From a53859e86d58f0fa47689029b08f58a61b31dd8a Mon Sep 17 00:00:00 2001 From: lizzardo Date: Sun, 20 Apr 2008 19:37:49 +0000 Subject: [PATCH] add latest ecu_defs.xml to source code control - needed for installer git-svn-id: https://svn2.assembla.com/svn/romraider/trunk@42 38686702-15cf-42e4-a595-3071df8bf5ea --- ecu_defs/ecu_defs.xml | 52397 ++++++++++++++++++++++++++++++++++++++++ 1 file changed, 52397 insertions(+) create mode 100644 ecu_defs/ecu_defs.xml diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml new file mode 100644 index 00000000..e3c4d775 --- /dev/null +++ b/ecu_defs/ecu_defs.xml @@ -0,0 +1,52397 @@ + + + + + + + 16BITBASE + USDM + Subaru + Impreza + WRX + MT/AT + 192kb + 68HC16Y5 + wrx02 + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ A check engine light will be triggered when actual boost continuously exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table. This table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. + + + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ A check engine light will be triggered when actual boost continuously exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table. This table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower. + + + +
+ Period of Boost Continuously Exceeding Limit Before CEL is Triggered +
+ When the 'Boost Limit (CEL)' threshold is exceeded, the value in this table determines the required delay before a check engine light will be triggered. If boost does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. + + + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ Fuel cut be activated when actual boost exceeds the corresponding threshold in this table. This table allows for lower fuel cut thresholds as atmospheric pressure decreases. + + + +
+ 7.89 + 8.51 + 9.13 + 9.74 + 10.37 + 10.98 + 11.60 + 12.22 + 12.84 + 13.46 + 14.08 + 14.70 +
+ This is the change in boost targets at different atmospheric pressures. This table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + + + +
+ Multiplier +
+ The function of this parameter is to reduce target boost as atmospheric pressure decreases keeping the turbo within its efficiency range. This multiplier is applied to the current atmospheric pressure and the 'Boost Comp Atmosphere Multiplier Offset' is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ Offset +
+ This offset is involved in the calculation of a multiplier designed to reduce target boost as atmospheric pressure decreases. The value from the 'Boost Comp Atmosphere Multiplier Determination' table is first applied to current atmospheric pressure and then the offset is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ +
+ + +
+ This is the change in target boost based on intake temperature and engine speed. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in target boost at different coolant temperatures. + + + +
+ 1st + 2nd + 3rd + 4th + 5th\6th +
+ This is the change in target boost based on manual transmission gear selection. For 6-speeds, the compensation value for 5th gear is used for 5th and 6th. + + + +
+ 1st + 2nd + 3rd + 4th + 5th +
+ This is the change in target boost based on automatic transmission gear selection. + + + +
+ Below +
+ If vehicle speed is greater than or equal to this value, per gear compensations for boost and/or wastegate are disabled. If vehicle speed is less than this value, per gear compensations are enabled. + + + +
+ Disable Below + Re-Enable +
+ Boost control is disabled (wastegate duty is set to zero) when the ignition advance multiplier (IAM) drops below the first value. Boost control is enabled when the IAM is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). Additionally, boost control will not be disabled unless the current applied fine knock correction is less than the threshold determined by the 'Boost Control Disable (Fine Correction)' table. + + + +
+ Disable Below +
+ Boost control is disabled (wastegate duty is set to zero) when the current fine knock correction is less than the value in this table for the delay period determined by the 'Boost Control Disable Delay (Fine Correction)' table and if the IAM drops below the first value in the 'Boost Control Disable (IAM)' table. + + + +
+ Period of Fine Knock Correction Continuously Below Threshold Before Boost Control Disable +
+ This is the delay period that must be met where if the current fine knock correction is continuously less than the value designated by the 'Boost Control Disable (Fine Correction)' table and the IAM drops below the first value in the 'Boost Control Disable (IAM)' table, then boost control will be disabled (wastegate duty is set to zero). + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Multiplier +
+ This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables. + + + +
+ Offset +
+ This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well. + + + +
+ Above +
+ When manifold pressure sensor voltage is equal to or greater than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (High Input)' table. + + + +
+ Period of MPS Voltage Continuously Exceeding Threshold Before CEL is triggered +
+ When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. + + + +
+ Below +
+ When manifold pressure sensor voltage is less than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (Low Input)' table. + + + +
+ Period of MPS Voltage Continuously Below Threshold Before CEL is triggered +
+ When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ 8.51 + 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ This is the change in initial (if supported) and max wastegate duties at different atmospheric pressures. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in initial (if supported) and max wastegate duties at different intake temperatures. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in initial and max wastegate duties at different coolant temperatures. + + + +
+ 1st + 2nd + 3rd + 4th + 5th\6th +
+ This is the change in initial and max wastegate duties based on manual transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is only utilized when boost error swings quickly from negative to positive or vice versa. It allows an absolute percentage of correction to be applied to current wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is utilized continuously whenever a minimum amount of boost error exists. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ Enable Above +
+ If engine speed is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If engine speed drops below this value and target boost drops below the threshold in the 'TD Activation Threshold (Target Boost)' table, then turbo dynamics correction is disabled. + + + +
+ Disabled Below + Enable Above +
+ These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table. + + + +
+ Disabled Below + Enable Above +
+ These are the target boost thresholds for active turbo dynamics correction. When target boost is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table. + + + +
+ Enable Above +
+ If target boost is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If target boost drops below this value and engine speed drops below the threshold in the 'TD Activation Threshold (RPM)' table, then turbo dynamics correction is disabled. + + + +
+ Integral Negative Minimum + Integral Positive Maximum +
+ These are the minimum and maximum limits for turbo dynamics integral cumulative correction. + + + +
+ Negative Trigger Below + Positive Trigger Above +
+ These are the boost error thresholds for active turbo dynamics burst correction. When boost error swings very quickly from below the first value to above the second value, or vice versa, turbo dynamics burst correction is active. + + + +
+ Active Below + Active Above +
+ These are the boost error thresholds for active turbo dynamics continuous correction. When boost error is less than the first value or is greater than or equal to the second value, correction for turbo dynamics continuous is active. When boost error is greater than or equal to the first value and less than the second value, turbo dynamics continuous correction is not active. + + + +
+ Integral Negative Active Below + Integral Positive Active Above +
+ These are the boost error thresholds for active turbo dynamics integral correction. When boost error is less than the first value, turbo dynamics integral negative correction is enabled. When boost error (target boost - actual boost) is greater than or equal to the second value, turbo dynamics integral positive correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ Below +
+ The ECU will begin using the 'Primary Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value. + + + +
+ Richer than +
+ This is the minimum enrichment (leanest estimated AFR) for active primary open loop fueling. This threshold is compared to the enrichment as determined by the 'Primary Open Loop Fueling' table(s). + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ Compensation to the primary fuel enrichment offset as determined from the 'Primary Open Loop Fueling' table(s). + + + +
+ 6.5 + 9.0 + 11.5 + 14.0 + 16.5 +
+ Injector latency (dead-time) referenced by battery voltage. + + + +
+ Injector Flow Constant +
+ This table is the fuel injector constant represented with an estimated flow rating. Because the methods for measuring the flow rating of injectors varies, this value may not exactly match the ratings for OEM and non-OEM injectors, but should be used as a starting point to tune from. + + + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the fuel temp sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ +
+ This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, the AFR, as reported by the o2 sensor, will still be limited to 11.025:1 on the rich side 29.4:1 on the lean side. + + + +
+ Max Range A / Min Range B + Max Range B / Min Range C + Max Range C / Min Range D +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ Max Range A / Min Range B + Max Range B / Min Range C + Max Range C / Min Range D +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ Minimum + Maximum +
+ These are the minimum and maximum limits for A/F Learning #1. A/F Learning #1 is the long-term correction applied to fueling based on feedback from the front oxygen sensor. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in is the difference between the current throttle position and the last throttle position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds. + + + +
+ Active Above +
+ Tip-in Enrichment is not active until the enrichment target, as determined by the "Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for active tip-in enrichment. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ 0.00 + 1.24 + 2.48 + 3.71 + 4.95 + 6.19 + 7.43 + 8.66 + 9.90 +
+ This is the change in 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost). + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. This additional compensation table is only active when throttle tip-in is greater than the value specified by the 'Tip-in Enrichment Compensation B (Coolant Temp) Activation' table. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for the 'Tip-in Enrichment Compensation B (Coolant Temp)' table to be active. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 +
+ This is the change in 'Throttle Tip-in Enrichment' based on engine speed. + + + +
+ Closed Loop Base Fueling Before Compensations +
+ This is the target base fueling during closed loop before any compensations are applied. Because there will usually be positive compensations to the underlying value, the actual target will typically be slightly leaner. + + + +
+ Closed Loop Base Fueling Before any Compensations +
+ This is the target base fueling during closed loop before any compensations are applied. Because there will usually be positive compensations to the underlying value, the actual target will typically be slightly leaner. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine knock correction. 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 knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for AVCS. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in total ignition timing based on input from the air intake temperature sensor. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in total ignition timing based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in total ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in total ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + 104 +
+ This is the change in total ignition timing at idle based on input from the coolant temp sensor. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the change in total ignition timing at idle based on input from the coolant temp sensor. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however, it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 0 + 6400 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Below +
+ This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Above +
+ The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which feedback corrections can be made by the ECU. Feedback correction is the immediate negative correction to timing advance due to knock as determined by the knock sensor. + + + +
+ Disable Below + Enable Above +
+ This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor. + + + +
+ Potential Change in Current Feedback Correction Per Knock 'Event' +
+ The step value for each negative adjustment to current feedback correction. + + + +
+ Feedback Correction Limit +
+ The limit for feedback correction. + + + +
+ Change in Negative Feedback Correction After Each 'No Knock' Delay +
+ When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table. Feedback correction will never be greater than zero. + + + +
+ 'No Knock' Delay Period for Negative Feedback Correction Advance +
+ When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the load range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 + Max Range 5 / Min Range 6 + Max Range 6 / Min Range 7 + Max Range 7 / Min Range 8 +
+ These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 + Max Range 5 / Min Range 6 + Max Range 6 / Min Range 7 + Max Range 7 / Min Range 8 +
+ These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied. + + + +
+ 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 + 6400 +
+ The step value for each individual negative adjustment to the fine correction learning table in RAM. + + + +
+ Potential Change in Fine Correction Stored Value Per Knock 'Event' +
+ The step value for each individual negative adjustment to the fine correction learning table. + + + +
+ Fine Correction Stored Value Negative Limit +
+ The limit for each negative fine correction learning stored value. + + + +
+ Potential Change in Fine Correction Stored Value After Each 'No Knock' Delay +
+ The step value for each individual positive adjustment to the fine correction learning table. + + + +
+ Fine Correction Stored Value Positive Limit +
+ The limit for each positive fine correction learning stored value. + + + +
+ 'No Knock' Delay Period for Positive Change to Fine Correction Stored Value +
+ This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the fine correction learning table can be made. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ECU. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (Load)' table must also be satisfied for potential rough correction learning. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ECU. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (RPM)' table must also be satisfied for potential rough correction learning. + + + +
+ Enable Above +
+ This is the minimum current timing advance (max) map value in order to begin re-evaluation of the IAM after entering rough correction mode. This is one of several requirements that must be met. + + + +
+ 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 +
+ This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the ignition advance multiplier (IAM) can be made when the IAM is being re-evaluated. + + + +
+ ECU Reset and Active Rough Correction Initial Value +
+ This is the initial value for the ignition advance multiplier (IAM). The IAM is set to this value after an ECU reset and at the beginning of a rough correction learning session where the IAM would be re-evaluated. + + + +
+ Initial IAM Step Value during Active Rough Correction Learning +
+ This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins during a rough correction learning session. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is 0 or 1, or the IAM hits 0 or 16 for a period of time, the IAM re-evaluation ends. This how the ECU determines that the IAM has settled on the appropriate value. + + + +
+ +
+ This is the scaling for the mass airflow sensor. + + + +
+ +
+ This is the scaling for the mass airflow sensor. + + + +
+ Above +
+ If the MAF sensor voltage is greater than or equal to this value, a CEL will be activated. + + + +
+ +
+ + +
+ This is the compensation of airflow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of airflow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of engine load based on engine speed and manifold pressure. + + + +
+ On Above + Off Below +
+ These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed. + + + +
+ Change in Ignition Timing when Rev Limiter is Engaged +
+ Change in total ignition timing when hitting the rev limiter. + + + +
+ On Above - AT + On Above - MT + Off Below - AT + Off Below - MT +
+ Vehicle speed at which fuel is cut. + + + When enabled, this deactivates the fuel cut speed limiter regardless of the thresholds defined by the 'Speed Limiting (Fuel Cut)' table. Off-road use only. + + +
+ + +
+ Max Reduction Above + Partial Reduction Below + No Reduction Below +
+ The vehicle speeds at which wastegate duty is progressively reduced. + + + When enabled, this deactivates the wastegate speed limiter regardless of the thresholds defined by the 'Speed Limiting (Wastegate)' table. Off-road use only. + + +
+ + +
+ Above +
+ Misfire count per cylinder that will trigger the P0301, P0302, P0303, or P0304 CEL. + + + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the exhaust gas temperature sensor. + + + +
+ 0.21 + 0.36 + 0.52 + 0.67 + 0.83 + 0.99 + 1.14 + 1.30 + 1.46 + 1.61 + 1.77 + 1.92 + 2.08 + 2.24 + 2.39 + 2.55 + 2.71 + 2.86 + 3.02 + 3.17 + 3.33 + 3.49 + 3.64 + 3.80 + 3.96 + 4.11 + 4.27 + 4.42 + 4.58 + 4.74 +
+ This is the scaling for the intake temperature sensor. + + + +
+ 0.45 + 0.61 + 0.76 + 0.92 + 1.07 + 1.23 + 1.39 + 1.54 + 1.70 + 1.86 + 2.01 + 2.17 + 2.32 + 2.48 + 2.64 + 2.79 + 2.95 + 3.11 + 3.26 + 3.42 + 3.57 + 3.73 + 3.89 + 4.04 + 4.20 + 4.36 + 4.51 + 4.67 +
+ This is the scaling for the coolant temperature sensor. + + + +
+ M0 max|M1 min(dec) + M1 min(inc) + M2 min(dec) + M2 min(inc) +
+ These are thresholds based on coolant temp which, along with the mode specified by the vehicle speed threshold table, are involved in determining radiator fan control. Radiator fan modes for coolant temp range from 0 to 2. Current mode thresholds are dependent on whether the coolant temperature is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. + + + +
+ M0 max|M1 min(dec) + M1 min(inc) + M1 max(dec)|M2 min(dec) + M1 max(inc)|M2 min(inc) + M2 max(dec) + M2 max(inc)|M3 min +
+ These are thresholds based on vehicle speed which, along with the mode specified by the coolant temp threshold table, are involved in determining radiator fan control. Radiator fan modes for vehicle speed range from 0 to 3. Current mode thresholds are dependent on whether the vehicle speed is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. + + + +
+ 0/0/OFF + 0/1/OFF + 0/2/OFF + 0/0/ON + 0/1/ON + 0/2/ON + 1/0/OFF + 1/1/OFF + 1/2/OFF + 1/0/ON + 1/1/ON + 1/2/ON + 2/0/OFF + 2/1/OFF + 2/2/OFF + 2/0/ON + 2/1/ON + 2/2/ON + 3/0/OFF + 3/1/OFF + 3/2/OFF + 3/0/ON + 3/1/ON + 3/2/ON +
+ Based on the modes as determined by the 'Radiator Fan Modes' coolant temp and vehicle speed tables and whether the A/C is on or off, this table determines which radiator fans will be active for each combination of modes. + + + +
+ Min 1st Gear / Max 2nd Gear + Min 2nd Gear / Max 3rd Gear + Min 3rd Gear / Max 4th Gear + Min 4th Gear / Max 5th Gear +
+ The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios, final drive ratio or tire diameter has changed from the original factory set-up. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + 104 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + 104 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ This is the target engine speed at idle based on coolant temperature. + + + +
+ Minimum Target Idle Speed with A/C On +
+ Minimum target idle speed when A/C is on - Manual transmission vehicles. + + + +
+ Minimum Target Idle Speed with A/C On +
+ Minimum target idle speed when A/C is on - Automatic transmission vehicles. + + + +
+ Minimum Target Idle Speed During Warm-Up +
+ Minimum target idle speed during warm-up after initial startup - Manual transmission vehicles. + + + +
+ Minimum Target Idle Speed During Warm-Up +
+ Minimum target idle speed during warm-up after initial startup - Automatic transmission vehicles. + + + +
+ Minimum Target Idle Speed During High Electrical Load +
+ Minimum target idle speed during high electrical load - Manual transmission vehicles. + + + +
+ Minimum Target Idle Speed During High Electrical Load +
+ Minimum target idle speed during high electrical load - Automatic transmission vehicles. + + + +
+ On Above + Off Below +
+ This is the threshold boost for intercooler autowash. When target boost rises above first value, autowash is on. When target boost falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold coolant temperature for intercooler autowash. 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 autowash. When engine speed rises above first value, autowash is on. When engine speed falls below second value, autowash is off. + + + +
+ On Above + Off Below +
+ This is the threshold vehicle speed for intercooler autowash. 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 autowash. When IAT rises above first value, autowash is on. When IAT speed falls below second value, autowash is off. + + + +
+ A-1 + A-2 + A-3 + A-4 + B-1 + B-2 + B-3 + B-4 + C-1 + C-2 + C-3 + C-4 + D-1 + D-2 + D-3 + D-4 +
+ This is the delay from closed loop to open loop fueling. Only one of the four delay groups will be accessed at any given time depending on transmission type and other factors than can vary by ROM. And only one of the four values from each group determines the delay 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 'CL to OL Transition with Delay (Throttle)' and 'CL to OL Transition with Delay (Calculated Load)' tables will be used to determine the transition from open loop to closed loop with the delay 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 as determined by the 'Primary Open Loop Fueling' and 'Minimum Active Primary Open Loop Enrichment' tables. + + + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ When the 'CL to OL 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. + + + +
+ Begin CL to OL Transition with Delay Above +
+ When the CL to OL 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. + + + +
+ (Below) - Check Other Transition Table (Calculated Load) +
+ When the throttle opening angle % drops below this delta applied to the threshold specified by the 'CL to OL Transition with Delay (Throttle)' table, fueling will transition from open loop to closed loop if calculated load also drops below the threshold determined by the 'CL to OL Transition with Delay (Calculated Load)' table. + + + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ When the CL to OL 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, ((2707090/Injector Flow Scaling) * Engine Load (g/rev))), 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. + + + +
+ Begin CL to OL Transition with Delay Above +
+ When the CL to OL 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, ((2707090/Injector Flow Scaling) * Engine Load (g/rev))), 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. + + + +
+ Begin CL to OL Transition with Delay Above +
+ When the CL to OL 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, ((2707090/Injector Flow Scaling) * Engine Load (g/rev))), 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. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When the EGT is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables - (8-16) + (Above) - Clear CL Delay - (8-16) + (Below) - Check Other CL Tables - (0-7) + (Above) - Clear CL Delay - (0-7) +
+ When the EGT is the same or greater than the second value (depending on the advance multiplier), the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value (depending on the advance multiplier), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Above) - Clear CL Delay - (Range 1) + (Above) - Clear CL Delay - (Range 2) + (Above) - Clear CL Delay - (Range 3) + (Above) - Clear CL Delay - (Range 4) +
+ Only one of these values is used as a comparison which is determined by the time since the last engine start (first value is the earliest). When throttle position is greater than or equal to the selected value in this table, the CL to OL 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 CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to this value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When engine speed is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When vehicle speed is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Clear CL Delay +
+ When coolant temp is the less than this value, the CL to OL 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 CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ High Atmospheric Pressure Above + Low Atmospheric Pressure Below +
+ If atmospheric pressure is equal to or exceeds the first value, then the 'CL Delay Maximum Throttle (Low Atmospheric Pressure)(AT)' table is used. If it is below the second value, the 'CL Delay Maximum Throttle (High Atmospheric Pressure)(AT)' table is used. For manual transmissions, the first value determines the threshold for CL to OL Delay table value selection with some roms. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ +
+ + +
+ When the EGT reaches or exceeds the corresponding value in this table, boost control and fuel enrichment are disabled. In addition, a CEL will be triggered after a predetermined period of time. + + + When enabled, this forces an immediate pass of all OBD-II readiness monitor tests. Off-road use only. + + +
+ + When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TURBOCHARGER WASTEGATE SOLENOID B LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TURBOCHARGER WASTEGATE SOLENOID B HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN RELAY 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE SPEED INPUT CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (OPEN CIRCUIT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (SHORT CIRCUIT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR MICROCOMPUTER PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR #1 HEATER CIRCUIT PERFORMANCE/RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + DIFFERENTIAL PRESSURE SENSOR. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL PUMP CONTROL UNIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE CONTROL VALVE SOLENOID CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE CONTROL VALVE SOLENOID CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + 2 STAGE TWIN TURBO SYSTEM (SINGLE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + 2 STAGE TWIN TURBO SYSTEM (TWIN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN RELAY 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL POSITION SWITCH CIRCUIT HIGH INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL POSITION SWITCH CIRCUIT LOW INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT DIAGNOSIS INPUT SIGNAL CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRUISE CONTROL SET SIGNAL CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE TORQUE CONTROL SIGNAL #1 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE TORQUE CONTROL SIGNAL #2 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + + + A4SG900C + 200 + A4SG900C + 1B14400305 + 02 + + +
+
+
+ +
+
+
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+ + + + A4SGA00C + 200 + A4SGA00C + 1B14400405 + 02 + +
+
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+ + + + A4SGC00C + 200 + A4SGC00C + 1B14400505 + 02 + +
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+ + + + A4SGE01C + 200 + A4SGE01C + 1B14400805 + 02 + + +
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+ + + + A4TC300L + 200 + A4TC300L + 3614486205 + 03 + MT + + +
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+ + + + A4TC101L + 200 + A4TC101L + 3614486105 + +
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+ + + + A4TC101K + 200 + A4TC101K + 3614446105 + 03 + AT + + +
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+ + + + A4TC400L + 200 + A4TC400L + 3614486305 + + +
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+ + + + A4TC401L + 200 + A4TC401L + 3614486405 + + +
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+ + + + A4TF400E + 200 + A4TF400E + 2E14446106 + 04 + AT + wrx04 + + +
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+ + + + A4TH100L + 200 + A4TH100L + 3D545B6005 + 05 + ADM + + + + + A4TH000O + 200 + A4TH000O + 3A54584005 + 04 + ADM + +
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+ + + + A4RM200K + 200 + A4RM200K + 3DA4583005 + 05 + SA + + +
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+ + + + 32BITBASE + USDM + Subaru + Impreza + STi + MT + 512kb + SH7055 + sti04 + +
+ +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ + +
+ This map contains the desired boost targets. Boost control is a closed loop system, with the ECU adjusting wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Boost compensation tables can impact the final boost target. + + + +
+ +
+ Fuel cut be activated when actual boost exceeds the corresponding threshold in this table. This table allows for lower fuel cut thresholds as atmospheric pressure decreases. + + + +
+ Active Compensation +
+ Change in target boost (absolute pressure) at vehicle speeds below the 'Boost Compensation (Vehicle Speed) Disable' value. + + + +
+ Disable Compensation Above +
+ Vehicle speed at which the 'Boost Compensation (Vehicle Speed)' is disabled. + + + +
+ +
+ This is the change in target boost at different coolant temperatures. + + + +
+ +
+ This is the change in target boost at different intake temp temperatures. + + + +
+ +
+ This is the change in boost targets at different atmospheric pressures. This table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. + + + +
+ +
+ The function of this parameter is to reduce target boost as atmospheric pressure decreases keeping the turbo within its efficiency range. This multiplier is applied to the current atmospheric pressure and the 'Boost Comp Atmosphere Multiplier Offset' is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ +
+ This offset is involved in the calculation of a multiplier designed to reduce target boost as atmospheric pressure decreases. The value from the 'Boost Comp Atmosphere Multiplier Determination' table is first applied to current atmospheric pressure and then the offset is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure). + + + +
+ Disable + Re-Enable +
+ Boost control is disabled (wastegate duty is set to zero) when the ignition advance multiplier (IAM) drops below the first value. Boost control is enabled when the IAM is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). + + + +
+ Offset (psia) + Multiplier (psia/v) +
+ This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure. + + + +
+ High Input CEL Above + Low Input CEL Below +
+ When manifold pressure sensor voltage is greater than or equal to the first value or less than the second value, over a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay' table. + + + +
+ High Input + Low Input +
+ This is the period of time for which the manifold pressure sensor voltage must exceed the threshold as specified by the 'Manifold Pressure Sensor Limits (CEL)' table in order for a CEL to be triggered. + + + +
+ Offset (psi) + Multiplier (psi/v) +
+ This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ECU. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and the initial and max wastegate tables. Wastegate compensation tables are applied to initial and max wastegate duty values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ These are the alternative max values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ These are the alternative max values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ +
+ These are the alternative max values for wastegate duty. The ECU adjusts wastegate duty in an attempt to achieve target boost within the limits defined by the turbo dynamics and wastegate tables. Wastegate compensation tables also are applied to these values. + + + +
+ Maximum +
+ This is the maximum limit for wastegate duty. Regardless of the values in the 'Max Wastegate Duty' table, wastegate duty will not exceed this value. + + + +
+ +
+ This is the change in wastegate duty at different intake temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the change in wastegate duty at different intake temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the change in wastegate duty (alternate table) at different intake temperatures. + + + +
+ +
+ This is the change in wastegate duty at different coolant temperatures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ + +
+ This is the change in wastegate duty at different atmospheric pressures. This is applied to both the initial and max wastegate duty values. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Proportional' table at different intake temperatures. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Integral Positive' table at different intake temperatures. + + + +
+ +
+ This is the change in wastegate correction for the 'Turbo Dynamics Integral Negative' table at different intake temperatures. + + + +
+ Disable Below + Enable Above +
+ These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table. + + + +
+ Disable Below + Enable Above +
+ These are the target boost thresholds for active turbo dynamics correction. When target boost is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table. + + + +
+ Integral Negative Minimum + Integral Positive Maximum +
+ These are the minimum and maximum limits for turbo dynamics integral cumulative correction. + + + +
+ Active Below +
+ This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ Active Above +
+ This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ Enable Above +
+ This is the wastegate duty threshold for active turbo dynamics integral positive correction. When current wastegate duty is less than this table's value, turbo dynamics integral positive correction is disabled. When current wastegate duty is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Boost Error)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ +
+ + +
+ This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. + + + +
+ Below +
+ The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value. + + + +
+ Richer than +
+ This is the minimum enrichment (leanest estimated AFR) for active primary open loop fueling. This threshold is compared to the enrichment as determined by the 'Primary Open Loop Fueling' table which is compensated by the 'Primary Open Loop Fueling Compensation (Timing Compensation)' table. + + + +
+ +
+ This is the minimum enrichment (effective AFR lean limit) for primary open loop fueling based on throttle position. This minimum enrichment is applied if primary open loop fueling is active as previously determined by the 'Minimum Active Primary Open Loop Enrichment' threshold. It is also applied before compensation is applied by the 'Primary Open Loop Fueling Compensation (Coolant Temp)' table. + + + +
+ +
+ This is the minimum enrichment (effective AFR lean limit) for primary open loop fueling based on accelerator pedal position. This minimum enrichment is applied if primary open loop fueling is active as previously determined by the 'Minimum Active Primary Open Loop Enrichment' threshold. This minimum is also applied before compensation by the 'Primary Open Loop Fueling Compensation (Coolant Temp)' table but after the 'Minimum Primary Open Loop Enrichment (Throttle)' lean limit is applied. + + + +
+ +
+ Compensation to fuel enrichment as determined from the 'Primary Open Loop Fueling' table(s) after 'Minimum Active Primary Open Loop Enrichment' threshold is met and compensation/limit by the 'Primary Open Loop Fueling Compensation (Timing Compensation)' and 'Minimum Primary Open Loop Enrichment (Throttle)' tables are applied. + + + +
+ +
+ This is the compensation of the primary open loop fueling based on the combined correction of the 'Timing Compensation (MRP)' and 'Timing Compensation A (Intake Temp)' tables. The compensation is a raw enrichment offset value which is added to the raw enrichment offset determined by the 'Primary Open Loop Fueling' table. To determine the estimated change in the effective AFR, first convert the primary open loop AFR (x) in question to its raw enrichment value -> (14.7/x-1). Then add the compensation offset from this table to the result. Finally, convert this total enrichment (x) to the effective AFR -> (14.7/x+1). For example, if the primary open loop fueling map calls for an effective AFR of 10.5:1, this would be an enrichment offset of 0.40. If the compensation value was 0.10, the total raw enrichment offset would be 0.50. Converting this to an effective AFR would result in a value of 9.8:1. + + + +
+ +
+ This is the compensation of the primary open loop fueling based on the combined correction of the 'Timing Compensation (MRP)' and 'Timing Compensation (Intake Temp)' tables. The compensation is a raw enrichment offset value which is added to the raw enrichment offset determined by the 'Primary Open Loop Fueling' table. To determine the estimated change in the effective AFR, first convert the primary open loop AFR (x) in question to its raw enrichment value -> (14.7/x-1). Then add the compensation offset from this table to the result. Finally, convert this total enrichment (x) to the effective AFR -> (14.7/x+1). For example, if the primary open loop fueling map calls for an effective AFR of 10.5:1, this would be an enrichment offset of 0.40. If the compensation value was 0.10, the total raw enrichment offset would be 0.50. Converting this to an effective AFR would result in a value of 9.8:1. + + + +
+ +
+ This is the minimum fuel enrichment in open loop based on coolant temp. Regardless of the 'Primary Open Loop Fueling' table value, enrichment will not be lower (leaner estimated AFR) than the minimum enrichment in this table (although there is an additional undefined factor which could influence the actual minimum). + + + +
+ +
+ + +
+ This is the minimum fuel enrichment in open loop based on coolant temp and engine load. Regardless of the 'Primary Open Loop Fueling' table value, enrichment will not be lower (leaner estimated AFR) than the minimum enrichment in this table (although there is an additional undefined factor which could influence the actual minimum). + + + +
+ +
+ + +
+ This is the minimum fuel enrichment in open loop based on coolant temp and engine load. Regardless of the 'Primary Open Loop Fueling' table value, enrichment will not be lower (leaner estimated AFR) than the minimum enrichment in this table (although there is an additional undefined factor which could influence the actual minimum). + + + +
+ +
+ + +
+ The enrichment, as determined by this map, is only used at idle and is added to the 'Minimum Open Loop Enrichment (Coolant Temp)' to determine the minimum open loop enrichment. Regardless of the 'Primary Open Loop Fueling' table value, enrichment will not be lower (leaner estimated AFR) than the minimum enrichment determined by both tables (although there is an additional undefined factor which could influence the actual minimum). + + + +
+ +
+ + +
+ + + + +
+ +
+ + +
+ + + + +
+ +
+ + +
+ + + + +
+ +
+ + +
+ Injector latency (dead-time) + + + +
+ +
+ Injector latency (dead-time) + + + +
+ Injector Flow Constant +
+ This table is the fuel injector constant represented with an estimated 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. + + + +
+ Injector Flow Constant +
+ This table is the fuel injector constant represented with an estimated 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 A/F Learning #1. A/F Learning #1 is the long-term correction applied to fueling based on feedback from the oxygen sensor during closed loop operation. + + + +
+ +
+ These are the maximum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation. + + + +
+ +
+ These are the minimum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation. + + + +
+ Max Range A / Min Range B + Max Range B / Min Range C + Max Range C / Min Range D +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ Max Range A / Min Range B + Max Range B / Min Range C + Max Range C / Min Range D +
+ These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop. + + + +
+ +
+ This is the scaling for the fuel temp sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ +
+ This is the scaling for the front oxygen sensor. + + + +
+ Minimum +
+ This is the rich limit for the front oxygen sensor. Regardless of the scaling of the front oxygen sensor, it will not read richer than this value. + + + +
+ +
+ This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, AFR will still be limited on the rich side by the 'Front Oxygen Sensor Rich Limit' table and limited to an AFR of 29.4 on the lean side. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in is the difference between the current throttle position and the last throttle position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in is the difference between the current throttle position and the last throttle position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds. + + + +
+ +
+ This is the initial fuel enrichment during throttle tip-in. Throttle tip-in is the difference between the current throttle position and the last throttle position. The enrichment value is the raw value from the ECU. The larger the value, the more fuel is added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds. + + + +
+ Active Above +
+ Tip-in Enrichment is not active until the enrichment target, as determined by the "Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for active tip-in enrichment. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost). + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on engine speed. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on manifold pressure. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for the 'Tip-in Enrichment D (Coolant Temp)' table to be active. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ +
+ This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. + + + +
+ Active Above +
+ This is the minimum throttle tip-in for the 'Tip-in Enrichment D (Coolant Temp)' table to be active. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ + +
+ This is the base level of timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine knock correction. This base timing map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + +
+ +
+ The timing indicated in this table is used as base timing when the target for this table exceeds the normal base timing target after compensations. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * current advance multiplier) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This is the maximum amount of knock-based timing advance (knock correction) that can be added to base timing. Total timing = base timing + knock correction + other timing compensations. Knock correction = (timing advance(maximum) * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction. This table limits the maximum allowable knock correction and is intended by Subaru to be the maximum amount of additional advance to run, without knock, for high-octane fuel. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of exhaust cam advance for the variable valve timing system. + + + +
+ +
+ + +
+ This map selects the degree of exhaust cam advance for the variable valve timing system. + + + +
+ +
+ This is the change in total ignition timing based on input from the air intake temperature sensor. + + + +
+ +
+ This is the change in total 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 total ignition timing based on input from the air intake temperature sensor. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. + + + +
+ +
+ This is the change in total ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ This is the change in total ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ This is the change in total ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ This is the change in total ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ This is the change in total ignition timing based on input from the coolant temperature sensor. + + + +
+ +
+ + +
+ This is the change in total ignition timing based on manifold relative pressure and atmospheric pressure. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ +
+ + +
+ This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored. + + + +
+ Enable Above +
+ The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Below +
+ This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables. + + + +
+ Enable Above +
+ The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which feedback corrections can be made by the ECU. Feedback correction is the immediate negative correction to timing advance due to knock as determined by the knock sensor. + + + +
+ Disable Below + Enable Above +
+ This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor. + + + +
+ +
+ This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor. + + + +
+ Potential Change in Current Feedback Correction Per Knock 'Event' +
+ The step value for each negative adjustment to current feedback correction. + + + +
+ +
+ The step value for each negative adjustment to current feedback correction. + + + +
+ Feedback Correction Limit +
+ The limit for feedback correction. + + + +
+ Change in Negative Feedback Correction After Each 'No Knock' Delay +
+ When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table. Feedback correction will never be greater than zero. + + + +
+ 'No Knock' Delay Period for Negative Feedback Correction Advance +
+ When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero. + + + +
+ +
+ When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero. + + + +
+ Feedback Correction High RPM Carry-Over Compensation +
+ If current feedback correction is non-zero as engine speed passes the last value in the 'Feedback Correction Range (RPM)' table, that feedback correction value continues to be applied even though engine speed is above the feedback correction disable RPM. The multiplier in this table determines the portion of that value that is applied. When engine speed drops back below the enable range, normal feedback correction activity will resume. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the RPM range in which separate knock counters are used under specific conditions to allow for the enabling or disabling, depending on the knock signal, feedback or fine corrections outside the normal activity of the knock control system and potentially outside the normal RPM ranges for feedback correction or applied fine correction. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Disable Below + Enable Above +
+ This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Enable Below + Disable Above +
+ This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the load range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 + Max Range 5 / Min Range 6 + Max Range 6 / Min Range 7 +
+ These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 + Max Range 5 / Min Range 6 + Max Range 6 / Min Range 7 + Max Range 7 / Min Range 8 +
+ These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 +
+ These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied. + + + +
+ Max Range 1 / Min Range 2 + Max Range 2 / Min Range 3 + Max Range 3 / Min Range 4 + Max Range 4 / Min Range 5 + Max Range 5 / Min Range 6 + Max Range 6 / Min Range 7 + Max Range 7 / Min Range 8 +
+ These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied. + + + +
+ Potential Change in Fine Correction Stored Value Per Knock 'Event' +
+ The step value for each individual negative adjustment to the fine correction learning table in RAM. + + + +
+ +
+ The step value for each individual negative adjustment to the fine correction learning table in RAM. + + + +
+ Fine Correction Stored Value Negative Limit +
+ The limit for each negative fine correction learning stored value. + + + +
+ Potential Change in Fine Correction Stored Value After Each 'No Knock' Delay +
+ The step value for each individual positive adjustment to the fine correction learning table. + + + +
+ Fine Correction Stored Value Positive Limit +
+ The limit for each positive fine correction learning stored value. + + + +
+ 'No Knock' Delay Period for Positive Change to Fine Correction Stored Value +
+ This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the fine correction learning table can be made. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine speed range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ecu. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (Load)' table must also be satisfied for potential rough correction learning. + + + +
+ Disable Below + Enable Above + Enable Below + Disable Above +
+ This is the engine load range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ecu. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (RPM)' table must also be satisfied for potential rough correction learning. + + + +
+ Enable Above +
+ This is the minimum current timing advance (max) map value in order to begin re-evaluation of the IAM after entering rough correction mode. This is one of several requirements that must be met. + + + +
+ +
+ This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the ignition advance multiplier (IAM) can be made when the IAM is being re-evaluated. + + + +
+ Post-Reset or Active Rough Correction Initial Reset Value +
+ This is the initial value for the ignition advance multiplier (IAM). The IAM is set to this value after an ECU reset and at the beginning of a rough correction learning session where the IAM would be re-evaluated. + + + +
+ Initial IAM Step Value for Active Rough Correction +
+ This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins during a rough correction learning session. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is 0, or the IAM hits 0 or 1.0 for a period of time, the IAM re-evaluation ends. This how the ECU determines that the IAM has settled on the appropriate value. + + + +
+ Maximum +
+ This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table. + + + +
+ +
+ This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table. + + + +
+ +
+ This is the scaling for the mass airflow sensor. + + + +
+ +
+ + +
+ This is the compensation of airflow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of airflow based on intake temp. + + + +
+ +
+ + +
+ This is the compensation of airflow based on intake temp. + + + +
+ Maximum +
+ This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and manifold pressure. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and manifold pressure. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and manifold pressure. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and throttle opening. + + + +
+ +
+ + +
+ This is the compensation of engine load based on RPM and throttle opening. + + + +
+ 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. + + + +
+ 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. + + + +
+ On Above + Off Below +
+ These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed. + + + +
+ Below +
+ After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value. + + + +
+ On Above +
+ The speed limiter is engaged when vehicle speed is greater than this value. + + + +
+ Off Below +
+ The speed limiter is disengaged when vehicle speed is equal to or drops below this value after already engaging the limiter. + + + +
+ None Below + High Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ None Below + High Above + Higher Above + Highest Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ On Above (AT) + On Above (MT) + Off Below (AT) + Off Below (MT) +
+ The vehicle speeds at which the speed limiter is engaged or disengaged which varies by transmission type. + + + +
+ None Below + High Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ None Below + High Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ None Below + High Above +
+ The vehicle speed at which throttle is reduced. + + + +
+ +
+ This is the scaling of the exhaust gas temperature sensor. + + + +
+ +
+ This is the scaling of the intake temp sensor. + + + +
+ +
+ This is the scaling of the coolant temp sensor. + + + +
+ Offset (psia) + Multiplier (psia/v) +
+ This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure. + + + +
+ High Input CEL Above + Low Input CEL Below +
+ When manifold pressure sensor voltage is greater than or equal to the first value or less than the second value, over a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay' table. + + + +
+ High Input + Low Input +
+ This is the delay period for which the manifold pressure sensor voltage must exceed the threshold as specified by the 'Manifold Pressure Sensor Limits (CEL)' table in order for a CEL to be triggered. + + + +
+ Offset (psi) + Multiplier (psi/v) +
+ This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ECU. + + + +
+ Min 1st Gear / Max 2nd Gear + Min 2nd Gear / Max 3rd Gear + Min 3rd Gear / Max 4th Gear + Min 4th Gear / Max 5th Gear + Min 5th Gear / Max 6th Gear +
+ The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios, final drive ratio or tire diameter has changed from the original factory set-up. + + + +
+ Min 1st Gear / Max 2nd Gear + Min 2nd Gear / Max 3rd Gear + Min 3rd Gear / Max 4th Gear + Min 4th Gear / Max 5th Gear + Min 5th Gear / Max 6th Gear +
+ The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for the determination. These should not be modified unless the transmission gear ratios, final drive ratio or tire diameter has changed from the original factory set-up. + + + +
+ Min 1st Gear / Max 2nd Gear + Min 2nd Gear / Max 3rd Gear + Min 3rd Gear / Max 4th Gear + Min 4th Gear / Max 5th Gear + Min 5th Gear / Max 6th Gear +
+ The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for the determination. These should not be modified unless the transmission gear ratios, final drive ratio or tire diameter has changed from the original factory set-up. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table. + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ + +
+ The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening. Use caution when modifying this table (untested). + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ +
+ Idle speed target at different coolant temperatures. + + + +
+ A1 + A2 + A3 + B1 + B2 + B3 + C1 + C2 + C3 +
+ This is the delay from closed loop to open loop fueling. Only one of the values is used at any given time to determine the delay. If the delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' and 'CL to OL Transition with Delay (Calculated Load)' tables will be used to determine the transition from open loop to closed loop with the delay 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 as determined by the 'Primary Open Loop Fueling' and 'Minimum Active Primary Open Loop Enrichment' tables. + + + +
+ +
+ This is the delay from closed loop to open loop fueling. Only one of these delay values will be used depending on atmospheric pressure. If the delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' and 'CL to OL Transition with Delay (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 'Primary Open Loop Fueling' map. + + + +
+ +
+ This is the delay from closed loop to open loop fueling. Only one of these delay values will be used depending on atmospheric pressure. If the delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' and 'CL to OL Transition with Delay (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 'Primary Open Loop Fueling' map. + + + +
+ +
+ This is the delay from closed loop to open loop fueling. Only one of these delay values will be used depending on atmospheric pressure. If the delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' and 'CL to OL Transition with Delay (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 'Primary Open Loop Fueling' map. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When accelerator pedal opening % 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 accelerator pedal opening % drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ +
+ When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When calculated load, (raw injector flow scaling x engine load), is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is used to determine the pause in this transition to open loop. When calculated load drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When the EGT is the same or greater than the second value, the closed loop Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When vehicle speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Clear CL Delay +
+ When coolant temp is the less than this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When coolant temp is greater than or equal to this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay if Load Counter Threshold Exceeded +
+ When the engine load is the same or greater than the second value, a counter value is incremented. If engine load remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Load Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine load drops below the first value, the engine load counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ Engine Load Counter Threshold +
+ This is the delay in clearing the primary closed loop delay value if engine load is greater than or equal to the value determined by the 'CL Delay Maximum Engine Load' table. + + + +
+ 1st + * + 2nd + * + 3rd + * + 4th + * + 5th\6th + * +
+ When engine speed is the same or greater than the second value (by gear), the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value (by gear), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ This table is used when the current gear is not being determined by the ECU, such as neutral. When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Above) - Clear CL Delay if Engine Speed Counter Threshold Exceeded +
+ When engine speed is the same or greater than the second value, a counter value is incremented. If engine speed remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Speed B Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ Engine Speed B Counter Threshold +
+ This is the delay in clearing the primary closed loop delay value if engine speed is greater than or equal to the value determined by the 'CL Delay Maximum Engine Speed B' table. + + + +
+ (Above) - Clear CL Delay if Throttle Counter Threshold Exceeded +
+ When the accelerator pedal opening % is the same or greater than the second value, a counter value is incremented. If the accelerator pedal opening % remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'Closed Loop Delay (Accelerator Pedal)' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ Throttle A Counter Threshold +
+ This is the delay in clearing the primary closed loop delay value if accelerator pedal opening % is greater than or equal to the value determined by the 'Closed Loop Accelerator Pedal' table. + + + +
+ +
+ When the accelerator pedal opening % is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ High Atmospheric Pressure Table Above + Low Atmospheric Pressure Table Below +
+ If atmospheric pressure is equal to or exceeds the first value, then the 'CL Delay Maximum Throttle (Low Atmospheric Pressure)' table is used. If it is below the second value, the 'CL Delay Maximum Throttle (High Atmospheric Pressure)' table is used. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + +
+ (Below) - Check Other CL Tables + (Above) - Clear CL Delay +
+ When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Calculated Load)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa. + + + The checksum issue will be fixed automatically when the rom is saved (regardless of check box). + + +
+ + PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VVL SYSTEMS 1 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + VVL SYSTEMS 2 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK PRESSURE CONTROL SYSTEM MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL LEVEL SENSOR SIGNAL TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SIGNAL 3 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SIGNAL 4 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EGR SIGNAL 4 CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + LOSS OF EBTCM SERIAL DATA. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only. + + +
+ + + + A2ZJ500J + 2000 + A2ZJ500J + 2E12495106 + 04 + + +
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+ + + + A2ZJ700J + 2000 + A2ZJ700J + 2E12495206 + 04 + +
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+ + + + A2ZJ710J + 2000 + A2ZJ710J + 2E12495306 + 04 + +
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+ + + + A2ZJ512I + 2000 + A2ZJ512I + 3112485406 + 04 + Forester + XT + +
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