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I'm looking for an OBD2 that offer bi-directional functions and is able to diagnose transmission and do break bleed. Thanks for the feedback, I'm a DIY and don't want to break the bank looking to spend between $200 to $250

My 2013 C-Max SEL with appx. 43,000 mi. on it just lit up its check engine light. Specifically, I had driven about 40 miles at highway speed and stopped to get gas. I filled up and when I restarted the car, the CEL illuminated. I ran my OBD2 reader on it and it showed "P060A" as the fault code. I continued to drive the car and the following day the CEL went off. It hasn't returned so far after another 100 miles or so. I understand that P060A means "Internal Control Module Monitoring Processor Performance" but beyond that I have no idea what this could be about. Any insight into what I should do would be appreciated. Worth taking it into the dealer now that the CEL is off? It is out of warranty at this point.

With detailed data from OBDII (see this post) I've started thinking about ways to track the health of our HV batteries. But first, some of the data available from the Battery Energy Control Module (BECM) is: Battery Age: Mine is 23 months - sounds right for car built in April 2013.Battery voltage: Runs about 282V. A 5 minute run gave min/max of 264V/303V.Battery Current: Varied from -114 amps (charge) to 94 amps (discharge). Limits (see below) should be about +/-120 amps.Battery Temperature: My 5 minute run had values from 62 to 66F (mid 30s OAT).State of Charge (SOC): Both actual and displayed values in %. Fitting a straight line to the data gives: Actual SOC = 0.38545*(Displayed SOC) + 26.4%Charge Limit: Reads a constant 35000 watts. At 282 volts that's 124 amps.Average Cell Voltage: My min/average/max for this PID was 3.48/3.71/3.99 voltsMinimum Cell Voltage: My min/average/max for this PID was 3.44/3.70/3.97 voltsBattery Cell Variation: My min/average/max for this PID was 0.00/0.02/0.07 volts. On a statistical basis the % of times each value was registered was: 0.00=0.3% 0.01=58.8% 0.02=24.3% 0.03=10.1% 0.04=6.0% 0.05=0.4% 0.06=0.1% 0.07=0.02% (only once!)SOC Module Variation: Reads a constant 1.62% - not sure what this means. Will it go up?In Car Temp: Mine read 52 or 54 F the whole time (we Virginians are tough!). Of course this is probably the inlet cooling air, so with 30s outside and recirc heat likely on up front, the air reaching the battery could well be that cool (but then we don't sound so tough).Fan Speed: Read 0 during this run - I guess the HVB wasn't warm enough.So back to health, here are some possibilities. Battery Cell Variation: With age, this might go up. Right now I have a maximum of 0.07 volts. You must be careful though because the maximum values appear to depend on the maximum current. Will try and set up a "standardized" test where the battery is run through heavy charge/discharge cycles of, say, +/-100 to 120 amps. Battery Cell Average & Minimum Voltage: Might be useful but the above "variation" may be enough of an indicator. Battery Resistance: This value must be calculated. Using the average pack voltage, voltage variation with charge/discharge and battery current, the resistance of my battery appears to be about 0.10 to 0.15 ohms. Again the above test should give a more consistent value. Resistance may vary with SOC and temperature and is expected (?) to go up with time. Battery Age: For reference Total Miles: For reference (and maybe lifetime EV miles as well)Sure wish I had numbers from when The Enterprise was new - and from other cars out there!

I finally spent some time figuring out how to read signed-integer values in the EngineLink ODB-II reader app for the iPhone/iPad/iOS. The values that come over the bus are 2s-compliment signed integers, but EngineLink uses the (open source but unmaintained) GCMathParser library for its formula evaluations. It doesn't have any concept for treating values as signed, and EngineLink doesn't seem to have the chops to modify it or to pre-process any (signed) evaluations. Someone (who? I can't find the post anymore!) somewhat recently posted a link to http://i-fix.us/Torque-Pro-Settings-for-Ford-Fusion-and-C-MAX-Energi.php, which provided a bunch of interesting PIDs I'd never seen before (specifically, the gen/motor torque and speed PIDs). That finally gave me the motivation to look at this some more. I played with different ways to use the mod function, which seemed the most relevant function they provide. Suppose u(x) is the equation for the unsigned value of the 16-bit 2s-compement signed x. Then, u(x)%2^15 - x yields a function whose value is -(2^15) where X < 0, and 0 where x > 0. With that, you can subtract that offset function from the unsigned value, and the result is equal to the signed value. That simplifies to Value = 2*(Unsigned%MaxSigned) - Unsigned. To clarify visually, in the chart below, red indicates the unsigned value of the signed integer X; blue the offset you add twice to X, and green the desired value. That let me convert the formulas that use signed values to work in Enginelink, including the long-sought HV Battery Current. I have loaded these into EngineLink and taken some test drives, and the values all seem reasonable and seem to match my understanding of how the powersplit transmission works. (The min/max values seem to be off, though - I'll have to update those based on data I collect). ModeAndPID,Name,Min,Max,Unit,Formula,Header 22480B,Hv Current,-110,110,amps,(2*((A*256+B)%32768)-(A*256+B))/50,0 221e2c,Motor Speed,-10000,10000,RPM,(2*((A*256+B)%32768)-(A*256+B)),0 22481b,Motor Torque Command,-500,500,Nm,(2*((A*256+B)%32768)-(A*256+B))/10,0 22481c,Motor Torque from AC Source,-500,500,Nm,(2*((A*256+B)%32768)-(A*256+B))/10,0 224821,Generator Speed,-10000,10000,RPM,(2*((A*256+B)%32768)-(A*256+B)),0 224819,Generator Torque Command,-500,500,Nm,(2*((A*256+B)%32768)-(A*256+B))/10,0 22481a,Generator Torque from AC Source,-500,500,Nm,(2*((A*256+B)%32768)-(A*256+B))/10,0 If there's anyone else out there using EngineLink, I hope that's useful!