From 6ac1def5ff10ec5d5b25f328141c0408be7e5060 Mon Sep 17 00:00:00 2001 From: kascade Date: Wed, 18 Apr 2007 23:52:48 +0000 Subject: [PATCH] updated ecu defs git-svn-id: http://svn.3splooges.com/romraider-arch/trunk@625 d2e2e1cd-ba16-0410-be16-b7c4453c7c2d --- ecu_defs/ecu_defs.xml | 30061 +++++++++++++++++++++++++++------------- 1 file changed, 20285 insertions(+), 9776 deletions(-) diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml index e1bb2981..6aa6f23c 100644 --- a/ecu_defs/ecu_defs.xml +++ b/ecu_defs/ecu_defs.xml @@ -1,8 +1,8 @@ - + - + 16BITBASE Subaru @@ -11,89 +11,102 @@ 192kb - - -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- 9.75 +
+ +
+ 9.7510.98 - 12.22 + 12.2213.4614.70
- This is the level of boost at which a check engine light will be activated. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. + A check engine light will be activated when actual boost exceeds the corresponding threshold in this table for a predetermined length of time. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. - - -
- 8.51 - 9.75 +
+ +
+ 8.51 + 9.7510.98 - 12.20 + 12.2213.4614.70
- This is the level of boost at which the ECU will cut fueling. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. + A check engine light will be activated when actual boost exceeds the corresponding threshold in this table for a predetermined length of time. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. - - -
+
+ +
+ 8.51 + 9.75 + 10.98 + 12.20 + 13.46 + 14.70 +
+ Fuel will be cut when actual boost exceeds the corresponding threshold in this table for a predetermined length of time. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limit fuel cut as atmospheric pressure becomes progressively lower. + + + + +
7.898.519.13 @@ -106,22 +119,34 @@ 13.4614.0814.70 -
- This is the change is 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, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + + 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, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. - +
-
- -
- - -
- Percent change of target boost based on intake temperature and rpm. + + +
+ + +
+ This is the change in boost targets based on intake temperature and rpm. - +
+ +
+ 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 @@ -130,148 +155,162 @@ 4th5th
- Percent change of target boost based on manual transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. + This is the change of boost targets based on automatic transmission gear selection. - - -
- 1st - 2nd - 3rd - 4th - 5th -
- Percent change of target boost based on automatic transmission gear selection. + + + Vehicle speed at which per gear compensations for boost and\or wastegate are disabled.
- - - Vehicle speed at which by gear compensations are disabled. +
+ +
+ +
+ + +
+ These are the starting values for wastegate duty. 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. 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 (manual transmission). 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 starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. 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 (automatic transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (automatic transmission). 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. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- +
+ +
+
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + This is the change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized primarily 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 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 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. + + + + +
+
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized after target boost has been achieved in order to prevent "boost hunting". It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + This is the change in wastegate duty at different levels of boost error 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 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. + + + + + Minimum turbo dynamics integral cumulative correction. +
+ + + + Maximum turbo dynamics integral cumulative correction. +
+ + + +
+ Disabled Below + Enabled Above
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + 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. - - -
- +
+ + This is the minimum boost for active turbo dynamics correction. This table is also dependent on the 'Turbo Dynamics (Minimum RPM)' table. +
+ + + +
+ Disabled Below + Enabled Above
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + 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. - - - Minimum allowable turbo dynamics intergral correction percentage. +
+ + This is the minimum engine speed for active turbo dynamics correction. This table is also dependent on the 'Turbo Dynamics (Minimum Boost)' table.
- - - Maximum allowable turbo dynamics intergral correction percentage. -
- - - - Minumum allowable boost for active turbo dynamics correction. -
- - - - Minumum allowable rpm for active turbo dynamics correction. -
- - - -
+
+ +
8.519.7510.9812.2013.4614.70 -
- Percent change of wastegate duties at different atmospheric pressures. + + This is the change of wastegate duty at different atmospheric pressures. - - +
+
-40-22 @@ -290,11 +329,11 @@ 212230
- The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. + This is the change of wastegate duty at different intake temperatures. - +
-40-22 @@ -313,115 +352,123 @@ 212230
- Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the coolant temperature sensor. + This is the change of wastegate duty at different coolant temperatures. - - +
+
1st2nd3rd4th - 5th + 5th\6th
- Percent change of wastegate duty cycles based on transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. + This is the change of wastegate duty based on transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. - - -
- -
- - -
- This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the 'fuel map switch threshold' value. 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 the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the 'fuel map switch threshold' value. 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 the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the 'fuel map switch threshold' value. 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 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data 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 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is 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 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is 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 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. - - - - -
- -
- - -
- This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. - - - - +
+
- 6.5 - 9.0 + 6.5 + 9.011.5 - 14.0 + 14.016.5
- These are the injector latencies at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. + 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.
- - - This is the estimated fuel injector flow rating. This rating needs to be changed when different injectors are fitted to the car. 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 further tune when new injectors are added. +
+ +
+ +
+ This is the scaling for 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 a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. + 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. - -
+ +
0.001.242.48 @@ -432,11 +479,11 @@ 8.669.90
- Percentage change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). + This is the change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). - +
-40-22 @@ -455,7 +502,7 @@ 212230
- Percentage change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. + This is the change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. @@ -478,97 +525,88 @@ 212230
- Fuel enrichment during warm-up based on coolant temperature. + Fuel enrichment during warm-up based on coolant temperature. - - -
- - Front o2 Sensor Scaling -
- Scaling of the front O2 sensor. The O2 sensor data is a direct ecu value that is used to determine the AFR reported by the sensor based the ecu's interpretation of its output. - - - - -
- -
- - +
+ +
+ +
+ +
- This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + +
+ +
+ + +
+ 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 timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for variable valve timing. - - -
- -
- - -
- This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. - - - - -
- -
- - -
- This map selects the degree of intake cam advance for the variable valve timing system. - - - - +
+
-40-22 @@ -587,16 +625,16 @@ 212230
- This is the change in degrees of ignition timing based on input from the air intake temperature sensor. + This is the change in ignition timing based on input from the air intake temperature sensor. - - - The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. +
+ + The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active.
- - +
+
-40-22 @@ -615,11 +653,11 @@ 212230
- This is the change in degrees of ignition timing based on input from the coolant temp sensor. + This is the change in ignition timing based on input from the coolant temp sensor. - - +
+
-40-22 @@ -638,11 +676,11 @@ 212230
- This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. + This is the change in ignition timing at idle based on input from the coolant temp sensor. - - +
+
-40-22 @@ -661,20 +699,20 @@ 212230
- This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. + This is the change in ignition timing at idle based on input from the coolant temp sensor. - - +
+
-40104
- This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. + This is the change in ignition timing at idle based on input from the coolant temp sensor. - - +
+
-40-22 @@ -693,132 +731,30 @@ 212230
- This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. + This is the change in ignition timing at idle based on input from the coolant temp sensor. - - - The initial ignition advance multiplier after ECU reset. The advance multiplier determines the percentage of the ignition correction map to be added to base timing. Actual correction = (ignition correction * (IAM/16)). This is a dynamic value that changes according to the frequency and severity of knock. +
+ + This is the initial ignition advance multiplier after an ECU reset. 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.
-
- Disable - Re-Enable +
+ Disable Below + Re-Enable
- Boost control is disabled when the ignition advance multiplier is equal to or below the first value. Boost control is enabled when the ignition advance multiplier is equal to or above the second value (this is only applicable if boost has already been disabled previously). + 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). - - - The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier falls below this value. This in an attempt to thermally manage a motor with significant knock by using the typically richer high detonation fuel map. +
+ + The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value.
- - -
- A - Min - B - Min - A - Max - B - Max -
- This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. - - - - -
- A - Min - B - Min -
- The minimum engine load where the ECU starts listening for knock. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. - - - - -
- 1 - 2 - 3 - 4 - 5 - 6 - 7 -
- These are the RPM values that make up the y-axis 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 ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. - - - - -
- 1 - 2 - 3 - 4 - 5 - 6 - 7 -
- These are the engine load values that make up the x-axis 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 ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. - - - - - This is the delay between fine correction applications. -
- - - - The step value for each fine correction advance event. -
- - - +
+
400800 @@ -831,45 +767,139 @@ 36004000
- Learning rate of ignition advance. + This is the minimum delay between possible individual increases in the current advance multiplier. - - -
- -
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. - - - - -
- -
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. - - - - -
- -
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. - - - - - The MAF sensor voltage above which a CEL will be activated. -
- - +
-
- On - Off +
+ Disable Below + Enable Above + Enable Below + Disable Above
- These are the RPM values at which the rev limiter turns on and off. When engine speed is equal to or exceeds the 'On' value, the rev limiter is engaged, after which, if engine speed drops below the 'Off' value, the rev limiter is disengaged. + This is the rpm range in which feedback corrections can be made by the ecu. Feedback correction is the immediate reduction in ignition timing due to knock as determined by the knock sensor. + + + + +
+ Disable Below + Enable Above +
+ The is the minimum engine load where feedback correction can be made by the ecu. Feedback correction is the immediate reduction in ignition timing 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. 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. 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 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, 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, 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, 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, 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 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 + 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 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 fine correction advance. +
+ + + +
+ +
+ This is the scaling for the mass air flow sensor. + + + + +
+ +
+ This is the scaling for the mass air flow sensor. + + + + + If the MAF sensor voltage is equal to or above this value, a CEL will be activated. +
+ + + +
+ 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. @@ -877,32 +907,32 @@ 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. + + + - Misfire count(?) per cylinder that will trigger the P0301, P0302, P0303, or P0304 CEL. + Misfire count per cylinder that will trigger the P0301, P0302, P0303, or P0304 CEL.
- - -
- On - AT - On - MT - Off - AT - Off - MT -
- Vehicle speed at which fuel is cut. - - - - -
- Step 3 - Step 2 - Step 1 -
- The vehicle speeds at which boost is reduced. Beginning at step 1, the ECU reduces boost in an effort to limit speed. More boost is limited going on to step 2. When step 3 is reached, boost control is turned off and actual boost will max out at wastegate pressure. - - Minimum idle speed when A/C is on - Automatic transmission vehicles. @@ -915,211 +945,119 @@
- Minimum idle speed during warmup after initial startup - Automatic transmission vehicles. + Minimum idle speed during warm-up after initial startup - Automatic transmission vehicles.
- Minimum idle speed during warmup after initial startup - Manual transmission vehicles. + Minimum idle speed during warm-up after initial startup - Manual transmission vehicles.
- +
- Minimum idle speed during high amp conditions - Automatic transmission vehicles. + Minimum idle speed during high electrical load - Automatic transmission vehicles.
- +
- Minimum idle speed during high amp conditions - Manual transmission vehicles. + Minimum idle speed during high electrical load - Manual transmission vehicles.
- - - Threshold boost for intercooler auto wash. -
- - - - Threshold coolant temperature for intercooler auto wash. -
- - - - Threshold engine speed for intercooler auto wash. -
- - - - Threshold vehicle speed for intercooler auto wash. -
- - - - Threshold air intake temperature for intercooler auto wash. -
- - - -
- Enter Below - Exit Above +
+ +
+ On Above + Off Below
- When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + 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. - - -
- Enter - Low Det - Exit - Low Det - Enter - High Det - Exit - High Det +
+ +
+ On Above + Off Below
- Closed loop EGT values used depending on whether the ecu has switched to the high detonation fuel map or not. When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + 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 rpm rises above first value, autowash is on. When rpm 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 high 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 low 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 Delays' 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. + + -
- Enter Below - Exit Above +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When Engine Speed drops below the 'Enter' value, the process to enter closed loop begins. When Engine Speed rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + When engine speed is the same or greater than the high 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 low 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 Delays' 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. - +
-
+
1 - - - + + + 2 - - - + + + 3 - - - + + + 4 - - - -
- The delay values for closed loop/open loop transitions (individual tables 1-4). While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. + + + + + 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. - - - The minimum coolant temperature necessary for closed loop fueling. -
- - - - When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. -
- - - - When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. -
- - - -
- 0 - 400 - 800 - 1200 - 1600 - 2000 - 2400 - 2800 - 3200 - 3600 - 4000 - 4400 - 4800 - 5200 - 5600 - 6000 -
- When calculated load rises above these values referenced by rpm, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. - - - - -
- Enter Below - Exit Above +
+ +
+ (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 vehicle speed drops below the 'Enter' value, the process to enter closed loop begins. When vehicle speeds rises above the 'Exit' value, the process to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. - - - - -
- 0 - 400 - 800 - 1200 - 1600 - 2000 - 2400 - 2800 - 3200 - 3600 - 4000 - 4400 - 4800 - 5200 - 5600 - 6000 -
- These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. - - - - - This is the throttle percentage at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. -
- - - - The percentage below the 'Closed Loop Throttle' value at which the process to enter closed loop begins. -
- - - -
- Minimum Sea Level - Maximum High Altitude -
- If atmospheric pressure exceeds the first value, Sea Level Throttle values are used. If it is below the second value, High Altitude Throttle values are used. - - - - -
- Enter - Exit -
- Closed loop throttle % used at high altitude as determined by the 'Closed Loop Atmospheric Pressure' table. - - - - -
- Enter - Exit -
- Closed loop throttle % used at Sea level as determined by the 'Closed Loop Atmospheric Pressure' table. - - - - - Closed loop throttle % Maximum. Exact function unknown. + When the EGT is the same or greater than the high 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 low 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 Delays' 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.
@@ -1132,15 +1070,133 @@ 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 high 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 low 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 Delays' 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 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 Delays' 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)
- When the EGT temperature sensor reaches or exceeds the values shown in this table, the appropriate check engine light will be activated. + 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 Delays' 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 high 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 low 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 Delays' 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 high 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 low 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 Delays' 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 sensor reaches or exceeds the values shown in this table, the appropriate check engine light will be activated. CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked.
@@ -1355,7 +1411,7 @@ - A4SG900C + CAL ID:A4SG900C 200 A4SG900C 02 @@ -1363,15 +1419,14 @@ MT/AT 68HC16Y5 wrx02 - AF421 - true - + 1B14400305 +
- +
@@ -1380,7 +1435,7 @@
-
+
@@ -1397,33 +1452,33 @@
- -
+
+
- -
+
+
- +
-
+
- +
- +
- +
@@ -1443,22 +1498,22 @@
- -
-
+
+
+
- -
-
-
+ +
+
+
- +
- +
@@ -1466,50 +1521,42 @@
-
+
-
+
- -
-
+ +
+
-
-
-
- -
+
+
+
+ +
- -
-
- - -
-
-
-
+
-
-
+
+
@@ -1519,33 +1566,33 @@
-
-
-
+
+
+
When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, 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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -1711,17 +1758,15 @@ - A4SGA00C + CAL ID:A4SGA00C 200 A4SGA00C - AF422 - + 1B14400405 USDM MT/AT 02 wrx02 - 68HC16Y5 - true + 68HC16Y5
@@ -1736,7 +1781,7 @@
-
+
@@ -1753,36 +1798,36 @@
- -
+
+
- -
+
+
- +
-
+
- +
- +
- +
-
+
@@ -1799,22 +1844,22 @@
- -
-
+
+
+
- -
-
-
+ +
+
+
- +
- +
@@ -1824,33 +1869,25 @@
-
+
- -
-
+ +
+
-
-
-
+
+
+
-
+
-
- - -
-
- - -
-
+ @@ -1858,14 +1895,14 @@
-
+
-
-
+
+
@@ -1875,33 +1912,33 @@
-
-
-
+
+
+
When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, 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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -2064,21 +2101,19 @@
- + - A4SGC00C + CAL ID:A4SGC00C 200 A4SGC00C - AF423 - + 1B14400505 USDM MT/AT 02 wrx02 - 68HC16Y5 - true - + 68HC16Y5 +
@@ -2109,36 +2144,36 @@
- -
+
+
- -
+
+
- +
-
+
- +
- +
- +
-
+
@@ -2155,22 +2190,22 @@
- -
-
+
+
+
- -
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-
+ +
+
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- +
@@ -2180,33 +2215,25 @@
-
+
- -
-
+ +
+
-
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- -
+
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+
+ +
-
- - -
-
- - -
-
+ @@ -2214,14 +2241,14 @@
-
+
-
-
+
+
@@ -2231,33 +2258,33 @@
-
-
-
+
+
+
When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, 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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -2423,17 +2450,15 @@ - A4SGD10C + CAL ID:A4SGD10C 200 A4SGD10C - AF424 - + 1B14400605 USDM MT/AT 02 wrx02 - 68HC16Y5 - true + 68HC16Y5
@@ -2465,36 +2490,36 @@
- -
+
+
- -
+
+
- +
-
+
- +
- +
- +
-
+
@@ -2509,27 +2534,27 @@
-
+ - -
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@@ -2539,30 +2564,22 @@
- -
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+ +
+
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-
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-
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-
+ @@ -2570,14 +2587,14 @@
-
+
-
-
+
+
@@ -2587,33 +2604,33 @@
-
-
-
+
+
+
When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, 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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -2775,44 +2792,41 @@
- + - + - A4SGE01C + CAL ID:A4SGE01C 200 A4SGE01C 02 - AF426 - false + 1B14400805
- + - A4TC300L + CAL ID:A4TC300L 200 A4TC300L - AJ031 - + 3614486205 USDM MT 03 wrx02 - 68HC16Y5 - true - + 68HC16Y5 +
- -
+
+
@@ -2825,28 +2839,28 @@
- -
+
+
- -
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-
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@@ -2859,14 +2873,14 @@
-
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@@ -2879,45 +2893,37 @@
- -
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+
@@ -2926,27 +2932,27 @@
-
-
-
+
+
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -3117,34 +3123,32 @@ - + - A4TC300K + CAL ID:A4TC300K 200 A4TC300K 03 AT - AJ041 - false + 3614446205
- + - A4TC101L + CAL ID:A4TC101L 200 A4TC101L - AJ030 - true + 3614486105
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -3158,7 +3162,7 @@
-
+
@@ -3167,34 +3171,43 @@ - + - A4TC400L + CAL ID:A4TC400L 200 A4TC400L - AJ052 - false + 3614486305
+ + + + + CAL ID:A4TC401L + 200 + A4TC401L + 3614486405 + + +
+ - A4TF400E + CAL ID:A4TF400E 200 A4TF400E - AH802 - + 2E14446106 USDM AT 04 wrx04 - 68HC16Y5 - true + 68HC16Y5 - +
@@ -3214,23 +3227,23 @@
- -
+
+
- -
+
+
- +
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- - + +
@@ -3250,12 +3263,12 @@
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@@ -3264,48 +3277,40 @@
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+
@@ -3313,27 +3318,27 @@
-
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -3503,17 +3508,16 @@
- + - A4TF300E + CAL ID:A4TF300E 200 A4TF300E - AH801 - true + 2E14446006
- +
@@ -3523,14 +3527,13 @@ - + - A4TF300F + CAL ID:A4TF300F 200 A4TF300F MT - AH791 - true + 2E14486006
@@ -3544,16 +3547,15 @@ - + - A4TF500F + CAL ID:A4TF500F 200 A4TF500F MT - AH792 - true + 2E14486106 - +
@@ -3562,14 +3564,14 @@
- +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -3577,16 +3579,15 @@
- + - + - A4TF510F + CAL ID:A4TF510F 200 A4TF510F MT - AH793 - true + 2E14486206 @@ -3597,22 +3598,20 @@
- + - A4TF520F + CAL ID:A4TF520F 200 A4TF520F - AH794 - + 2E14486306 USDM MT 04 wrx04 - 68HC16Y5 - false - + 68HC16Y5 +
@@ -3633,23 +3632,23 @@
- -
+
+
- -
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@@ -3669,12 +3668,12 @@
- -
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@@ -3683,48 +3682,40 @@
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- -
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@@ -3732,27 +3723,27 @@
-
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -3919,23 +3910,21 @@
-
+
- A4TF800F + CAL ID:A4TF800F 200 A4TF800F - AJ890 - + 3E14484006 USDM MT 05 wrx04 - 68HC16Y5 - false - + 68HC16Y5 +
@@ -3956,23 +3945,23 @@
- -
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@@ -3990,14 +3979,14 @@
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@@ -4011,43 +4000,35 @@
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- -
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+
@@ -4055,27 +4036,27 @@
-
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -4246,20 +4227,57 @@
- + - A4TF7000 + CAL ID:A4TF800E + 200 + A4TF800E + 3E14444006 + USDM + AT + 05 + wrx04 + 68HC16Y5 + + +
+
+
+ +
+
+
+
+ + +
+
+ +
+ When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. + + +
+ + +
+
+
+ + + + + + CAL ID:A4TF7000 200 A4TF7000 - - + 3E14483006 USDM MT 05 wrx04 - 68HC16Y5 - false - + 68HC16Y5 +
@@ -4280,60 +4298,17 @@ - - - - A4TF800E - 200 - A4TF800E - AJ900 - - USDM - AT - 05 - wrx04 - 68HC16Y5 - false - - -
-
-
- -
-
-
-
- - -
-
- -
- When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - - -
- - -
-
-
- - - - A4SE700D + CAL ID:A4SE700D 200 A4SE700D 01/02 - AF530 + 1B44580405 EDM wrx02 68HC16Y5 - MT/AT - true + MT/AT @@ -4365,33 +4340,33 @@
- -
+
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@@ -4409,27 +4384,27 @@
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@@ -4438,45 +4413,37 @@
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@@ -4486,27 +4453,27 @@
-
-
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+
+
+
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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -4673,22 +4640,21 @@ - A4SE900D + CAL ID:A4SE900D 200 A4SE900D 01/02 - AF531 + 1B44580505 EDM wrx02 68HC16Y5 - MT/AT - false + MT/AT
- +
@@ -4713,33 +4679,33 @@
- -
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@@ -4757,27 +4723,27 @@
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@@ -4786,45 +4752,37 @@
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@@ -4834,27 +4792,27 @@
-
-
-
+
+
+
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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -5021,18 +4979,16 @@ - A4RG060Q + CAL ID:A4RG060Q 200 A4RG060Q - - AG820 + 2944594105 EDM 01/02 - MT/AT - STi Type UK + MT/AT + STi wrx02 - 68HC16Y5 - false + 68HC16Y5
@@ -5047,9 +5003,9 @@
-
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@@ -5061,39 +5017,39 @@
- -
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@@ -5111,14 +5067,14 @@
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@@ -5137,30 +5093,22 @@
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@@ -5172,8 +5120,8 @@
-
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+
@@ -5183,33 +5131,33 @@
-
-
-
+
+
+
When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, 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, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -5374,18 +5322,16 @@ - + - A4RG060P + CAL ID:A4RG060P 200 A4RG060P - - AH180 + 2954594105 EDM 01/02 - MT/AT - STi Type UK - false + MT/AT + STi
@@ -5394,379 +5340,15 @@ - A4RN200H - 200 - A4RN200H - - AH992 - EDM - 03/04 - MT/AT - 68HC16Y5 - - STi Type UK - false - - -
-
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- When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - - -
- - - When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - - -
- - -
-
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- - - - - - A4RN1000 - 200 - A4RN1000 - - AG820 - EDM - 01/02 - MT/AT - STi Type UK - false - - -
- - - - - - A4TE001G + CAL ID:A4TE001G 200 A4TE001G - - AH750 + 2E44584105 EDM 03 - MT/AT + MT/AT wrx02 - 68HC16Y5 - false + 68HC16Y5
@@ -5781,9 +5363,9 @@
-
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@@ -5795,31 +5377,31 @@
- -
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@@ -5837,14 +5419,14 @@
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@@ -5856,31 +5438,23 @@
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@@ -5891,8 +5465,8 @@
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+
@@ -5901,27 +5475,27 @@
-
-
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+
+
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -6092,17 +5666,15 @@ - + - A4TE100G + CAL ID:A4TE100G 200 A4TE100G - - AH751 + 2E44586005 EDM 03 - MT/AT - false + MT/AT
@@ -6111,18 +5683,16 @@ - A4RM100H + CAL ID:A4RM100H 200 A4RM100H - - AH990 + 2E44594105 EDM 03/04 - MT/AT - STi Type UK + MT/AT + STi - 68HC16Y5 - false + 68HC16Y5
@@ -6137,9 +5707,9 @@
-
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@@ -6151,40 +5721,40 @@
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@@ -6202,14 +5772,14 @@
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@@ -6227,31 +5797,23 @@
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@@ -6263,8 +5825,8 @@
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+
@@ -6274,20 +5836,20 @@
-
-
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+
+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
@@ -6455,16 +6017,696 @@ - A4TE300D + CAL ID:A4RL100J + 200 + A4RL100J + 2A44506005 + EDM + 03/04 + MT/AT + Forester + Turbo + + 68HC16Y5 + + + +
+
+
+ + +
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+ +
+ When enabled, catalyst efficiency threshold is set to maximum, 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. + + +
+ + +
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+ + + + + + CAL ID:A4RN200H + 200 + A4RN200H + 2E44596105 + EDM + 03/04 + MT/AT + 68HC16Y5 + + STi + + +
+
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+ When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
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+ + + + + + CAL ID:A4RN1000 + 200 + A4RN1000 + 2944596105 + EDM + 01/02 + MT/AT + STi + + +
+ + + + + + CAL ID:A4TE300D 200 A4TE300D - - AJ830 + 3D44583005 EDM 05 - MT/AT - - false + MT/AT +
@@ -6479,9 +6721,9 @@
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@@ -6493,31 +6735,31 @@
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@@ -6589,8 +6823,8 @@
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@@ -6599,27 +6833,27 @@
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+
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -6792,18 +7026,16 @@ - A4RN300G + CAL ID:A4RN300G 200 A4RN300G - - AJ840 + 3D44593005 EDM 05 - MT/AT - STi Type UK + MT/AT + STi - 68HC16Y5 - false + 68HC16Y5
@@ -6818,9 +7050,9 @@
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@@ -6832,40 +7064,40 @@
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@@ -6955,20 +7179,20 @@
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When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. - +
@@ -7136,17 +7360,15 @@ - A4SD900A + CAL ID:A4SD900A 200 A4SD900A 01/02 - AF471 + 1B04400605 JDM MT/AT - WRX wrx02 - 68HC16Y5 - false + 68HC16Y5 @@ -7177,33 +7399,33 @@
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@@ -7308,17 +7522,17 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
- +
@@ -7484,17 +7698,16 @@ - A4SD900B + CAL ID:A4SD900B 200 A4SD900B 01/02 - AF481 + 1B04490605 JDM MT/AT - STi 7 + STi - 68HC16Y5 - false + 68HC16Y5
@@ -7508,7 +7721,7 @@
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@@ -7656,17 +7861,17 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
- +
@@ -7832,381 +8037,15 @@ - A4SDA01Q - 200 - A4SDA01Q - 03 - AH191 - JDM - MT/AT - STi 7 - wrx02 - 68HC16Y5 - false - - -
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- When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - - -
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- - - - - - A4SDA01B - 200 - A4SDA01B - - AF482 - JDM - 01/02 - MT/AT - STi 7 - false - - - - - - - A4TE000A + CAL ID:A4TE000A 200 A4TE000A 03 - AF740 + 2E04404005 JDM MT/AT - WRX - 68HC16Y5 - false + 68HC16Y5
@@ -8231,30 +8070,30 @@
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@@ -8345,15 +8176,15 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -8524,52 +8355,396 @@ - + - A4SDA00P + CAL ID:A4SDA01Q 200 - A4SDA00P - 1 - AH200 - JDM + A4SDA01Q 03 - MT/AT - WRX - false + 2904497105 + JDM + MT/AT + STi + wrx02 + 68HC16Y5 +
+
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+ When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. + + +
+ + +
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+ - + - A4SDA00Q + CAL ID:A4SDA01B 200 - A4SDA00Q - 1 - AH190 + A4SDA01B + 1B04490805 + JDM + 01/02 + MT/AT + STi + + + + + + CAL ID:A4SDA00P + 200 + A4SDA00P + 2904485005 JDM 03 - MT/AT - STi 7 - false + MT/AT + WRX + + + + + + CAL ID:A4SDA00Q + 200 + A4SDA00Q + 2904495005 + JDM + 03 + MT/AT + STi - A4TE002B + CAL ID:A4TE002B 200 A4TE002B - - AH581 + 2E04496005 JDM 03 - MT/AT - STi Twin Scroll + MT/AT + STi wrx02 68HC16Y5 - false -
@@ -8583,9 +8758,9 @@
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@@ -8725,7 +8892,7 @@
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -8891,36 +9058,46 @@ - + - A4TE002C + CAL ID:A4TE001B 200 - A4TE002C - 1 - AH591 + A4TE001B + 2E04494005 JDM 03 - MT/AT - STi Twin Scroll RAC - false + MT/AT + STi + wrx02 + 68HC16Y5 + + + + + + CAL ID:A4TE002C + 200 + A4TE002C + 2E044A6005 + JDM + 03 + MT/AT + STi - A4RG052N + CAL ID:A4RG052N 200 A4RG052N - - + 29046B6005 JDM - 03 - MT/AT - STi S202 + + MT/AT + STi 68HC16Y5 - false -
@@ -8934,9 +9111,9 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -9253,41 +9422,65 @@ - + - A4TE200A + CAL ID:A4RG050N + 200 + A4RG050N + 29044A4105 + JDM + 01/02 + MT/AT + STi + + 68HC16Y5 + + + + + + CAL ID:A4RG050R + 200 + A4RG050R + 29044B6005 + JDM + 01/02 + MT/AT + STi + + 68HC16Y5 + + + + + + CAL ID:A4TE200A 200 A4TE200A 04 - + 3D04403005 JDM MT/AT - WRX - 68HC16Y5 - false + 68HC16Y5
- - A4TJ121C + CAL ID:A4TJ121C 200 A4TJ121C - - AL380 + 43045A4005 JDM - 06 - MT/AT - STi Twin Scroll RAC + 05 + MT/AT + STi 68HC16Y5 - false -
@@ -9301,9 +9494,9 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -9608,73 +9793,430 @@ - + - A4TJ111B + CAL ID:A4TJ111B 200 A4TJ111B - - AJ810 + 3D04594005 JDM 05 - MT/AT - STi Twin Scroll - false + MT/AT + STi - + - A4TJ121B + CAL ID:A4TJ120S + 200 + A4TJ120S + 3D045B4005 + JDM + + MT/AT + STi + + 68HC16Y5 + + + + + + CAL ID:A4TJ121B 200 A4TJ121B - - + 4304594005 JDM - 06 - MT/AT - STi - false + 05 + MT/AT + STi - - - A4SE700I - 200 - A4SE700I - 01/02 - AF730 - ADM/SA - MT/AT - false - - - - - - - A4SE900I - 200 - A4SE900I - - AH570 - ADM/SA - 01/02 - MT/AT - false - - - - - - A4TE001I + CAL ID:A4RI200I + 200 + A4RI200I + 2A04484005 + JDM + 02 + MT/AT + Forester + Turbo + + 68HC16Y5 + + +
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+ When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. + + +
+ + +
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+ + + + + + CAL ID:A4SE700I + 200 + A4SE700I + 01/02 + 1B54500405 + ADM/SA + MT/AT + + + + + + + CAL ID:A4SE700F + 200 + A4SE700F + 01/02 + 2354500405 + ADM + Forester + GT + MT/AT + + + + + + CAL ID:A4SE900I + 200 + A4SE900I + 1B54500505 + ADM/SA + 01/02 + MT/AT + + + + + + CAL ID:A4TE001I 200 A4TE001I 03 - AF770 + 2E54504105 ADM/SA MT/AT @@ -9704,31 +10246,31 @@
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@@ -9820,15 +10354,15 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -9998,17 +10532,16 @@
- + - A4RM100G + CAL ID:A4RM100G 200 A4RM100G 03 - AJ000 + 2E54594105 ADM MT/AT - STi - false + STi
@@ -10017,17 +10550,15 @@ - A4TH000N + CAL ID:A4TH000N 200 A4TH000N 04 - AF410 + 3A54504005 ADM/SA MT/AT - WRX - 68HC16Y5 - false + 68HC16Y5
@@ -10052,30 +10583,30 @@
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@@ -10166,15 +10689,15 @@
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+
When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -10345,17 +10868,32 @@ - + - A4RN300I + CAL ID:A4TH000O + 200 + A4TH000O + 04 + 3A54584005 + ADM/SA + MT/AT + WRX + + +
+ + + + + + CAL ID:A4RN300I 200 A4RN300I 04 - AJ870 + 3D54593005 ADM MT/AT - STi - false + STi
@@ -10364,11 +10902,11 @@ - A4TH100H + CAL ID:A4TH100H 200 A4TH100H 05 - AJ850 + 3D54583005 ADM/SA MT/AT @@ -10398,30 +10936,30 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -10690,36 +11220,17 @@
- - - A4TH000O - 200 - A4TH000O - 04 - AJ420 - ADM/SA - MT/AT - WRX - false - - -
- - - - A4RM200K + CAL ID:A4RM200K 200 A4RM200K - AJ880 - + 3DA4583005 ADM/SA MT/AT 05 wrx02 - 68HC16Y5 - false + 68HC16Y5
@@ -10746,23 +11257,23 @@
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When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. - +
@@ -11023,7 +11526,7 @@ - + 32BITBASE Subaru @@ -11032,1074 +11535,1152 @@ 512kb -
- -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + +
+ +
+ + +
+ This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, with the ecu adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact actual boost. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - -
- +
+ +
+
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + Fuel will be cut when actual boost exceeds the corresponding threshold in this table for a predetermined length of time. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limit fuel cut as atmospheric pressure becomes progressively lower. - - -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - - - -
- -
- - -
- This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. - - - - -
- -
- This is the level of boost at which the ECU will cut fueling. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. - - - +
- Percent change in boost targets at vehicle speeds below the 'Low Speed Boost (Maximum Speed)' value. + Percent change in boost targets at vehicle speeds below the 'Low Speed Boost (Maximum Speed)' value.
- +
- Vehicle speed at which the 'Low Speed Boost Compensation' is disabled. + Vehicle speed at which the 'Low Speed Boost Compensation' is disabled.
- +
-
- +
+
- Percent change of target boost at different coolant temperatures. + This is the change in boost targets at different coolant temperatures. - +
-
- +
+
- Percent change of target boost at different atmospheric pressures. + This is the change in boost targets at different intake temp temperatures. - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - + + +
+ +
+ 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, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
- -
- - -
- These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. - - - - -
+
+ +
-
- These are wastegate duty values referenced by rpm. + + 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. - - -
+
+ +
-
- These are wastegate duty values referenced by rpm. + + 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. - +
+ +
+ 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. + + + + +
+ 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. 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 starting values for wastegate duty. 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 starting values for wastegate duty. 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 wastegate duty values referenced by rpm. + + These are the alternative starting values for wastegate duty. 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. - - -
- -
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + + +
+ +
+ These are the alternative starting values for wastegate duty. 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. - - -
- -
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. + + +
+ +
+ These are the alternative starting values for wastegate duty. 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. - - -
- -
- The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized after target boost has been achieved in order to prevent "boost hunting". It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. - - - - -
- -
- The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. - - - - -
- -
- The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. - - - - -
- -
- The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. - - - - -
- -
- The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. - - - - -
- -
- Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added to or subtracted from wastegate duty based on the readings from the coolant temperature sensor. - - - - -
- -
- Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added to or subtracted from wastegate duty based on the readings from the coolant temperature sensor. - - - - -
- +
+ +
+ +
+ +
- - + These are the maximum values for wastegate duty. 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. +
+ + + + 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 the change of wastegate duty at different intake temperatures. + + + + +
+ +
+ This is the change of wastegate duty (alternate table) at different intake temperatures. + + + + +
+ +
+ This is the change of wastegate duty at different coolant temperatures. + + + + +
+ +
+ +
- The percent change of wastegate duties at different atmospheric pressures. + This is the change of wastegate duty at different atmospheric pressures. - - -
- -
- - -
- The percent change of wastegate duties at different atmospheric pressures. + + +
+ +
+ This is the change in wastegate duty at different levels of boost error 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 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 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 'fuel map switch threshold' value. 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 the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than or equal to the 'fuel map switch threshold' value. 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 the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data 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 is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data 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 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ - - -
- -
- - -
- This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ - - -
- -
- - -
- This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + +
+ +
+ + +
+ - - -
- -
- - -
- - - - - -
- -
- - -
- - - - - -
- -
- - -
- - - - - -
+
+ +
- These are the injector latencies at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. + Injector latency (dead-time) at different battery voltages. - - - This is the estimated fuel injector flow rating. This rating needs to be changed when different injectors are fitted to the car. 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 further tune when new injectors are added. +
+ + 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 open loop fueling based on feedback from the front oxygen sensor during closed loop operation. + + + + +
+ +
+ This is the scaling for the fuel temp sensor. + + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + + + 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 a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. - - - - -
- -
- 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 a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. - - - - -
- -
- 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 a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. + 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. -
- +
+
- Percentage change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). + This is the change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). + + + + +
+ +
+ This is the change of 'Throttle Enrichment (Tip-in)' based on engine speed. + + + + +
+
+ This is the change of 'Throttle Enrichment (Tip-in)' based on manifold pressure. -
- +
+
- Percentage change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. + This is the change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. -
+
- Fuel enrichment during warm-up based on coolant temperature. + Fuel enrichment during warm-up based on coolant temperature (UNTESTED). - - -
- -
- - +
+ +
+ +
+ +
- This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + +
+ +
+ 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 / 16)). In addition, fine correction learning, feedback correction and various timing compensation tables can affect actual timing. - - -
- -
- - -
- This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + +
+ +
+ + +
+ 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 minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + +
+ +
+ + +
+ 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 timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. + + +
+ +
+ + +
+ 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 timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. - - -
- -
- - -
- This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. - - -
- -
- - -
- This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. + + +
+ +
+ + +
+ 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 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 map selects the degree of exhaust cam advance for the variable valve timing system. - - - - - The initial ignition advance multiplier after ECU reset. The advance multiplier determines the percentage of the ignition correction map to be added to base timing. Actual correction = (ignition correction * IAM). This is a dynamic value that changes according to the frequency and severity of knock. +
+ + The initial ignition advance multiplier after ECU reset. 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.
- -
- Disable - Re-Enable + +
+ Disable + Re-Enable
- Boost control is disabled when the ignition advance multiplier is equal to or below the first value. Boost control is enabled when the ignition advance multiplier is equal to or above the second value (this is only applicable if boost has already been disabled previously). + 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). - - - The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier falls below this value. This in an attempt to thermally manage a motor with significant knock by using the typically richer high detonation fuel map. +
+ + The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier falls below this value.
- - -
- +
+ +
+
- This is the change in degrees of ignition timing based on input from the air intake temperature sensor. + This is the change in ignition timing based on input from the air intake temperature sensor. - - - The minimum load threshold for the 'Timing Compensation (Intake Temp)' table to be active. -
- - - -
- +
+ +
+
- This is the change in degrees of ignition timing based on input from the coolant temperature sensor. + This is the change in 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 ignition timing based on input from the air intake temperature sensor. + + + + + The minimum load threshold for the 'Timing Compensation (Intake Temp)' table to be active. +
+ + + +
+ +
+ This is the change in degrees of ignition timing based on input from the coolant temperature sensor. + + + + +
+ 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 ignition timing 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. 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. 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, 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, 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 +
+ These are the rpm thresholds for active fine correction learning. 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, 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, 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 +
+ These are the rpm thresholds for active fine correction learning. 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, 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, 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, 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, the fine correction learning value is increased. Fine correction learning will never advance timing beyond the values in the 'Timing Advance (Maximum)' table. + + + -
- A - Min - B - Min - A - Max - B - Max +
+ 1 + 2 + 3 + 4 + 5 + 6
- This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. + 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. - - -
- A - Min - B - Min - A - Max - B - Max -
- This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. - - - - -
- A - Min - B - Min - A - Max - B - Max -
- The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. - - - - -
- 1 - 2 - 3 - 4 - 5 - 6 -
- These are the RPM values that make up the y-axis of the fine ignition 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 ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. - - - - -
- 1 - 2 - 3 - 4 -
- These are the engine load values that make up the x-axis of the fine ignition 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 ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. - - - +
- This is the delay between fine correction applications. This table impacts the active ignition timing performed by your ecu. Do not modify unless you fully understand this process. + This is the minimum delay between possible fine correction advances in the fine correction table.
- +
- The step value for each fine correction advance event. This table impacts the active ignition timing performed by your ecu. Do not modify unless you fully understand this process. + The step value for each individual fine correction advance.
- +
+ + 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 table. +
+ + -
+
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. + This is the scaling for the mass air flow sensor. - - -
+
+ +
+ +
+ + +
+ This is the compensation of air flow based on intake temp. + + + + + Maximum airflow before MAF CEL is activated. +
+ + + + 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. + + + + +
+ Off Below + On Above +
+ The vehicle speed at which throttle is reduced. + + + + +
+ +
+ + +
+ Throttle motor duty by rpm and throttle pedal position. + + + + +
+ +
+ + +
+ Throttle motor duty by rpm and throttle pedal position. + + + + +
+ +
+ + +
+ Throttle motor duty by rpm and throttle pedal position. + + + + +
+ +
+ + +
+ Throttle motor duty by rpm and throttle pedal position. + + + + +
+ +
+ This is the scaling of the exhaust gas temperature sensor. + + + + +
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. + This is the scaling of the intake temp sensor. - - -
+
+ +
- This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. + This is the scaling of the coolant temp sensor. - - - Maximum g/s reading before CEL. -
- - - - Maximum g/s reading before CEL. -
- - - -
- On - Off -
- These are the RPM values at which the rev limiter turns on and off. When engine speed is equal to or exceeds the 'On' value, the rev limiter is engaged, after which, if engine speed drops below the 'Off' value, the rev limiter is disengaged. - - - - -
- -
- - -
- Actuator duty at the throttle body by rpm and throttle pedal position. - - - - -
- -
- - -
- Actuator duty at the throttle body by rpm and throttle pedal position. - - - - -
- -
- - -
- Actuator duty at the throttle body by rpm and throttle pedal position. - - - - -
- -
- - -
- Actuator duty at the throttle body by rpm and throttle pedal position. - - - - -
- On - A - On - B - Off - A - Off - B -
- The vehicle speed at which fuel is cut. - - - - -
- On - A - On - B -
- The vehicle speed at which fuel is cut. - - - - -
- Off - On -
- The vehicle speed at which throttle is reduced. - - - - -
- Off - A - Off - B -
- The vehicle speed at which fuel is cut. - - - - -
- Off - On -
- The vehicle speed at which throttle is reduced. - - - - -
- Off - On -
- The vehicle speed at which throttle is reduced. - - - - -
- Off - On -
- The vehicle speed at which throttle is reduced. - - -
+
-
+ Idle speed at different coolant temperatures. -
+
-
+ Idle speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. -
+
-
+ Idle Speed at different coolant temperatures. - +
-
- Enter Below - Exit Above +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. - + When the EGT is the same or greater than the high 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 low 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 Delays' 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 delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. + 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.
- - - The minimum coolant temperature necessary for closed loop fueling. -
+ + + 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 Delays' 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. +
-
- Enter Below - Exit Above +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When vehicle speed drops below the 'Enter' value, the process to enter closed loop begins. When vehicle speeds rises above the 'Exit' value, the process to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + When vehicle speed is the same or greater than the high 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 low 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 Delays' 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 calculated load rises above these values referenced by rpm, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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 calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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 calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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 calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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 @@ -12110,100 +12691,82 @@ 4th - 5th + 5th\6th
- When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + When engine speed is the same or greater than the high 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 low 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 Delays' 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. - +
-
- 1st - - 2nd - - 3rd - - 4th - - 5th - -
- When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. - - - - -
- Enter Below - Exit Above +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + 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 high 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 low 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 Delays' 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. - -
+ +
-
- These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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. - - -
+
+ +
-
- These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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. - - -
+
+ +
-
- These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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. - - -
+
+ +
-
- These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. + + 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. - - -
- Enter - Exit +
+ + 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 Delays' 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
- When throttle % drops below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. - + 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. - - -
- Enter - Exit +
+ +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When throttle % drops below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + 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 Delays' 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. - - - Closed loop throttle percentage. Exact function unknown. May be the final threshold figure to switch to open loop when none of the other triggers have been activated. -
- - - -
- Enter - Exit +
+ +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay
- When atmospheric pressure is below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + 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 Delays' 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. PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked.
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