diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml index f94e3005..b0ca76e4 100644 --- a/ecu_defs/ecu_defs.xml +++ b/ecu_defs/ecu_defs.xml @@ -2,7 +2,7 @@ - + 16BITBASE Subaru @@ -11021,6 +11021,21369 @@
+ + + + + 32BITBASE + Subaru + Impreza + STi + 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. 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 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 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. +
+ + + + Vehicle speed at which the 'Low Speed Boost Compensation' is disabled. +
+ + + +
+ +
+ Percent change of target boost at different coolant temperatures. + + + + +
+ +
+ Percent change of target boost at different atmospheric pressures. + + + + +
+ +
+ + +
+ 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 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. + + + + +
+ +
+ These are wastegate duty values referenced by rpm. + + + + +
+ +
+ These are wastegate duty values referenced by rpm. + + + + +
+ +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ +
+ + +
+ The percent change of wastegate duties at different atmospheric pressures. + + + + +
+ +
+ + +
+ The percent change of wastegate duties at different atmospheric pressures. + + + + +
+ +
+ + +
+ 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 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 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 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. + + + + + 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 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. + + + + +
+ +
+ Percentage change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). + + + + +
+ +
+ Percentage change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. + + + + +
+ +
+ Fuel enrichment during warm-up based on coolant temperature. + + + + +
+ +
+ + +
+ 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 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 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 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 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 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 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 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 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 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 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 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. +
+ + + +
+ 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). + + + + + 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. +
+ + + +
+ +
+ This is the change in degrees of 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. + + + + +
+ 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 + 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. +
+ + + + 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. +
+ + + +
+ +
+ 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. + + + + + 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 +
+ 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. + + + + + 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. +
+ + + + The minimum coolant temperature necessary for closed loop fueling. +
+ + + +
+ Enter Below + Exit Above +
+ 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 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 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. + + + + +
+ +
+ 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. + + + + +
+ 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. + + + + +
+ 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 +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ +
+ 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. + + + + +
+ Enter + Exit +
+ 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. + + + + +
+ Enter + Exit +
+ 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. + + + + + 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 +
+ 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. + + + PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked.
+ PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. To disable this DTC, make sure the box above is unchecked.
+ CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked.
+ H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked.
+ HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked.
+ MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked.
+ OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked.
+ OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked.
+ OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked.
+ MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked.
+ INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked.
+ COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked.
+ ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked.
+ FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked.
+ O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked.
+ SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked.
+ OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked.
+ OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked.
+ WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked.
+ WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked.
+ KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked.
+ CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked.
+ CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked.
+ COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked.
+ VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked.
+ VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked.
+ IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked.
+ IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked.
+ IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked.
+ IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked.
+ EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked.
+ SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked.
+ CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked.
+ SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked.
+ POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked.
+ INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked.
+ INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked.
+ CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked.
+ BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked.
+ GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked.
+ GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked.
+ GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked.
+ TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked.
+ PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked.
+ SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked.
+ SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked.
+ AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked.
+ TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked.
+ ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked.
+ ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked.
+ FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked.
+ O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked.
+ ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked.
+ PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked.
+ MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked.
+ EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK PRESSURE CONTROL SYSTEM MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ FUEL LEVEL SENSOR SIGNAL TOO HIGH. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked.
+ EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked.
+ EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked.
+ EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ EGR SIGNAL 3 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked.
+ EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked.
+ EGR SIGNAL 4 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked.
+ EGR SIGNAL 4 CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked.
+ STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked.
+ BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked.
+ LOSS OF EBTCM SERIAL DATA. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked.
+ OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. To disable this DTC, make sure the box above is unchecked.
+ POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked.
+ POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked.
+ POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. To disable this DTC, make sure the box above is unchecked.
+ POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked.
+ THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked.
+ BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked.
+ BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked.
+ BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked.
+ EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked.
+ SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked.
+ CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked.
+ CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked.
+ + + + + + A2ZJ500J + 2000 + A2ZJ500J + AJ241 + + USDM + MT + 04 + sti04 + SH7055 + true + + + + Click the 'enabled' check box to fix the checksum issue. + + +
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+ + + + + A2ZJ700J + 2000 + A2ZJ700J + AJ242 + + USDM + MT + 04 + sti04 + SH7055 + true + + +
+ Click the 'enabled' check box to fix the checksum issue. + + +
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+ Click the 'enabled' check box to fix the checksum issue. + + +
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+ Click the 'enabled' check box to fix the checksum issue. + + +
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+ Click the 'enabled' check box to fix the checksum issue. + + +
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+ + + + + + A2ZJB10J + 2000 + A2ZJB10J + AJ930 + + USDM + MT + 05 + sti05 + SH7058 + true + 1024kb + + +
+ Click the 'enabled' check box to fix the checksum issue. + + +
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An error present in previous definition files resulted in a value in this rom being incorrectly changed. Fix will be applied when the rom is saved.
+ + + + + + A8DH200Z + 2000 + A8DH200Z + + + EDM + MT + 06 + sti05 + SH7058 + STi + false + 1024kb + + + + Click the 'enabled' check box to fix the checksum issue. + + +
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+ Click the 'enabled' check box to fix the checksum issue. + + +
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+ Click the 'enabled' check box to fix the checksum issue. + + +
+ + +
+
+
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+ +
An error present in previous definition files resulted in a value in this rom being incorrectly changed. Fix will be applied when the rom is saved.
+ + + + + + A2ZJ800G + 2000 + A2ZJ800G + + + ADM + AT + 03/04 + sti04 + Liberty + GTB + SH7055 + false + 512kb + + + + Click the 'enabled' check box to fix the checksum issue. + + +
+ + +
+
+
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+ + + + + + A2ZJD02G + 2000 + A2ZJD02G + + + ADM + AT + 04 + sti04 + Liberty + GT + SH7055 + false + 512kb + + +
+ Click the 'enabled' check box to fix the checksum issue. + + +
+ + +
+
+
+ + +
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+ \ No newline at end of file