injection engines of VAZ cars with controllers of the M1.5.4 or “January 5.1” type (inapplicability to MP7.0 is marked with *), it is permissible to “break” any of the following wires:
ignition module control;
fuel pump control;
injector control;*
wire connecting the 15th terminal of the controller (ignition signal to the engine management system) with the 18th terminal block;
“positive” or “mass” wire of the fuel pump relay;*
short to each other or short to ground the wires of the inductive sensor. In addition, you can short-circuit the wires (signal and power) of the throttle position sensor through a resistor rated 680 Ohm - 1 kOhm.*

If the conductors supplying the ignition module or injectors are broken, it is necessary to use circuit breakers that can withstand a current of at least 3 A, and the wires of the fuel pump power circuit - at least 10 A.

Troubleshooting using the example of a VAZ-2111 engine with a BOSCH MP7.0 H controller

It is first necessary to check the operating parameters of the ESAU-D, which can be measured with the engine not running (see Table 8).

To start the engine you must:
presence of fuel in the tank and a normally working fuel pump;
proper ignition;
so that the DPKV is in good working order;
so that the injectors work (failure of all injectors is unlikely);
so that the controller is in working order (although its breakdown, even for domestic cars, unlikely).

The electric fuel pump (EFP) is checked according to characteristic sound. Also, when the computer is turned on, gasoline pressure should appear in the fuel line (2.5...3 bar). After turning off the pump, the pressure in the system should not drop quickly. If it drops, then the fuel pressure regulator valve is most likely faulty. It can be turned off for a short time without completely clamping the tube (for example, with a suitable clamp) of the return gas line, thus creating the necessary pressure in the system. If the EBN is “silent”, check for the presence of +12 V on the pump block and further along the circuit (see Fig. 11).

Ignition can only be checked if the spark plugs are securely connected to ground, otherwise the control unit can easily be damaged. To diagnose a malfunction in the ignition system, it is necessary to check the presence of power supply to the MZ (pin D +12 V, pin C - common, see Fig. 11), the presence and serviceability of the connection between the controller and the MZ (lines B - pin 1 of the ECU and A - pin 21 ECU), check the resistance of the high-voltage wires (about 15 kOhm).

First, you should inspect the DPKV for damage to the wire and screen. DPKV is the only component in ESAU-D without which the engine will not operate. The resistance of a working sensor is 500-700 Ohms. The amplitude of the alternating voltage measured at the DPKV (pins 48, 49 of the ECU, see Fig. 11) when cranking the engine with the starter is 1...2 V. There are cases of loss of contact in the connector and breakage of the supply wires. The supply wires are shielded to protect against interference; a break in the shield can also lead to malfunctions in the operation of the MH. The crankshaft pulley design has a rubber damper; due to poor vulcanization, the rubber sometimes peels off from one of the pulley disks, and they become dislodged. As a result, the impulses to the injectors and ignition arrive at the wrong time. In this case the engine will also not work.

The electrical resistance of the injectors is checked with an ohmmeter. It should be 12...15 Ohms in each injector. The wire resistance in the connecting harness is less than 1 ohm.

The controller (ECU) is checked for the presence of power at the switchable and non-switchable inputs (pins 18 and 37, see Fig. 11). If there is no power, the main relay, fuse link and fuses X, Y and Z are checked.

If the engine does not start well in cold weather (at temperatures environment less than -20°C), you can crank the engine with the starter with the gas pedal pressed (in this case, no fuel will be supplied), which will allow the cylinders to bleed. Then, by releasing the pedal, you can try to start again. If this succeeds, then either the IAC or one of the sensors is faulty (most likely the DTOZH). But the cause of poor starting may also be low fuel pressure due to a malfunction of the fuel pump or fuel pressure regulator valve.

The throttle position sensor (TPS) can also prevent starting. If the voltage on it is about 3.4 V, then it will probably not start. It can be turned off or bypassed, providing a voltage of 0.1...0.2 V.

In some cases, an emergency option for starting the engine is possible, when all sensors except the DPKV are disconnected from the ECU and the attempt to start is repeated. In this case, the engine can start if the initial position of the gas pedal is determined experimentally.

If it starts, then it is now necessary to check the parameters of the ESAU-D and its elements (see Table 9).

Using diagnostic codes (DC) when troubleshooting ESAU-D

After starting and warming up the engine, read diagnostic trouble codes using any of the available methods, after first checking the functionality of the diagnostic circuit. How to do this is described in the operating instructions for the specific tester. If this is a scanner-tester or an IBM PC-software tester, then it is possible to check the entire ESAU-D periphery (actuators and sensors) and conduct various dynamic tests. The resulting DCs must be analyzed in order to establish the cause-and-effect relationship of what is happening in the ESAU-D.

Before checking, the following conditions must be met:
the engine is warmed up to operating temperature;
the engine runs at low idle speed;
diagnostic contact is not shorted to ground;
the DST-2 (or similar) device is not connected;
air conditioning (if equipped) is turned off;
negative clamp digital voltmeter securely connected to ground.

In table 10 shows diagnostic codes, possible faulty electrical circuits, as well as additional manifestations of identified faults.

In the columns "voltage" and " possible signs circuit malfunction" in this table the following designations are used:
(1) - below 0.1 V during the first two seconds after turning on the ignition without cranking the engine;
(2) - below 1 V or above 10 V depending on the position of the drive wheels standing car. When driving, the voltage varies depending on the speed;
(3) - varies depending on temperature;
(4) - varies depending on the vibration level of that part of the engine on which the knock sensor (DS) is installed;
(5) - varies depending on the engine speed;
(6) - voltage on the battery (B+) when the engine is warm;
(7) - break;
(8) - open circuit/short circuit;
(9) - the circuit is shorted to ground;
(10) - the circuit is closed to +12 V;
(11) - varies in the range from battery voltage to voltage less than 1 V, depending on the duty cycle of the pulses;
(12) - when the relay is on, less than 0.1 V, and when the relay is off - equal to the battery voltage;
(13) - when the control lamp is on, the voltage is less than 0.5 V, when it is off, the battery voltage appears on the contact;
(14) - decreases with increasing duration and frequency of injection pulses;
(B+) - must be equal to the battery voltage.

The color of the wire (2nd column), designated P (purple), corresponds to the designation KR (red).

The concept of hidden faults of ESAU-D

Some ESAU-D malfunctions may be implicit or hidden. This may be due, for example, to a short-term change in the characteristics of the ESAU-D components, which leads to errors in the system. Some motor testers have a special mode that allows you to record changes in ESAU-D parameters over a certain period of time to clarify the source of the “floating” fault. In DST-2, for example, this mode is called “data collection”.

In table 11 shows the parameters of ESAU-D (VAZ) with a BOSCH MP7.0 controller (removed using DST-2), which can be used for diagnostics in the absence of a DC malfunction.

No. 6 “Repair & Service” June 2003

Electrical repair

We will tell and show the self-diagnosis mode of the instrument panel of the VAZ 2110 2112 2111, we will decipher the error codes of the VDO panel. In order to start the self-diagnosis mode of the instrument panel, you need to turn the key in the ignition and simultaneously hold down the daily mileage reset button. When the mode is turned on, all the arrows must reach “the end” and return back, in this way you can check the functionality of all sensors, instruments, light bulbs, and the arrows themselves. Then we press the mileage reset button once again, the firmware version will be written in the information window, in our case it is 1.1, we press our button again and see the error codes. To reset errors, press the button and hold for a while:

The number “0” that appears on the screen indicates that all errors have been reset. We repeat the entire procedure again from the very beginning to make sure that we have no errors.

Decoding VDO error codes:

0 means there are no errors at all.
1 microprocessor is faulty.
4 means that the on-board supply voltage has increased above 16 Volts
8 error, on the contrary, shows low voltage, less than 8 volts.
The following errors may appear: 6, 10, 12, 14 - they mean several malfunctions at the same time, i.e. are summed up, 6 (this is 2+4), etc.

To be honest, these readings are of little use; the simplest diagnostic device will show much more and in all details. Additional on-board computer It also displays all the main errors, we take readings from all systems.

Video of the self-diagnosis mode of the instrument panel VAZ 2110 2112 2111:

Almost every owner of a 16-valve VAZ-2112 was faced with the fact that. They indicate malfunctions in the operation of the engine system and other important components. The first sign that a malfunction has occurred is the appearance of dashboard Check Engine indicator. But not all motorists know what this means. Therefore, it is necessary to connect to the computer and determine what error and malfunction is in the system.

Video about self-diagnosis through the tidy (instrument panel) on a VAZ-2112

Error codes

0117 Low level coolant temperature sensor signal
0118 High signal level of the coolant temperature sensor
0122 Low signal level of the throttle position sensor
0123 Throttle position sensor signal high
0130 1
0131 Low signal level of oxygen sensor 1
0132 High signal level 1
0133 Slow response of oxygen sensor 1
0134 No signal from oxygen sensor 1
0135 Oxygen sensor 1 heater fault
0136 Oxygen sensor 2 short to ground
0137 Low signal level of oxygen sensor 2
0138 High signal level of oxygen sensor 2
0140 Oxygen sensor 2 break
0141 Oxygen sensor 2 heater fault
0171 Mixture too lean
0172 Mixture too rich
0201 Injector 1 control circuit open
0202 Open injector 2 control circuit
0203 Open injector 3 control circuit
0204 Open injector 4 control circuit
0261 Short to ground injector 1 circuit
0264 Short to ground injector 2 circuit
0267 Short to ground in injector 3 circuit
0270 Short to ground in injector 4 circuit
0262 Short circuit to +12V injector 1 circuit
0265 Short to +12V injector 2 circuit
0268 Short to +12V injector 3 circuit
0271 Short circuit to +12V injector 4 circuit
0300 Many misfires
0301 Misfire in cylinder 1
0302 Misfire in cylinder 2
0303 Misfire in cylinder 3
0304 Misfire in cylinder 4
0325 Open circuit of the knock sensor
0327 Low signal level of the knock sensor
0328 High signal level of the knock sensor
0335 Incorrect crankshaft position sensor signal
0336 Crankshaft position sensor signal error
0340 Phase sensor error
0342 Low phase sensor signal
0343 Phase sensor signal high
0422 Low neutralizer efficiency
0443 Canister purge valve circuit malfunction
0444 Short circuit or break in the adsorber purge valve
0445 Short to ground of the canister purge valve
0480 Cooling fan 1 circuit malfunction
0500 Invalid speed sensor signal
0501 Invalid speed sensor signal
0503 Speed ​​sensor signal interruption
0505 Idle air control error
0506 Low RPM idle move
0507 High speed idle move
0560 Incorrect on-board voltage
0562 Low voltage on-board network
0563 High voltage on-board network
0601 ROM error
0603 External RAM error
0604 Internal RAM error
0607 Detonation channel malfunction
1102 Oxygen sensor heater resistance low
1115 Faulty oxygen sensor heating circuit
1123 Rich mixture in idle mode
1124 Lean mixture at idle
1127 Rich mixture in Partial Load mode
1128 Lean mixture in Partial Load mode
1135 Oxygen sensor heater circuit 1 open, short circuit
1136 Rich mixture in Light Load mode
1137 Lean mixture in Low Load mode
1140 Measured load differs from calculation
1171 Low level CO potentiometer
1172 High level CO potentiometer
1386 Detonation channel test error
1410 Canister purge valve control circuit short circuit to +12V
1425 Canister purge valve control circuit short circuit to ground
1426 Canister purge valve control circuit open
1500 Open circuit control
1501 Short circuit to ground of the fuel pump relay control circuit
1502 Short circuit to +12V fuel pump relay control circuit
1509 Overload of the idle speed regulator control circuit
1513 Idle air control circuit short circuit to ground
1514 Idle air control circuit short circuit to +12V, open
1541 Fuel pump relay control circuit open
1570 Invalid APS signal
1600 No connection with APS
1602 Loss of on-board voltage to the ECU
1603 EEPROM error
1606 Sensor rough road wrong signal
1616 Rough road sensor low signal
1612 ECU reset error
1617 Rough road sensor high signal
1620 EPROM error
1621 RAM error
1622 EEPROM error
1640 EEPROM Test Error
1689 Invalid error codes
0337 Crankshaft position sensor, short to ground
0338 Crankshaft position sensor, open circuit
0441 Air flow through the valve is incorrect
0481 Cooling fan 2 circuit malfunction
0615 break
0616 Starter relay circuit short circuit to ground
0617 Starter relay circuit short circuit to +12V
1141 Faulty oxygen sensor heater 1 after the converter
230 Fuel pump relay circuit malfunction
263 Injector driver fault 1
266 Faulty injector driver 2
269 ​​Injector 3 driver fault
272 Faulty injector driver 4
650 Check Engine Lamp Circuit Malfunction

VAZ-2112 diagram

How to read errors?

In order to read errors, you need to connect a laptop or tablet PC to the car via a special K-line cable. Let's look at what tools will be needed to connect the car to the computer and determine error codes:

In order to connect, you need to find a connector for the cable. It is located under the steering column. Now you need to connect the cable itself and then the USB connector. The following programs are considered optimal for use: VAG-COM USB KKL adapter; VAZ diagnostic program for models, Priora, Kalina, Grant; USB driver Autocom cdp pro cars USB; ScanMaster 2.1 in Russian for ELM327.

Car diagnostics using a laptop

Troubleshooting and reset

Eliminating ECU errors is quite simple. In the reading program, you need to find the desired fault and decipher it. Then, it is recommended to fix the problem that caused the error. The last step is reset. It can be found in program tools or actions.

Many car enthusiasts make a mistake when working with software, because they “reset” not the errors themselves, but the entire software, thus leaving only the car software shell. After such actions, usually, the car may not start and software adjustment of the equipment or replacement of the entire software as a whole is required. Therefore, in this case, it is recommended to contact a car service, where they will do everything correctly.

conclusions

Errors electronic unit control problems on the 16-valve VAZ-2112 engine occur quite often. Typically, they are accompanied by a “Check Engine” indicator or a malfunction of one of the systems. So, eliminating errors with your own hands does not always end well, so you should be quite careful when performing the operation. If you are not sure that everything will go smoothly, it is recommended to contact a car service to avoid breakdowns.

VAZ 2110 error codes are presented numerically on the display, and they are transmitted from phase sensors to the on-board computer. This is convenient, but a novice driver will not understand much and will not be able to figure out how to use this equipment. But you need to know and be able to do this, since the system, thanks to the built-in self-diagnosis function, will help early stages identify the malfunction, which means it is possible to eliminate it in a timely manner.

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Diagnostics

There are two ways to diagnose the condition of car systems. Let's start with the first one, which does not involve the use additional equipment.

To start the self-diagnosis function, you need to press a button that resets the mileage for the day. Turn on the ignition. You will see how the arrows on the instruments begin to move from one position to another. This means that the diagnostics of the VAZ 2110 has been launched and information has begun to flow from the phase sensors to the ECU. After the process is completed, the RAM will transmit numbers to the display that will show the state of the car’s systems.

VAZ 2110 car

Decoding combinations

When the self-diagnosis is completed and the number 0 is displayed, this means that the vehicle everything is in order and all systems work as expected:

• if 1 is displayed, this indicates that there are problems with the microprocessor or the RAM is failing;
• 4 -high voltage in the network, more than 16 V;
• if 8, then low.

If there is not one fault, but several, then a figure equal to the sum of faults will be displayed. If 6 lights up, then this will mean the sum of the numbers 2 and 4. If 14, then most likely there are three malfunctions at once, namely 2, 4 and 8.

The most simple diagnostics, which is available to the driver without the use of additional equipment. It will, of course, help identify some faults, as well as show the condition of the components and systems of the VAZ 2110 as a whole. But to specifically identify all faults and decipher information coming from phase sensors, additional tools are needed. For example, which provides more data.

Daily mileage reset button

Diagnostics using additional tools

To diagnose cars, including the VAZ 2110, various equipment is used, which is connected to a special connector. Thanks to this equipment, which is not particularly complicated or expensive, you can get a complete picture of the condition of the car.

The service station uses a personal computer to which data from phase sensors is transmitted via a special cable.

Adapter for car diagnostics

Bluetooth devices have appeared on the market that allow diagnostics using a smartphone, tablet or laptop.

They work according to the scheme. The device is connected to the connector, the ignition is turned on and the diagnostic process begins. The data comes from phase sensors to the ECU. From it to a mobile device on which specialized software must first be installed.

This makes it possible not only to obtain more data, but also to present it in a more visual form. This method allows a driver, even with little experience in operating a car (in our case, a VAZ 2110), to obtain all the data about his car.

But most drivers prefer to carry out diagnostics at a service station. So that you are aware of the data that the on-board computer produces through RAM from the phase sensors, we will present the transcripts of common errors.

Decoding combinations

If problems arise with electrical equipment, they must be corrected immediately. Error code 1602 will indicate that not everything is in order in this matter.

Sometimes error 1602 can simply be reset and does not appear in the future. Socialists call such data “good.”

Error 1602 sometimes appears if:

• the battery was disconnected for some time;
• there was a voltage surge when starting the engine, for example, in cold weather.

But if error code 1602 appears all the time, you need to check the entire network. Perhaps there is a break. If error code 1602 constantly appears, you can try cleaning the battery terminals. Check if they are securely fastened. Didn't help, error 1602 still appears? Check the circuit. You need to start from the positive terminal of the battery. Start with the electrical fuse and fuse link.

TPDZ. Sometimes it happens that the cause of error code 1602 is an alarm that can block the controller circuit and affect the readings of the phase sensors. In such a situation, you need to file a claim with the company that handled the

• low air consumption, which depends on the speed of rotation of the crankshaft;
• how open the throttle is;
• Several cycles have passed since the problem appeared.

If the error appears periodically, then you need to:

• check the condition of the air barrier;
• fastening the wiring block to the ECU;
• check IAC;
• clean the throttle pipe.

Another error that may occur is 0300. 0300 appears in cases where the RAM detects frequent misfires.

If error code 0300 is displayed constantly, then you need to check the following components:

• spark plug;
• nozzles;
• ignition system;
• increased or decreased compression levels may be the cause of code 0300;
• Also, code 0300 may appear in case of wiring failure.

You cannot ignore the appearance of error 0300. In the future, this may lead to deterioration in the performance of other nodes.

It is not difficult to master car diagnostics, in particular the VAZ 2110. It will extend the service life due to timely detection of faults detected by phase sensors.

Modern cars are abundantly filled with all kinds of electronics. Because holding computer diagnostics has become quite commonplace when repairing a car.

VAZ 2110 cars with injection engines are no exception, which can be checked using computers, special adapters and software even with your own hands.

Why is diagnostics needed?

Let's first figure out why we need to diagnose faults and whether this is required specifically for your car.

The main advantage of diagnostics is the ability to save money, time and modern nerves. If the car begins to behave inappropriately, some extraneous sounds, the stable operation of the engine is disrupted, then there are two options:

1. To study all systems manually by dismantling and testing would waste a lot of time and nerves. The probability of finding the cause of the breakdown is far from 100%.
2. Conduct computer diagnostics yourself by connecting a special adapter or cable to the computer. The program will scan the car and be able to issue the appropriate error codes. After studying our material with error codes, you can easily find the reason why the car began to behave abnormally.

Is it worth going to a service station?

The quality of diagnostics at service stations is often not much different from self-check. Having an adapter and cable to connect the device allows you to deal with the problems of your own car without outside interference.

By contacting a service station, they can diagnose you with the same equipment, but they will only ask you for a decent amount of money. If you do not control the progress of the check yourself, technicians may claim to have found other errors that in reality do not exist.

The result of visiting a dubious service station for diagnostic purposes can be serious financial costs and a long absence of the car at your disposal.

The only option when it is worth contacting a car service center is the lack of diagnostic equipment and the presence of good friends among car mechanics.

What is needed for work

If you decide to diagnose faults in your VAZ 2110 yourself, then you will need several basic things for this work.

Device	Peculiarities
	This is a kind of microcircuit enclosed in a housing. It allows you to connect the “brains” of your car with a computer and display the relevant information on the screen of a laptop or tablet.
	Used to connect the adapter to the car and computer. Usually comes with an adapter
Computer	When choosing a computer, rely on what you have - a desktop PC, a tablet, a laptop. A laptop computer is better, since connecting a car to a stationary PC is difficult. Cables longer than 5 m are not suitable for diagnostics, so keep this in mind when connecting to a PC
	The necessary software can be found on the Internet, or you can take the software provided with the adapter. There are no problems with finding software today.

When choosing an adapter and cable, take into account the characteristics of your vehicle. Not all adapters are universal. For the VAZ 2110, an example of an excellent adapter is the ELM327. We'll talk about it later.

How it works?

Now let’s figure out how it all works together and how you can diagnose the car yourself.

1. The diagnostic program sends signals via the COM port through the adapter to the vehicle controller.
2. The controller sends information in response.
3. The program processes the received data, producing the corresponding result on your computer screen.
4. Data exchange is carried out according to the appropriate protocol. Depending on the car manufacturer, the protocol may be different and have its own characteristics.
5. To simplify diagnostics, many manufacturers use the universal ODB II protocol. Its capabilities are limited and not adapted for all cars. It is ideal for the VAZ 2110 model, since the top ten does not have an increased amount of electronics, unlike more modern cars.
6. In the case of the VAZ 2110, the program on the computer screen will display the result in the form of error codes. It is enough to open the material where we described the error codes for the VAZ 2110 to understand what kind of breakdown has occurred to your car. Next, appropriate actions are taken to eliminate them.

A significant advantage of diagnostics is the fact that after it you know exactly what kind of malfunction you are dealing with. You don't have to go through half the car to find the source of the problem.

Types of diagnostics

Computer diagnostics of a car can be divided into three main types, one of which is not directly related to the VAZ 2110.

1. Checking the suspension. It must be carried out if the rubber begins to wear unevenly or if extraneous sounds are heard when moving. Diagnostics will allow you to determine the reasons for the drift of the rear and front axles, which you may notice when entering turns at speed.
2. Engine check. The main share of diagnostic activities falls on power units. The computer and adapter will help you if you experience instability idle speed, the car is difficult to start, fuel consumption increases, power decreases, etc.
3. Automatic transmission check. Since the VAZ 2110 is not equipped automatic transmission transmissions, there is no point in diagnosing it.

Connectors

You have decided to carry out diagnostics. But what and where to connect?

On the VAZ 2110, the connector for computer diagnostics (CD) is located at the bottom of the steering column to the right of the driver. The connector is called OBD. This information makes finding the right adapter much easier.

To carry out the test, you should perform the following sequence of operations:

• An adapter is inserted into the OBD connector near the steering column;
• The computer must already be turned on;
• When the block is connected to the adapter, you need to turn on the ignition. Without power, the program will not be able to work and read data;
• Next, we connect the program with which testing is carried out;
• If all elements are operational, the car’s electronics will be displayed on the computer monitor;
• Start checking.

Pinout

Since for testing we need a diagnostic block, that is, OBD, it would not be amiss to learn about the features of its pinout. This way you can easily figure out how to connect:

• Contact A - is responsible for connecting the ground;
• Contact B - required to connect L-Line. Please note that not all vehicles have this contact;
• Contact M - used to connect K-Line;
• Contact H - power supply +12V;
• Contact G - controls the operation of the fuel pump.

Separately, we will introduce you to the ELM327 adapter, with the help of which many VAZ 2110 owners perform full diagnostics on their own.

ELM327 is one of the latest OBD developments. This scanner is used to check cars using a computer. The key advantage is that the device supports all known OBD protocols and interacts with many diagnostic programs. A USB cable is used to connect the device to a computer.

The software for the ELM327 is mostly free, although some software is available only for a fee.

The adapter can work on computers with different OS. Namely:

• Windows;
• MacOS;
• Linux;
• PalmOS;

The full capabilities of the scanner can only be fully realized through properly selected software. For self-diagnosis Transmission and engine scanning software is available free of charge. Commercial versions of the programs allow you to additionally check other components of the car.

Key Features

Let's take a look at the capabilities that the ELM327 chip provides:

• Reads error codes and vehicle malfunctions;
• Displays codes and their descriptions;
• Exports data for printing, if necessary;
• Removes error codes;
• Displays data in metric and US measurement systems;
• Records, saves data, builds graphs;
• It has an acceleration counter from 0 to 100 km/h, which allows diagnostics on the go.

Many vehicle operating parameters must be checked while driving. Not all adapters are suitable for this, so it is important to choose equipment that suits your requirements.

Equipment

By purchasing this adapter, you get:

• High precision adapter based on ELM327 processor;
• OBDII cable;
• Cable for connecting to a computer;
• Disc with free software.

It is not necessary to have a powerful computer to operate the adapter and receive information. The parameters of the simplest laptops are quite enough to diagnose the VAZ 2110.

Self-diagnosis allows you to save a lot of money, get objective information about the condition of your car, and also save yourself from unnecessary financial costs that will certainly appear when you go to a service station.