diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml index b02e271f..e1bb2981 100644 --- a/ecu_defs/ecu_defs.xml +++ b/ecu_defs/ecu_defs.xml @@ -150,7 +150,7 @@ Vehicle speed at which by gear compensations are disabled. - +
@@ -161,7 +161,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -172,7 +172,7 @@ These are the maximum values for wastegate duty (automatic transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -183,7 +183,7 @@ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -194,7 +194,7 @@ These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -328,7 +328,7 @@ Percent change of wastegate duty cycles based on transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th.
- +
@@ -339,7 +339,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -350,7 +350,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -361,7 +361,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -372,7 +372,7 @@ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -383,7 +383,7 @@ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -523,7 +523,7 @@ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter.
- +
@@ -534,7 +534,7 @@ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map.
- +
@@ -545,7 +545,7 @@ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map.
- +
@@ -1132,7 +1132,7 @@ Target AFR during closed loop cruise conditions.
- +
@@ -11132,7 +11132,7 @@ Percent change of target boost at different atmospheric pressures.
- +
@@ -11143,7 +11143,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11154,7 +11154,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11165,7 +11165,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11176,7 +11176,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11187,7 +11187,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11198,7 +11198,7 @@ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11209,7 +11209,7 @@ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles.
- +
@@ -11338,7 +11338,7 @@ The percent change of wastegate duties at different atmospheric pressures.
- +
@@ -11349,7 +11349,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11360,7 +11360,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11371,7 +11371,7 @@ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11382,7 +11382,7 @@ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11393,7 +11393,7 @@ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11404,7 +11404,7 @@ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR.
- +
@@ -11415,7 +11415,7 @@
- +
@@ -11426,7 +11426,7 @@
- +
@@ -11575,7 +11575,7 @@ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter.
- +
@@ -11586,7 +11586,7 @@ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing.
- +
@@ -11597,7 +11597,7 @@ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing.
- +
@@ -11608,7 +11608,7 @@ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing.
- +
diff --git a/logger.xml b/logger.xml index a3ccf462..a14c7e11 100644 --- a/logger.xml +++ b/logger.xml @@ -68,15 +68,15 @@
0x000010
- - + +
0x000011
- + @@ -91,35 +91,35 @@
0x000013
- +
0x000015
- +
0x000016
- +
0x000018
- +
0x00001A
- + @@ -168,7 +168,7 @@
0x000022
- + @@ -207,21 +207,21 @@
0x000027
- +
0x000028
- +
0x000029
- + @@ -236,84 +236,84 @@
0x00002B
- +
0x00002C
- +
0x00002D
- +
0x00002E
- +
0x000030
- +
0x000031
- +
0x000032
- +
0x000033
- +
0x000034
- +
0x000035
- +
0x000036
- +
0x000037
- + @@ -334,70 +334,70 @@
0x00003A
- +
0x00003B
- +
0x00003C
- +
0x00003D
- +
0x00003E
- +
0x00003F
- +
0x000040
- +
0x000041
- +
0x000042
- +
0x000043
- + @@ -441,14 +441,14 @@
0x000053
- +
0x000054
- + @@ -469,14 +469,14 @@
0x0000D0
- +
0x0000D1
- + @@ -511,7 +511,7 @@
0x0000FA
- + @@ -525,28 +525,28 @@
0x000100
- +
0x000101
- +
0x000102
- +
0x000103
- + @@ -561,7 +561,9 @@
0x000105
- + + + @@ -576,7 +578,7 @@
0x000108
- + @@ -598,42 +600,42 @@
0x000118
- +
0x000119
- +
0x00011A
- +
0x00011B
- +
0x00011C
- +
0x00011D
- + @@ -643,14 +645,14 @@
0x020C60
- +
0x020C61
- + @@ -658,7 +660,7 @@ desc="Ignition learnt over a period of time. The ECU adds a bit to the knock correction if the car is working well with already high ignition correction values.">
0x020C65
- + --> @@ -674,9 +676,9 @@ - - - + + + @@ -796,39 +798,265 @@ - -
0x020124
- +
0x020118
 +
0x020118
 +
0x020118
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020118
 +
0x020118
 +
0x020118
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020124
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020124
 +
0x020124
 +
0x020120
 +
0x020124
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020120
 +
0x020124
 +
0x020120
 +
0x020124
 +
0x020124
 +
0x020168
 +
0x020156
 +
0x020168
 +
0x020120
 +
0x020120
 - -
0x0200D8
- +
0x021847
 +
0x021847
 +
0x021847
 +
0x0219BD
 +
0x0219BD
 +
0x0219BD
 +
0x0219BD
 +
0x0219BD
 +
0x021975
 +
0x021975
 +
0x021975
 +
0x021975
 +
0x021975
 +
0x021847
 +
0x021847
 +
0x021847
 +
0x02009A
 +
0x02009A
 +
0x02009A
 +
0x0200B4
 +
0x02009A
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200B4
 +
0x0200B4
 +
0x0200EE
 +
0x0200B4
 +
0x0200BE
 +
0x0200BE
 +
0x0200BE
 +
0x0200BE
 +
0x0200EE
 +
0x0200EE
 +
0x0200EE
 +
0x0200F2
 +
0x0200F4
 +
0x0200D8
 +
0x0200EE
 +
0x0200D8
 +
0x0200D8
 +
0x0200F4
 +
0x0200F4
 +
0x0200F4
 +
0x0200F2
 +
0x0200F2
 - + - -
0xFF8228
- +
0xFF854C
 +
0xFF854C
 +
0xFF854C
 +
0xFF822C
 +
0xFF822C
 +
0xFF822C
 +
0xFF2688
 +
0xFF267C
 +
0xFF267C
 +
0xFF267C
 +
0xFF267C
 +
0xFF2688
 +
0xFF267C
 +
0xFF267C
 +
0xFF267C
 +
0xFF267C
 +
0xFF822C
 +
0xFF822C
 +
0xFF822C
 +
0xFF8550
 +
0xFF8550
 +
0xFF83CC
 +
0xFF8228
 +
0xFF8228
 +
0xFF822C
 +
0xFF2688
 +
0xFF267C
 +
0xFF850C
 +
0xFF83AC
 +
0xFF83AC
 +
0xFF8260
 +
0xFF8260
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF824C
 +
0xFF2588
 +
0xFF2588
 +
0xFF2664
 +
0xFF2664
 +
0xFF2B3C
 +
0xFF2B3C
 +
0xFF2914
 +
0xFF2914
 +
0xFF2B3C
 +
0xFF2B3C
 +
0xFF2B3C
 +
0xFF2570
 +
0xFF28F4
 +
0xFF28F4
 +
0xFF28F4
 +
0xFF2910
 +
0xFF2910
 +
0xFF2698
 +
0xFF2698
 +
0xFF2698
 +
0xFF2E38
 +
0xFF2E30
 +
0xFF2B08
 +
0xFF2B08
 - -
0xFFA6FC
- +
0xFFA648
 +
0xFFA648
 +
0xFFA664
 +
0xFFA750
 +
0xFFA750
 +
0xFFA770
 +
0xFF50B0
 +
0xFF50B0
 +
0xFF50C0
 +
0xFF50B0
 +
0xFF50C0
 +
0xFF50B0
 +
0xFF50B0
 +
0xFF50B0
 +
0xFF50C0
 +
0xFF50C0
 +
0xFFA750
 +
0xFFA770
 +
0xFFA770
 +
0xFFA6AC
 +
0xFFA6AC
 +
0xFFA41C
 +
0xFFA6FC
 +
0xFFA6FC
 +
0xFFB0E0
 +
0xFF5030
 +
0xFF5030
 +
0xFFB2C4
 +
0xFFA41C
 +
0xFFA41C
 +
0xFFB358
 +
0xFFB358
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFFB3D0
 +
0xFF4F48
 +
0xFF4F48
 +
0xFF5034
 +
0xFF5034
 +
0xFF684C
 +
0xFF684C
 +
0xFF689C
 +
0xFF689C
 +
0xFF6848
 +
0xFF6848
 +
0xFF6848
 +
0xFF4F58
 +
0xFF660C
 +
0xFF660C
 +
0xFF660C
 +
0xFF67CC
 +
0xFF67CC
 +
0xFF50CC
 +
0xFF50CC
 +
0xFF50CC
 +
0xFF68CC
 +
0xFF687C
 +
0xFF6844
 +
0xFF6844
 - + diff --git a/release notes.txt b/release notes.txt index 7cadeac0..2ae63419 100644 --- a/release notes.txt +++ b/release notes.txt @@ -72,12 +72,13 @@ major enhancements to the datalogger. - Autoconnect - Reset, disconnect buttons - Reset data buttons per tab -- Updated dash tab with warning levels (not currently saved to profile) -- Fixed manifold relative pressure (corrected) +- Updated dash tab with warning levels (warning levels not currently + saved to profile) +- Fixed "Manifold Relative Pressure (Corrected)" parameter - Fixed profile save/load problems - ECU id display in status bar - Updated address format in logger.xml (length attribute added to - replace multiple tags. length defauilts to 1 if not -pecified) + replace multiple tags. length defauilts to 1 if not specified) - Autodetection of ecu specific parameters via new tags in logger.xml (IAM, engine load) - ECU connection status indicator added to interface (stopped, @@ -87,6 +88,9 @@ major enhancements to the datalogger. - Enable defogger switch based file logging via menu bar (don't need to select it in switch list anymore) - Defogger switch is only logged to file when explicitly enabled +- Absolute timestamp option added for file logging +- Relative timestamp now reset to zero at the beginning of each log file + (unless absolute timestamp is selected) - Graph tab color scheme updated - Enhancements to the map overlay feature, including display of the live data and overlay of the live data values on the map cells.