The fuel consumption is used to help getting an accurate presentation of the fuel level in the fuel tank and to calculate average fuel consumption in SID. Turbo boost pressure Basic charging pressure Basic charging pressure is fundamental for Automatic Performance Control (APC). Basic charging pressure is mechanically adjusted on the actuators pushrod between the actuator and the waste gate. At to low basic charging pressure the engine doesn’t revs up as expected when the throttle is opened quickly. At to high basic charging pressure a negative adaptation occurs and maximum charging pressure cannot be achieved. In addition there is a substantial risk of engine damage since the charging pressure can’t be lowered enough when regulating with attention to pre ignition/pinging. Basic charging pressure shall be 0,40 ±0,03 bar (5,80 ±0,43 PSI). After adjustment the push rod must have at least two turns (2 mm) pre tension when connecting to the waste gate lever. The purpose with that is to make sure that the waste gate is held close when not affected. On new turbo chargers the basic charging pressure tends to be near or spot on the upper tolerance when the pre tension is two turns. The pre tension may never be lesser than two turns (2 mm). When checking the basic charging pressure it shall be noted that the pressure decreases at high RPM and increases at low outside temperatures. Charging pressure regulation Charging pressure regulation utilises a two coiled three way solenoid valve pneumatically connected with hoses to the turbo charger’s waste gate, the turbo chargers outlet and the compressor’s inlet. The solenoid valve is electrically supplied from +54 via fuse 13 and is controlled by the ECU via its pin 26 and pin 2. The control voltage is pulse width modulated (PWM) at 90 Hz below 2500 RPM and 70 Hz above 2500 RPM. The rationale for this change is to avoid resonance phenomena in the pneumatic hoses. By grounding pin2 longer than pin 26 the charging pressure is decreased and vice verse, when pin 26 is grounded longer than pin 2 the charging pressure is increased. To be able to regulate the charging pressure the ECU must at first calculate a requested pressure, a pressure value that the system must strive for. This is done by taking a pre programmed value (matrix of values established in respect of RPM and throttle opening). At WOT the