From 42e3a909051876081c5b8cc0c886007204233527 Mon Sep 17 00:00:00 2001 From: merchgod Date: Thu, 9 Aug 2007 16:26:56 +0000 Subject: [PATCH] Added a file remotely git-svn-id: http://svn.3splooges.com/romraider-arch/trunk@766 d2e2e1cd-ba16-0410-be16-b7c4453c7c2d --- ecu_defs/ecu_defs.xml | 41138 ++++++++++++++++++++++++++++++++++++++++ 1 file changed, 41138 insertions(+) create mode 100644 ecu_defs/ecu_defs.xml diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml new file mode 100644 index 00000000..74a72e42 --- /dev/null +++ b/ecu_defs/ecu_defs.xml @@ -0,0 +1,41138 @@ + + + + + 16BITBASE + USDM + Subaru + Impreza + WRX + MT/AT + 192kb + 68HC16Y5 + wrx02 + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ A check engine light will be activated when actual boost exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. + + + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ A check engine light will be activated when actual boost exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. + + + + When the boost limit CEL threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If boost does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. +
+ + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ Fuel cut be activated when actual boost exceeds the corresponding threshold in this table. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for lower fuel cut thresholds as atmospheric pressure decreases. + + + +
+ 7.89 + 8.51 + 9.13 + 9.74 + 10.37 + 10.98 + 11.60 + 12.22 + 12.84 + 13.46 + 14.08 + 14.70 +
+ This is the change in boost targets at different atmospheric pressures. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + + + +
+ Multiplier +
+ The function of this parameter is to reduce target boost as atmospheric pressure decreases keeping the turbo within its efficiency range. This multiplier is applied to the current atmospheric pressure and the 'Boost Comp Atmosphere Multiplier Offset' is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ Offset +
+ This offset is involved in the calculation of a multiplier designed to reduce target boost as atmospheric pressure decreases. The value from the 'Boost Comp Atmosphere Multiplier Determination' table is first applied to current atmospheric pressure and then the offset is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ +
+ + +
+ This is the change in boost targets based on intake temperature and engine speed. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of target boost at different coolant temperatures. + + + +
+ 1st + 2nd + 3rd + 4th + 5th\6th +
+ This is the change of boost targets based on manual transmission gear selection. For 6-speeds, the compensation value for 5th gear is used for 5th and 6th. + + + +
+ 1st + 2nd + 3rd + 4th + Other +
+ This is the change of boost targets based on automatic transmission gear selection. + + + +
+ Below +
+ If vehicle speed is greater than or equal to this value, per gear compensations for boost and\or wastegate are disabled. If vehicle speed is less than this value, per gear compensations are enabled. + + + +
+ Disable Below + Re-Enable +
+ Boost control is disabled (wastegate duty is set to zero) when the ignition advance multiplier drops below the first value. Boost control is enabled when the ignition advance multiplier is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). Boost Control will not be disabled unless the threshold is also met in the 'Boost Control Disable (Fine Correction)' table. + + + +
+ Disable Below +
+ Boost control is disabled (wastegate duty is set to zero) when the current fine correction learning value is less than the value in this table for the delay period designated by the 'Boost Control Disable Delay (Fine Correction)' table and if the IAM drops below the first value as specified by the 'Boost Control Disable (IAM)' table. + + + + This is the delay period that must be met where if the current fine correction learning value is less than the value designated by the 'Boost Control Disable (Fine Correction)' table and IAM drops below the first value specified in the 'Boost Control Disable (IAM)' table then boost control will be disabled (wastegate duty is set to zero). +
+ + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Above +
+ When manifold pressure sensor voltage is equal to or greater than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (High Input)' table. + + + + When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. +
+ + +
+ Below +
+ When manifold pressure sensor voltage is less than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (Low Input)' table. + + + + When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. +
+ + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables also are applied to these values. + + + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ This is the change of wastegate duty at different atmospheric pressures. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of wastegate duty at different intake temperatures. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of wastegate duty at different coolant temperatures. + + + +
+ 1st + 2nd + 3rd + 4th + 5th\6th +
+ This is the change of wastegate duty based on manual transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is only utilized when boost error swings quickly from negative to positive or vice versa. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is utilized continuously whenever a minimum amount of boost error exists. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ Enable Above +
+ If engine speed is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If engine speed drops below this value and target boost drops below the threshold in the 'TD Activation Threshold (Target Boost)' table, then turbo dynamics correction is disabled. + + + +
+ Disabled Below + Enable Above +
+ These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table. + + + +
+ Disabled Below + Enable Above +
+ These are the target boost thresholds for active turbo dynamics correction. When target boost is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table. + + + +
+ Enable Above +
+ If target boost is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If target boost drops below this value and engine speed drops below the threshold in the 'TD Activation Threshold (RPM)' table, then turbo dynamics correction is disabled. + + + +
+ Integral Negative Minimum + Integral Positive Maximum +
+ These are the minimum and maximum limits for turbo dynamics integral cumulative correction. + + + +
+ Negative Trigger Below + Positive Trigger Above +
+ These are the boost error thresholds for active turbo dynamics burst correction. When boost error swings very quickly from below the first value to above the second value, or vice versa, turbo dynamics burst correction is active. + + + +
+ Active Below + Active Above +
+ These are the boost error thresholds for active turbo dynamics continuous correction. When boost error is less than the first value or is greater than or equal to the second value, correction for turbo dynamics continuous is active. When boost error is greater than or equal to the first value and less than the second value, turbo dynamics continuous correction is not active. + + + +
+ Integral Negative Active Below + Integral Positive Active Above +
+ These are the boost error thresholds for active turbo dynamics integral correction. When boost error is less than the first value, turbo dynamics integral negative correction is enabled. When boost error (target boost - actual boost) is greater than or equal to the second value, turbo dynamics integral positive correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ Below +
+ The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value. + + + +
+ 6.5 + 9.0 + 11.5 + 14.0 + 16.5 +
+ Injector latency (dead-time) at different battery voltages. + + + + This is the estimated fuel injector flow rating. Because the methods for measuring the flow rating of injectors varies, this value may not exactly match the ratings for OEM and non-OEM injectors, but should be used as a starting point to tune from. +
+ + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the fuel temp sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ +
+ This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, the AFR, as reported by the o2 sensor, will still be limited to 11.025:1 on the rich side 29.4:1 on the lean side. + + + +
+ Min Range B / Max Range A + Min Range C / Max Range B + Min Range D / Max Range C +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ Min Range B / Max Range A + Min Range C / Max Range B + Min Range D / Max Range C +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ Minimum + Maximum +
+ These are the minimum and maximum limits for AF Learning #1. AF Learning #1 is the long-term correction applied to fueling based on feedback from the front oxygen sensor. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds. + + + +
+ Active Above +
+ Tip-in Enrichment is not active until the enrichment target, as determined by the "Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for active tip-in enrichment. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ 0.00 + 1.24 + 2.48 + 3.71 + 4.95 + 6.19 + 7.43 + 8.66 + 9.90 +
+ This is the change of 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost). + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change of 'Throttle Tip-in Enrichment' based on coolant temperature. This additional compensation table is only active when throttle tip-in is greater than the value specified by the 'Tip-in Enrichment Compensation B (Coolant Temp) Activation' table. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for the 'Tip-in Enrichment B (Coolant Temp)' table to be active. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 +
+ This is the change of 'Throttle Tip-in Enrichment' based on engine speed. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ Fuel enrichment during warm-up based on coolant temperature. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for variable valve timing. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in base ignition timing based on input from the air intake temperature sensor. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in ignition timing based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + 104 +
+ This is the change in ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in ignition timing at idle based on input from the coolant temp sensor. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Below +
+ This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Above +
+ The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which feedback corrections can be made by the ecu. Feedback correction is the immediate reduction in timing advance due to knock as determined by the knock sensor. + + + +
+ Disable Below + Enable Above +
+ This is the minimum engine load where feedback correction can be made by the ecu. Feedback correction is the immediate reduction in timing advance due to knock as determined by the knock sensor. + + + + The step value for each negative adjustment to the current feedback correction. +
+ + + The limit for feedback correction. +
+ + + When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table until feedback correction is zero. +
+ + + When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero. +
+ + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and engine speed ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and when other requirements are met, the fine correction learning value within the current load and engine speed range is decreased. When there is a relative lack of knock over a predetermined period of time, and when other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and engine speed ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and other requirements are met, the fine correction learning value within the current load and engine speed range is decreased. When there is a relative lack of knock over a predetermined period of time and other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ 1 + 2 + 3 + 4 + 5 + 6 + 7 +
+ These are the engine speed values that make up the ranges of the fine correction table stored in ram. Values that are closer to one another will result in greater resolution within that range, allowing for finer learning adjustments, but reduce the overall range of the fine correction learning table. A greater spread between the values will increase the range of fine correction application, but apply it in broader strokes. + + + +
+ 1 + 2 + 3 + 4 + 5 + 6 + 7 +
+ These are the engine load values that make up the ranges of the fine correction table stored in ram. Values that are closer to one another will result in greater resolution within that range, allowing for finer learning adjustments, but reduce the overall range of the fine correction learning table. A greater spread between the values will increase the range of fine correction application, but apply it in broader strokes. + + + + The step value for each individual positive adjustment to the fine correction learning table in ram. +
+ + + The limit for each positive fine correction learning value in ram. +
+ + + This is the minimum delay between possible fine correction advances in the fine correction table. +
+ + +
+ 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 + 6400 +
+ The step value for each individual negative adjustment to the fine correction learning table in ram. + + + + The step value for each individual negative adjustment to the fine correction learning table in ram. +
+ + + The limit for each negative fine correction learning value in ram. +
+ + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the advance multiplier can be made by the ecu. When specific requirements are met, the advance multiplier is reduced when knock is encountered as determined by the knock sensor. Additionally, it is increased with the lack of knock over a specific period of time as determined by the 'Advance Multiplier Learning Delay (Increasing)' table. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the advance multiplier can be made by the ecu. When specific requirements are met, the advance multiplier is reduced when knock is encountered as determined by the knock sensor. Additionally, it is increased with the lack of knock over a specific period of time as determined by the 'Advance Multiplier Learning Delay (Increasing)' table. + + + +
+ Enable Above +
+ This is the minimum current timing advance (max) map value in order to begin re-evaluation of the IAM after entering rough correction mode. This is one of several requirements that must be met. + + + +
+ 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 +
+ This is the minimum delay between possible individual increases in the current advance multiplier when the IAM is being re-evaluated. + + + + This is the initial ignition advance multiplier. The advance multiplier determines the percentage of the timing advance map to be added to base timing. Actual advance = (timing advance * (IAM/16)). This is a dynamic value that changes according to knock. +
+ + + This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is less than or equal to 1 or the IAM hits 0 or 16 for a period of time, the IAM re-evaluation session ends. This how the ecu determines that the IAM has settled on the appropriate value. +
+ + +
+ +
+ This is the scaling for the mass air flow sensor. + + + +
+ +
+ This is the scaling for the mass air flow sensor. + + + +
+ Above +
+ If the MAF sensor voltage is equal to or above this value, a CEL will be activated. + + + +
+ +
+ + +
+ This is the compensation of air flow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of air flow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of engine load based on engine speed and manifold pressure. + + + +
+ On Above + Off Below +
+ These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed. + + + + Degrees of ignition timing to retard when hitting the rev limiter. +
+ + +
+ On Above - AT + On Above - MT + Off Below - AT + Off Below - MT +
+ Vehicle speed at which fuel is cut. + + + +
+ Max Reduction Above + Partial Reduction Below + No Reduction Below +
+ The vehicle speeds at which wastegate duty is progressively reduced. + + + +
+ Above +
+ Misfire count per cylinder that will trigger the P0301, P0302, P0303, or P0304 CEL. + + + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the exhaust gas temperature sensor. + + + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the intake temperature sensor. + + + +
+ 0.45 + 0.61 + 0.76 + 0.92 + 1.07 + 1.23 + 1.39 + 1.54 + 1.70 + 1.86 + 2.01 + 2.17 + 2.32 + 2.48 + 2.64 + 2.79 + 2.95 + 3.11 + 3.26 + 3.42 + 3.57 + 3.73 + 3.89 + 4.04 + 4.20 + 4.36 + 4.51 + 4.67 +
+ This is the scaling for the coolant temperature sensor. + + + +
+ M0 max|M1 min(dec) + M1 min(inc) + M2 min(dec) + M2 min(inc) +
+ These are thresholds based on coolant temp which, along with the mode specified by the vehicle speed threshold table, are involved in determining radiator fan control. Radiator fan modes for coolant temp range from 0 to 2. Current mode thresholds are dependent on whether the coolant temperature is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. + + + +
+ M0 max|M1 min(dec) + M1 min(inc) + M1 max(dec)|M2 min(dec) + M1 max(inc)|M2 min(inc) + M2 max(dec) + M2 max(inc)|M3 min +
+ These are thresholds based on vehicle speed which, along with the mode specified by the coolant temp threshold table, are involved in determining radiator fan control. Radiator fan modes for vehicle speed range from 0 to 3. Current mode thresholds are dependent on whether the vehicle speed is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. + + + +
+ 0/0/OFF + 0/1/OFF + 0/2/OFF + 0/0/ON + 0/1/ON + 0/2/ON + 1/0/OFF + 1/1/OFF + 1/2/OFF + 1/0/ON + 1/1/ON + 1/2/ON + 2/0/OFF + 2/1/OFF + 2/2/OFF + 2/0/ON + 2/1/ON + 2/2/ON + 3/0/OFF + 3/1/OFF + 3/2/OFF + 3/0/ON + 3/1/ON + 3/2/ON +
+ Based on the modes as determined by the 'Radiator Fan Modes' coolant temp and vehicle speed tables and whether the A/C is on or off, this table determines which radiator fans will be active for each combination of modes. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + 104 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + 104 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + + Minimum idle speed when A/C is on - Manual transmission vehicles. +
+ + + Minimum idle speed when A/C is on - Automatic transmission vehicles. +
+ + + Minimum idle speed during warm-up after initial startup - Manual transmission vehicles. +
+ + + Minimum idle speed during warm-up after initial startup - Automatic transmission vehicles. +
+ + + Minimum idle speed during high electrical load - Manual transmission vehicles. +
+ + + Minimum idle speed during high electrical load - Automatic transmission vehicles. +
+ + +
+ On Above + Off Below +
+ This is the threshold boost for intercooler auto wash. When target boost rises above first value, autowash is on. When target boost falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold coolant temperature for intercooler auto wash. When coolant temp rises above first value, autowash is on. When coolant temp falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold engine speed for intercooler auto wash. When engine speed rises above first value, autowash is on. When engine speed falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold vehicle speed for intercooler auto wash. When vehicle speed rises above first value, autowash is on. When vehicle speed falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold air intake temperature for intercooler auto wash. When IAT rises above first value, autowash is on. When IAT speed falls below second value, autowash is off. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When the EGT is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ A1 + A2 + A3 + A4 + B1 + B2 + B3 + B4 + C1 + C2 + C3 + C4 + D1 + D2 + D3 + D4 +
+ This is the delay from closed loop to open loop. Only one of the four delay tables will be used depending on transmission type and other factors than can vary by rom. And only one of the four values from each table is used which depends on the time since the last engine start (first value in each grouping is the earliest range). If the delay is non-zero, the 'Closed Loop Throttle (Primary)' and 'Closed Loop Calculated Load' tables will be used to determine the transition from open loop to closed loop with the delay target determining the pause between the transition once either threshold is exceeded. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment value as determined by the 'Open Loop Fueling' map. + + + +
+ (Below) - Check Other CL Tables - (8-16) + (Above) - Clear CL Delay - (8-16) + (Below) - Check Other CL Tables - (0-7) + (Above) - Clear CL Delay - (0-7) +
+ When the EGT is the same or greater than the second value (depending on the advance multiplier), the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value (depending on the advance multiplier), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + + Target AFR during closed loop cruise conditions. +
+ + + Target AFR during closed loop cruise conditions. +
+ + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When vehicle speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, depending on the delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Clear CL Delay +
+ When coolant temp is the less than this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When coolant temp is greater than or equal to this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + + When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x (engine load / 2)), rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. +
+ + + When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x (engine load / 2)), rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. +
+ + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x (engine load / 2)), rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + + When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. +
+ + + The percentage below the 'Closed Loop Throttle' value at which the process to enter closed loop begins. +
+ + +
+ (Above) - Clear CL Delay - (Range 1) + (Above) - Clear CL Delay - (Range 2) + (Above) - Clear CL Delay - (Range 3) + (Above) - Clear CL Delay - (Range 4) +
+ Only one of these values is used as a comparison which is determined by the time since the last engine start (first value is the earliest). When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ Sea Level Table Above + High Altitude Table Below +
+ If atmospheric pressure is equal to or exceeds the first value, then the 'Closed Loop Throttle Sea Level (AT)' table is used. If it is below the second value, the 'Closed Loop Throttle High Altitude (AT)' table is used. For manual transmissions, the first value determines the threshold for closed loop delay table selection with some roms. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, depending on the delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, depending on the delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ +
+ + +
+ When the EGT reaches or exceeds the corresponding value in this table, boost control and fuel enrichment are disabled. In addition, a CEL will be triggered after a predetermined period of time. + + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency maximum is set to the highest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency maximum is set to the highest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency maximum is set to the highest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency maximum is set to the highest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency maximum is set to the highest value, preventing the triggering of certain emission CELs. + + +
+ + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TURBOCHARGER WASTEGATE SOLENOID B LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TURBOCHARGER WASTEGATE SOLENOID B HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. + + +
+ + IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN RELAY 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE SPEED INPUT CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (OPEN CIRCUIT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (SHORT CIRCUIT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR MICROCOMPUTER PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR #1 HEATER CIRCUIT PERFORMANCE/RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. + + +
+ + DIFFERENTIAL PRESSURE SENSOR. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL PUMP CONTROL UNIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE CONTROL VALVE SOLENOID CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE CONTROL VALVE SOLENOID CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + 2 STAGE TWIN TURBO SYSTEM (SINGLE). To disable this DTC, make sure the box above is unchecked. + + +
+ + 2 STAGE TWIN TURBO SYSTEM (TWIN). To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. + + +
+ + RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN RELAY 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. + + +
+ + STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL POSITION SWITCH CIRCUIT HIGH INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL POSITION SWITCH CIRCUIT LOW INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRUISE CONTROL SET SIGNAL CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE TORQUE CONTROL SIGNAL #1 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE TORQUE CONTROL SIGNAL #2 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + + + CAL ID:A4SG900C + 200 + A4SG900C + 1B14400305 + 02 + + +
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+ + + + CAL ID:A4TJ111B + 200 + A4TJ111B + 3D04594005 + 05 + JDM + STi + + + + + CAL ID:A4TJ120S + 200 + A4TJ120S + 3D045B4005 + JDM + STi + + + + + CAL ID:A4TJ121B + 200 + A4TJ121B + 4304594005 + 05 + JDM + STi + + + + + CAL ID:A4TJ121S + 200 + A4TJ121S + 43045B4005 + JDM + STi + + + + + CAL ID:A4RI200I + 200 + A4RI200I + 2A04484005 + 02 + JDM + Forester + Turbo + +
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+ + + + CAL ID:A4RI300I + 200 + A4RI300I + 2A04486005 + 02 + JDM + Forester + Turbo + +
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+ + + + CAL ID:A4SE700I + 200 + A4SE700I + 1B54500405 + 01/02 + ADM + + + + + CAL ID:A4SE700F + 200 + A4SE700F + 2354500405 + 01/02 + ADM + Forester + GT + + + + + CAL ID:A4SE900I + 200 + A4SE900I + 1B54500505 + 01/02 + ADM + + + + + CAL ID:A4TE001I + 200 + A4TE001I + 2E54504105 + 03 + ADM + +
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+ + + + CAL ID:A4RM100G + 200 + A4RM100G + 2E54594105 + 03 + ADM + STi + +
+ + + + CAL ID:A4TH000N + 200 + A4TH000N + 3A54504005 + 04 + ADM + +
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+ + + + CAL ID:A4RN300I + 200 + A4RN300I + 3D54593005 + 04 + ADM + STi + +
+ + + + CAL ID:A4TH100H + 200 + A4TH100H + 3D54583005 + 05 + ADM + +
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+ + + + CAL ID:A4TH000O + 200 + A4TH000O + 3A54584005 + 04 + ADM + +
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+ + + + CAL ID:A4RM200K + 200 + A4RM200K + 3DA4583005 + 05 + SA + +
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+ + + + 32BITBASE + USDM + Subaru + Impreza + STi + MT + 512kb + SH7055 + sti04 + +
+ +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ Fuel cut be activated when actual boost exceeds the corresponding threshold in this table. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for lower fuel cut thresholds as atmospheric pressure decreases. + + + + Change in target boost (absolute pressure) at vehicle speeds below the 'Boost Compensation (Vehicle Speed) Disable' value. +
+ + +
+ Disable Above +
+ Vehicle speed at which the 'Boost Compensation (Vehicle Speed)' is disabled. + + + +
+ +
+ This is the change in boost targets at different coolant temperatures. + + + +
+ +
+ This is the change in boost targets at different intake temp temperatures. + + + +
+ +
+ This is the change in boost targets at different atmospheric pressures. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, decreasing its efficiency. This table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + + + +
+ +
+ The function of this parameter is to reduce target boost as atmospheric pressure decreases keeping the turbo within its efficiency range. This multiplier is applied to the current atmospheric pressure and the 'Boost Comp Atmosphere Multiplier Offset' is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ +
+ This offset is involved in the calculation of a multiplier designed to reduce target boost as atmospheric pressure decreases. The value from the 'Boost Comp Atmosphere Multiplier Determination' table is first applied to current atmospheric pressure and then the offset is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ Disable + Re-Enable +
+ Boost control is disabled when the ignition advance multiplier drops below the first value. Boost control is enabled when the ignition advance multiplier is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). + + + +
+ Offset (psia) + Multiplier (psia/v) +
+ This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure. + + + +
+ High Input CEL Above + Low Input CEL Below +
+ When manifold pressure sensor voltage is greater than or equal to the first value or less than the second value, over a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay' table. + + + +
+ High Input + Low Input +
+ This is the delay period for which the manifold pressure sensor voltage must exceed the threshold as specified by the 'Manifold Pressure Sensor Limits (CEL)' table in order for a CEL to be triggered. + + + +
+ Offset (psi) + Multiplier (psi/v) +
+ This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ecu. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ These are the alternative starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ These are the alternative starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ These are the alternative starting values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ecu adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. When wastegate duty is increased, this typically results in more boost, but with an increased chance of spiking. When wastegate duty is decreased, this typically results in less boost and a greater chance of not hitting boost targets. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ Maximum +
+ This is the maximum limit for wastegate duty. Regardless of the values in the 'Max Wastegate Duty' table, wastegate duty will not exceed this value. + + + +
+ +
+ This is the change of wastegate duty at different intake temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the change of wastegate duty at different intake temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the change of wastegate duty (alternate table) at different intake temperatures. + + + +
+ +
+ This is the change of wastegate duty at different coolant temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ + +
+ This is the change of wastegate duty at different atmospheric pressures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Proportional' table at different intake temperatures. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Integral Positive' table at different intake temperatures. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Integral Negative' table at different intake temperatures. + + + +
+ Disable Below + Enable Above +
+ These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table. + + + +
+ Disable Below + Enable Above +
+ These are the target boost thresholds for active turbo dynamics correction. When target boost is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table. + + + +
+ Integral Negative Minimum + Integral Positive Maximum +
+ These are the minimum and maximum limits for turbo dynamics integral cumulative correction. + + + +
+ Active Below +
+ This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ Active Above +
+ This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ Enable Above +
+ This is the wastegate duty threshold for active turbo dynamics integral positive correction. When current wastegate duty is less than this table's value, turbo dynamics integral positive correction is disabled. When current wastegate duty is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Boost Error)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is determined using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Other compensations to fueling exist as well. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the threshold specified by the 'Fuel Map Switch (Advance Multiplier)' table. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data calculated from MAF sensor input. 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 fueling which can cause further changes in the actual AFR. Because the underlying values of this table are enrichment values relative to stoichiometric, AFRs leaner than 14.7 cannot be chosen. + + + +
+ Below +
+ The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value. + + + +
+ +
+ + +
+ + + + +
+ +
+ + +
+ + + + +
+ +
+ + +
+ + + + +
+ +
+ Injector latency (dead-time) at different battery voltages. + + + + This is the estimated fuel injector flow rating. Because the methods for measuring the flow rating of injectors varies, this value may not exactly match the ratings for OEM and non-OEM injectors, but should be used as a starting point to tune from. +
+ + +
+ Minimum + Maximum +
+ These are the minimum and maximum ranges for AF Learning #1. AF Learning #1 is the long-term correction applied to fueling based on feedback from the oxygen sensor(s) during closed loop operation. + + + +
+ Min Range B / Max Range A + Min Range C / Max Range B + Min Range D / Max Range C +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ +
+ This is the scaling for the fuel temp sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ Minimum +
+ This is the rich limit for the front oxygen sensor. Regardless of the scaling of the front oxygen sensor, it will not read richer than this value. + + + +
+ +
+ This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, AFR will still be limited on the rich side by the 'Front Oxygen Sensor Rich Limit' table and limited to an AFR of 29.4 on the lean side. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. + + + +
+ Active Above +
+ Tip-in Enrichment is not active until the enrichment target, as determined by the "Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for active tip-in enrichment. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ +
+ This is the change of 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost). + + + +
+ +
+ This is the change of 'Throttle Tip-in Enrichment' based on engine speed. + + + +
+ +
+ This is the change of 'Throttle Tip-in Enrichment' based on manifold pressure. + + + +
+ +
+ This is the change of 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ +
+ Fuel enrichment during warm-up based on coolant temperature (UNTESTED). + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + (timing advance x (current advance multiplier). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. This base timing 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. + + + +
+ +
+ The timing indicated in this table is used as base timing when the target for this table exceeds the normal base timing target after compensations. Depending on the values, this can result in a timing "floor" typically below 4000 RPM at high loads when the vehicle is warmed up. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This is the maximum amount of timing that can be added to base timing. Total timing = base timing + (timing advance x (current advance multiplier)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of exhaust cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of exhaust cam advance for the variable valve timing system. + + + + This is the initial ignition advance multiplier. The advance multiplier determines the percentage of the timing advance map to be added to base timing. Actual timing advance = (timing advance * IAM). This is a dynamic value that changes according to knock. +
+ + +
+ +
+ This is the change in base ignition timing based on input from the air intake temperature sensor. + + + +
+ +
+ This is the change in base ignition timing based on input from the air intake temperature sensor. + + + +
+ +
+ + +
+ This is the compensation of the 'Timing Compensation (Intake Temp)' target according to engine speed and load. + + + +
+ +
+ + +
+ This is the compensation of the 'Timing Compensation A (Intake Temp)' target according to engine speed and load. + + + +
+ +
+ This is the change in base ignition timing based on input from the air intake temperature sensor. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. + + + +
+ +
+ This is the change of base ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Below +
+ This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Above +
+ The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the RPM range in which feedback corrections can be made by the ecu. Feedback correction is the immediate reduction in timing advance due to knock as determined by the knock sensor. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the RPM range in which changes to the advance multiplier can be made by the ecu. When specific requirements are met, the advance multiplier is reduced when knock is encountered as determined by the knock sensor. Additionally, it is increased with the lack of knock over a specific period of time. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the advance multiplier can be made by the ecu. When specific requirements are met, the advance multiplier is reduced when knock is encountered as determined by the knock sensor. Additionally, it is increased with the lack of knock over a specific period of time. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the RPM range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and RPM ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and when other requirements are met, the fine correction learning value within the current load and RPM range is decreased. When there is a relative lack of knock over a predetermined period of time, and when other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ Disable Below + Enable Above +
+ This is the RPM range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and RPM ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and when other requirements are met, the fine correction learning value within the current load and RPM range is decreased. When there is a relative lack of knock over a predetermined period of time, and when other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ Enable Below + Disable Above +
+ This is the RPM range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and RPM ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and when other requirements are met, the fine correction learning value within the current load and RPM range is decreased. When there is a relative lack of knock over a predetermined period of time, and when other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the fine correction learning table can be made by the ecu. These fine correction values are stored in RAM according to the load and RPM ranges designated by the fine correction row and column tables. When knock is encountered, as determined by the knock sensor, and other requirements are met, the fine correction learning value within the current load and RPM range is decreased. When there is a relative lack of knock over a predetermined period of time and other requirements are met, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + +
+ 1 + 2 + 3 + 4 + 5 + 6 +
+ These are the RPM values that make up the ranges of the fine correction table stored in ram. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine correction learning table. A greater spread between the values will increase the range of fine correction application, but apply it in broader strokes. + + + +
+ 1 + 2 + 3 + 4 +
+ These are the engine load values that make up the ranges of the fine correction table stored in ram. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine correction learning table. A greater spread between the values will increase the range of fine correction application, but apply it in broader strokes. + + + + This is the minimum delay between possible fine correction advances in the fine correction table. +
+ + + The step value for each individual positive adjustment to the fine correction learning table in ram. +
+ + +
+ Maximum +
+ This is the maximum airflow that will be used by the ecu to calculate fueling. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table. + + + +
+ +
+ This is the scaling for the mass air flow sensor. + + + +
+ +
+ + +
+ This is the compensation of air flow based on intake temp. + + + +
+ Above +
+ Maximum airflow before MAF CEL is activated. + + + +
+ Maximum +
+ This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and manifold pressure. + + + +
+ On Above + Off Below +
+ These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed. + + + +
+ Below +
+ After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value. + + + +
+ On Above +
+ The speed limiter is engaged when vehicle speed is greater than this value. + + + +
+ Off Below +
+ The speed limiter is disengaged when vehicle speed is equal to or drops below this value after already engaging the limiter. + + + +
+ None Below + High Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ None Below + High Above + Higher Above + Highest Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ +
+ This is the scaling of the exhaust gas temperature sensor. + + + +
+ +
+ This is the scaling of the intake temp sensor. + + + +
+ +
+ This is the scaling of the coolant temp sensor. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When the EGT is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ A1 + A2 + A3 + B1 + B2 + B3 + C1 + C2 + C3 +
+ This is the delay from closed loop to open loop. Only one of these delay values will be used depending on transmission type and\or other factors than can vary by rom. If the delay is non-zero, the 'Closed Loop Throttle (Primary)' and 'Closed Loop Calculated Load' tables will be used to determine the transition from open loop to closed loop with the delay target determining the pause between the transition once either threshold is exceeded. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment value as determined by the 'Open Loop Fueling' map. + + + +
+ (Below) - Clear CL Delay +
+ When coolant temp is the less than this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When coolant temp is greater than or equal to this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When vehicle speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, depending on the delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay if Load Delay Exceeded +
+ When the engine load is the same or greater than the second value, a counter value is incremented. If engine load remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'Closed Loop Engine Load Delay' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine load drops below the first value, the engine load counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + + This is the delay in clearing the primary closed loop delay value if engine load is greater than or equal to the value determined by the 'Closed Loop Engine Load' table. +
+ + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ 1st + * + 2nd + * + 3rd + * + 4th + * + 5th\6th + * +
+ When engine speed is the same or greater than the second value (by gear), the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value (by gear), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ This table is used when the current gear is not being determined by the ecu, such as neutral. When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ Sea Level Table Above + High Altitude Table Below +
+ If atmospheric pressure is equal to or exceeds the first value, then the 'Closed Loop Throttle Sea Level' table is used. If it is below the second value, the 'Closed Loop Throttle High Altitude' table is used. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'Closed Loop Delay' table. In this case, assuming a non-zero delay value, the 'Closed Loop Calculated Load' and 'Closed Loop Throttle (Primary)' are used to determine the open loop to close loop transition and vice versa. + + + The checksum issue will be fixed automatically when the rom is saved (regardless of check box). + + +
+ + PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. + + +
+ + PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. + + +
+ + H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked. + + +
+ + POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. + + +
+ + INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked. + + +
+ + CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked. + + +
+ + BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked. + + +
+ + PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked. + + +
+ + MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK PRESSURE CONTROL SYSTEM MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL LEVEL SENSOR SIGNAL TOO HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SIGNAL 3 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SIGNAL 4 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. + + +
+ + EGR SIGNAL 4 CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked. + + +
+ + STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. + + +
+ + LOSS OF EBTCM SERIAL DATA. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked. + + +
+ + SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked. + + +
+ + CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. + + +
+ + CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. + + +
+ + + + CAL ID:A2ZJ500J + 2000 + A2ZJ500J + 2E12495106 + 04 + + +
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+ + + + CAL ID:A8DK100U + 2000 + A8DK100U + 4DA2584006 + 07 + SA + WRX + 1024kb + SH7058 + sti05 + +
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+ + + + CAL ID:A2WC012E + 2000 + A2WC012E + 3B02594316 + JDM + Forester + +
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+ + \ No newline at end of file