From bcb3e4e76ae08a1a6b1936e35f426ba090103d20 Mon Sep 17 00:00:00 2001 From: drees Date: Wed, 12 Jul 2006 18:43:45 +0000 Subject: [PATCH] This is the latest from 0.3.1 beta. git-svn-id: http://svn.3splooges.com/romraider-arch/trunk@149 d2e2e1cd-ba16-0410-be16-b7c4453c7c2d --- ecu_defs/ecu_defs.xml | 13457 +++++++++++++++++++++++++++++++++++----- 1 file changed, 11814 insertions(+), 1643 deletions(-) diff --git a/ecu_defs/ecu_defs.xml b/ecu_defs/ecu_defs.xml index 4d38dfc2..8e994c3f 100644 --- a/ecu_defs/ecu_defs.xml +++ b/ecu_defs/ecu_defs.xml @@ -1,1643 +1,11814 @@ - - - - - WRXBASE - Subaru - Impreza - WRX - 192kb - - - - -
- -
- - -
- "This is a map of base ignition values." - - - - -
- -
- - -
- "This is a map of base ignition values." - - - - -
- -
- - -
- "Ignition Correction values, added * IAM / 16." - - - - -
- -
- - -
- "Ignition Correction values, added * IAM / 16." - - - - -
- -
- - -
- "Low detonation fuel map, used when IAM is greater than 4." - - - - -
- -
- - -
- "Low detonation fuel map, used when IAM is greater than 4." - - - - -
- -
- - -
- "High detonation fuel map, used when IAM is 4 or less." - - - - -
- -
- - -
- "High detonation fuel map, used when IAM is 4 or less." - - - - -
- -
- - -
- "Maximum allowed wastegate duty cycle." - - - - -
- -
- - -
- "Maximum allowed wastegate duty cycle." - - - - -
- -
- - -
- "Target boost level." - - - - -
- -
- - -
- "Target boost level." - - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - - "Knock Detection Minimum Load" -
- - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- - - - -
- -
- - -
- "Maximum allowed Exhaust Gas Temperature limit before Check Engine Light." - - - - -
- on - off -
- "RPM at which limiter turns on and off." - - - - - "Degrees of Ignition to Retard when hitting the limiter" -
- - - -
- Gear ? - Gear ? - Gear ? -
- "Speed at which boost is reduced to wastegate pressure." - - - - -
-7.83 -8.55 -9.13 -9.71 -10.44 -11.02 -11.60 -12.18 -12.90 -13.48 -14.06 -14.64 -
- - - - -
- On (AT) - On (MT) - Off (AT) - Off (MT) -
- "Speed at which fuel is cut." - - - - -
-8.55 -9.71 -11.02 -12.18 -13.48 -14.64 -
- - - - -
--40 --22 --4 -14 -32 -50 -68 -86 -104 -122 -140 -158 -176 -194 -212 -230 -
- - - - -
- -
- - - - -
- -
- - - - -
- -
- - - - - "Fuel injector flow rating" -
- - - -
- 6.5 - 9.0 - 11.5 - 14.0 - 16.5 -
- "Injector opening time compensation due to Battery Voltage." - - - - -
- -
- "Mass Air Flow sensor scaling." - - - - - "Voltage at which a CEL will throw due to MAF voltage" -
- - - -
- 9.71 - 11.02 - 12.18 - 13.48 - 14.64 -
- "Max boost before Check Engine Light, Relative PSI vs Atmospheric" - - - - -
- 8.55 - 9.71 - 11.02 - 12.18 - 13.48 - 14.64 -
- "Max boost before fuel cut Boost is Relative vs Atmospheric Pressure" - - - - -
- - "Throttle delta fuel compensation (delta)." -
- - - - - "Initial ignition advance multiplier." -
- - - - "Advance multiplier Boost enable PSI" -
- - - - "Advance multiplier Boost disable PSI" -
- - - - "Advance Multiplier 4 or below will switch Fuel to High Det" -
- - - - "Open Loop Throttle Threshold %" -
- - - -
-0 -400 -800 -1200 -1600 -2000 -2400 -2800 -3200 -3600 -4000 -4400 -4800 -5200 -5600 -6000 -
- "Min amount of Throttle to Enable Closed Loop?" - - - - - "CL Cruise AFR" -
- - - - "Minimum coolant temp for closed loop fueling." -
- - - - "Maximum exhaust gas temperature for closed loop fueling." -
- - - - "Maximum exhaust gas temperature for closed loop fueling. High Det" -
- - - - "Closed Loop Max RPM Decreasing" -
- - - - "Closed Loop Max RPM Increasing" -
- - - - "Max CL MPH Decreasing" -
- - - - "Max CL MPH Increasing" -
- - - - "Max MPH for CL Set to match RPM with MPH" -
- - - - "Closed Loop Modified Load" -
- - - -
-0 -400 -800 -1200 -1600 -2000 -2400 -2800 -3200 -3600 -4000 -4400 -4800 -5200 -5600 -6000 -
- "Closed Loop Modified Load" - - - - - "CL Delays A (g/sec) Increasing RPM" -
- - - - "CL Delays B (g/sec) Decreasing RPM" -
- - - - "CL Delays C (g/sec) Increasing MPH" -
- - - - "CL Delays D (g/sec) Decreasing MPH" -
- - - - "Startup IDLE Speed Minimum during warmup" -
- - - - "Startup IDLE Speed Minimum during warmup" -
- - - - "Startup IDLE Speed Minimum during A/C" -
- - - - "Startup IDLE Speed Minimum during A/C" -
- - - - "Startup IDLE Speed Minimum during High Amps" -
- - - - "Startup IDLE Speed Minimum during High Amps" -
- - - - "SSM Id ?" -
- - - - "ECU Id and Cal ID" -
- - - -"CEL - P0037 Rear O2 Sensor Heater Control Circuit Low" -
- - - -"CEL - P0038 Rear 02 Sensor Heater Control Circuit High" -
- - - -"CEL - P0137 Rear O2 Sensor Low Voltage" -
- - - -"CEL - P0138 Rear O2 Sensor High Voltage" -
- - - -"CEL - P0139 Rear O2 Sensor Circuit Slow Response" -
- - - -"CEL - P0420 Catalyst System Efficiency Below Threshold" -
- - - -"CEL - P0545 Exhaust Gas Temperature Sensor Circuit Low" -
- - - -"CEL - P0546 Exhaust Gas Temperature Sensor Circuit High" -
- - - -"CEL - P1301 Misfire Detected (High Temperature Exhaust Gas)" -
- - - -"CEL - P1312 Exhaust Gas Temperature Sensor Malfunction" -
- - - -"CEL - P1544 Exhaust Gas Temperature Too High" -
- - - - -
- - "Front o2 Sensor Scaling" -
- - - - - - - A4TF400E - 200 - A4TF400E - AH792 - 1 - USDM - Manual - 2004 - wrx04 - unknown - true - - - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- - -
- -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
-
- - - -
-
-
- - - -
- -
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - - - - - A4TF800E - 200 - A4TF800E - - - -
-
-
- - -
-
- -
-
-
-
-
-
-
-
-
-
-
- - - - - - A4TF300E - 200 - A4TF300E - true - - - - - - A4TF500F - 200 - A4TF500F - true - - -
-
-
- -
-
-
-
- - - - - - A4TF510F - 200 - A4TF510F - true - - -
-
-
- - -
- - - - - A4TF800F - 200 - A4TF800F - - -
-
-
-
- - -
- -
-
-
-
-
-
-
-
-
-
-
- - - - - - A4TF520F - 200 - A4TF520F - AH792 - 1 - USDM - Manual - 2004 - wrx04 - unknown - - -
-
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
- -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
-
- - - -
-
-
- - - -
- -
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - - - - A4TF520F - 200 - A4TF520F - - - - - - A4SGC00C - 200 - A4SGC00C - ? - 1 - USDM - ? - 2002 - wrx02 - unknown - true - - - -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- - -
-
-
-
-
-
-
-
-
- - - - - - A4SGA00C - 200 - A4SGA00C - - - - - - A4TC300L - 200 - A4TC300L - ? - 1 - USDM - Manual - 2003 - wrx02 - unknown - true - - -
-
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- - -
-
-
- - -
-
- - - -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
-
- - - -
-
-
- - - -
- -
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - - - - - A4TC400L - 200 - A4TC400L - - - - - - A4TC401L - 200 - A4TC401L - - - - - - A4SGD10C - 200 - A4SGD10C - ? - 1 - USDM - ? - 2002 - wrx02 - unknown - - -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- - -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - - -
-
- -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
-
- - - -
-
-
- - - -
- -
-
-
-
-
-
-
-
-
- -
-
-
- - - - - - A4SGE01C - 200 - A4SGE01C - 2002 - false - - - - - - A4SG900C - 200 - A4SG900C - 2002 - true - - - - - - - A4SE700D - 200 - A4SE700D - 2001 - true - - - - - - A4SE900D - 200 - A4SE900D - 2002 - false - - - -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- -
-
-
- - -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - - -
-
- -
-
-
- - -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
- -
-
-
- - -
-
- - - -
-
-
- - - -
- -
-
-
-
-
-
-
-
-
- -
-
-
- - - - - - A4TE001G - 200 - A4TE001G - 1 - EUDM - 2003 - wrx02 - true - - -
-
-
- -
-
-
- -
-
-
- -
- -
- -
- - - - - DBWBASE - Subaru - Impreza - STI - 1mb - - - - - - - A8DH200Z - 2000 - A8DH200Z - Subaru - Impreza - STi - 1mb - - - -
-
-
- - - - \ No newline at end of file + + + + + WRXBASE + Subaru + Impreza + WRX + 192kb + + + + +
+ +
+ + +
+ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of correction added is dependent on knock and adjusted through coarse ignition correction (advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. The ignition base map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + + +
+ +
+ + +
+ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of correction added is dependent on knock and adjusted through coarse ignition correction (advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. The ignition base map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + + +
+ +
+ + +
+ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock. Coarse ignition correction is applied to this table in the advent of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also variousp compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + + + +
+ +
+ + +
+ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock. Coarse ignition correction is applied to this table in the advent of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also variousp compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is less than or equal to the 'fuel map switch threshold' value. It is designed to run a typically richer mixture to thermally manage the high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is less than or equal to the 'fuel map switch threshold' value. It is designed to run an often richer mixture for thermal managment of a severe knock situation which is indicated by the dropping of the advance multiplier to a low level. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (automatic transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (automatic transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (automatic transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (automatic transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (automatic transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (automatic transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (manual transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (manual transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (manual transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (automatic transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (automatic transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (manual transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets (manual transmission). The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets. The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. + + + + +
+ Min (AT) + Min (MT) +
+ The minimum engine load where the ECU starts listening for knock. + + + + + These are the RPM values that make up the y-axis of the knock learning table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. +
+ + + + These are the engine load values that make up the x-axis of the knock learning table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. +
+ + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the 'knock learning range' tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm sites where the ECU is detecting knock. When the knock events reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the ECU is not registering knock activity, except that the advance multiplier is raised. Fine correction will never advance correction above the values indicated in the ignition correction table. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the 'knock learning range' tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm sites where the ECU is detecting knock. When the knock events reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the ECU is not registering knock activity, except that the advance multiplier is raised. Fine correction will never advance correction above the values indicated in the ignition correction table. + + + + +
+ +
+ + +
+ When the EGT temperature sensor reaches or exceeds the values shown in this table, the appropriate check engine light will be activated. + + + + +
+ on + off +
+ These are the RPM values at which the rev limiter turns on and off. When the engine speed is equal to or exceeds the right hand value, the rev limiter is engaged, after which, if the engine speed drop below the left hand value, the rev limiter is disengaged. + + + + + Degrees of ignition timing to retard when hitting the rev limiter. +
+ + + +
+ Step 3 + Step 2 + Step 1 +
+ Vehicle speeds at which boost is reduced. Beginning at step 1, the ECU reduces boost in an effort to limit speed. More boost is limited going on to step 2. When step 3 is reached, boost control is turned off and actual boost will max out at wastegate pressure. + + + + +
+ 7.89 + 8.51 + 9.13 + 9.74 + 10.37 + 10.98 + 11.60 + 12.22 + 12.84 + 13.46 + 14.08 + 14.70 +
+ Percent change of target boost at different atmospheric pressures. Because the turbo has to spin faster to create the same amount of boost at higher altitudes (lower atmospheric pressure) as it does at sea level, the turbo ends up generating more heat and may go outside its efficiency range without some method to reduce the target boost. This effect becomes more and more pronounced the higher you go up, hence the ability of this table to allow changes in boost at lower and lower atmospheric pressure. + + + + +
+ On (AT) + On (MT) + Off (AT) + Off (MT) +
+ Vehicle speed at which fuel is cut, varying by an automatic or manual transmission. + + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ Change of actual ignition timing based on input from the air intake temperature sensor. + + + + +
+ 8.51 + 9.75 + 10.98 + 12.20 + 13.46 + 14.70 +
+ Percent change of target wastegate duties at different atmospheric pressures. Allows a percentage to be added or subtracted from wastegate duty based on atmospheric pressure. + + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ Percent change of target wastegate duties at different air intake temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the air intake temperature sensor. + + + + +
+ -40 + -22 + -4 + 14 + 32 + 50 + 68 + 86 + 104 + 122 + 140 + 158 + 176 + 194 + 212 + 230 +
+ Percent change of target wastegate duties at different coolant temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the coolant temperature sensor. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to achieve target boost. This table is utilized primarily when the ECU is initially attempting to hit target boost. Allows a percentage to be added or substracted from wastegate duty based on the difference between target boost and actual boost. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to maintain target boost. This table is utilized after target boost is achieved to keep the boost levels consistent and to try to avoid "boost hunting". Allows a percentage to be added or substracted from wastegate duty based on the difference between target boost and actual boost. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to achieve target boost. This table is utilized primarily when the ECU is initially attempting to hit target boost. Allows a percentage to be typically added from wastegate duty based on the difference between target boost and actual boost. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to achieve target boost. This table is utilized primarily when the ECU is initially attempting to hit target boost. Allows a percentage to be typically subtracted from wastegate duty based on the difference between target boost and actual boost. + + + + + Minimum allowable turbo dynamics coarse correction percentage. +
+ + + + Maximum allowable turbo dynamics coarse correction percentage. +
+ + + + Minumum allowable boost for active turbo dynamics correction. +
+ + + + Minumum allowable rpm for active turbo dynamics correction. +
+ + + + This is the fuel injector flow rating. This rating needs to be changed when different size injectors are fitted to the car. +
+ + + +
+ 6.5 + 9.0 + 11.5 + 14.0 + 16.5 +
+ These are the injector pulse widths at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. + + + + +
+ +
+ This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow (grams sec) this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. + + + + + MAF sensor voltage above which a CEL will be activated. +
+ + + +
+ 9.75 + 10.98 + 12.22 + 13.46 + 14.70 +
+ Level of boost at which point a check engine light will be activated. The level can vary by atmospheric pressure to correspond with the decrease in efficiency as atmospheric pressure becomes lower. + + + + +
+ 8.51 + 9.75 + 10.98 + 12.20 + 13.46 + 14.70 +
+ Maximum boost before the fuel cut. The level can vary by atmospheric pressure to correspond with the decrease in efficiency as atmospheric pressure becomes lower. + + + + +
+ +
+ Initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is increased from a steady-state position. The enrichment value is a direct value from the ecu without units. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. + + + + + Initial ignition advance multiplier after ECU reset. The advance multiplier determines the percentage of the ignition correction map to be added to base timing. Actual correction = (ignition correction * (IAM/16)). This is a dynamic value that changes according to the frequency of knock. +
+ + + + Boost control is enabled when the ignition advance multiplier is equal to or goes above this value. This is only applicable if boost has already been disabled previously when the advance multiplier dropped to or below the 'boost disable' value. +
+ + + + Boost is disabled when the ignition advance multiplier is equal to or below this value. +
+ + + + The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier is equal to or below this value. This in an attempt to thermally manage a motor with the usually richer high detonation fuel map during a severe knock event. +
+ + + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ These are the throttle percentages at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + + The throttle percentage at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. +
+ + + + The percentage below the 'Closed Loop TPS' value at which the process to enter closed loop begins. +
+ + + + Target AFR during closed loop cruise conditions. +
+ + + + Minimum coolant temperature necessary for closed loop fueling. +
+ + + +
+ Enter Below + Exit Above +
+ When the EGT (exhaust gas temperature) drops below the left value, this signals the transition to closed loop. When the EGT rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ Enter Below + Exit Above +
+ Closed loop EGT values used when ECU has switched to the high detonation fuel map. When the EGT (exhaust gas temperature) drops below the left value, this signals the transition to closed loop. When the EGT rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ Enter Below + Exit Above +
+ When RPM drops below the left value, this signals the transition to closed loop. When RPM rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ Enter Below + Exit Above +
+ When vehicle speed drops below the left value, this signals the transition to closed loop. When vehicle speeds rises above the right value, this signals the transition to open loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + + When modified load rises above this value, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. +
+ + + +
+ 0 + 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 + 4400 + 4800 + 5200 + 5600 + 6000 +
+ When modified load rises above the corresponding values by rpm, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + + Table A of the delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. +
+ + + + Table B of the delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. +
+ + + + Table C of the delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. +
+ + + + Table D of the delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. +
+ + + +
+ Minimum Sea Level + Maximum High Altitude +
+ If atmospheric pressure is above the left value, Sea Level TPS values are used. If it is below the right value, TPS High Altitude values are used. + + + + +
+ Enter + Exit +
+ Closed loop TPS used at high altitude as determined by the 'Closed Loop Atmospheric Pressure' table. + + + + +
+ Enter + Exit +
+ Closed loop TPS used at Sea level as determined by the 'Closed Loop Atmospheric Pressure' table. + + + + + Closed loop TPS Maximum. Exact function unknown. May be a maximum threshold figure to switch to open loop when none of the other triggers have been activated. +
+ + + + Minimum idle speed during warmup after initial startup - Automatic transmission vehicles. +
+ + + + Minimum idle speed during warmup after initial startup - Manual transmission vehicles. +
+ + + + Minimum idle speed when A/C is on - Automatic transmission vehicles. +
+ + + + Minimum idle speed when A/C is on - Manual transmission vehicles. +
+ + + + Minimum idle speed during high amp conditions - Automatic transmission vehicles. +
+ + + + Minimum idle speed during high amp conditions - Manual transmission vehicles. +
+ + + + +
+ + Front o2 Sensor Scaling +
+ Scaling of the front O2 sensor. The O2 sensor data is a direct ecu value that is used to determine the AFR reported by the sensor based on its output. + + + + + Threshold coolant temperature for intercooler auto wash. +
+ + + + Threshold engine speed for intercooler auto wash. +
+ + + + Threshold boost for intercooler auto wash. +
+ + + + Threshold vehicle speed for intercooler auto wash. +
+ + + + Threshold air intake temperature for intercooler auto wash. +
+ + + +
+ 1st? + 2nd? + 3rd? + 4th? + 5th? +
+ Percent change of target boost based on manual transmission gear selection + + + + +
+ 1st? + 2nd? + 3rd? + 4th? + ? +
+ Percent change of target boost based on auto transmission gear + + + + +
+ 1st? + 2nd? + 3rd? + 4th? + 5th? +
+ Percent change of wastegate duty cyles based on transmission gear + + + + + Fine Igniton Learning Advance Interval +
+ + + + + Fine Ignition Learning Advance Magnitude (Alpha) +
+ + + +
+ 400 + 800 + 1200 + 1600 + 2000 + 2400 + 2800 + 3200 + 3600 + 4000 +
+ Learning rate of ignition advance. + + + + + + + + + A4TF800F + 200 + A4TF800F + AJ890 + 1 + US + MT + 2005 + wrx04 + 68HC16Y5 + false + + + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + +
+
+ +
+ +
+ +
+
+
+ + +
+
+
+ +
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + + +
+ When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4TF800E + 200 + A4TF800E + AJ900 + 1 + US + AT + 2005 + wrx04 + 68HC16Y5 + false + + + +
+
+ +
+
+ +
+
+
+
+ + + + + + + + A4TF400E + 200 + A4TF400E + AH802 + 1 + US + AT + 2004 + wrx04 + 68HC16Y5 + true + + + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ + +
+
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4TF400F + 200 + A4TF400F + MT + + true + + + + + + + + A4TF300E + 200 + A4TF300E + AH801 + true + + + + +
+
+
+
+ + + + + + A4TF300F + 200 + A4TF300F + MT + AH791 + true + + + + +
+
+
+
+ + + + + + A4TF500F + 200 + A4TF500F + MT + AH792 + true + + + +
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+ + + + + + A4TF500E + 200 + A4TF500E + AT + + false + + + +
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+ + + + + + A4TF510F + 200 + A4TF510F + MT + AH793 + true + + + +
+
+
+ + +
+
+
+ + + + + + A4TF510E + 200 + A4TF510E + AT + AH803 + false + + +
+
+
+
+ + +
+
+
+ + + + + + A4TF520F + 200 + A4TF520F + + 1 + US + MT + 2004 + wrx04 + 68HC16Y5 + false + + +
+
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + + +
+ When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4TF520E + 200 + A4TF520E + AT + false + + + + + + + + A4TC300L + 200 + A4TC300L + AJ301 + 1 + US + MT + 2003 + wrx02 + 68HC16Y5 + true + + + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ + + +
+
+
+ + +
+
+
+
+
+ + +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + + +
+ When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4TC101L + 200 + A4TC101L + AJ030 + true + + + +
+
+
+ + + +
+
+ + + + + + A4TC101K + 200 + A4TC101K + AJ040 + false + + +
+
+
+
+ + + +
+
+ + + + + + A4TC400L + 200 + A4TC400L + AJ052 + false + + + + + + A4TC401L + 200 + A4TC401L + AJ053 + false + + + + + + A4TC300K + 200 + A4TC300K + AJ041 + false + AT + + + + + + A4TC400K + 200 + A4TC400K + + false + AT + + + + + + A4TC401K + 200 + A4TC401K + + false + AT + + + + + + + + A4SG900C + 200 + A4SG900C + 2002 + US + MT/AT + 68HC16Y5 + wrx02 + AF421 + true + + +
+
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + + +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + +
+ +
+ When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4SGA00C + 200 + A4SGA00C + AF422 + 1 + US + MT/AT + 2002 + wrx02 + 68HC16Y5 + true + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + + +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + +
+ +
+ When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4SGC00C + 200 + A4SGC00C + AF423 + 1 + US + MT/AT + 2002 + wrx02 + 68HC16Y5 + true + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + + +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + +
+ +
+ When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4SGD10C + 200 + A4SGD10C + AF424 + 1 + US + MT/AT + 2002 + wrx02 + 68HC16Y5 + true + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + + +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + +
+ +
+ When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4SGE00C + 200 + A4SGE00C + 2002 + AF425 + true + + + + + + A4SGE01C + 200 + A4SGE01C + 2002 + AF426 + false + + + + + + + + A4SE700D + 200 + A4SE700D + 20012002 + AF530 + UK + wrx02 + 68HC16Y5 + MT/AT + true + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + + +
+
+ +
+
+ +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + +
+ +
+ When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4SE900D + 200 + A4SE900D + 20012002 + AF531 + UK + wrx02 + 68HC16Y5 + MT/AT + false + + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+ + + +
+
+
+
+ + +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + +
+
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + + + A4RG060Q + 200 + A4RG060Q + 1 + AG820 + UK + 20012002 + MT/AT + STi Type UK + wrx02 + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+
+ +
+
+
+ + +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. + + +
+ + + + + + A4RG060P + 200 + A4RG060P + 1 + AH180 + UK + 20012002 + MT/AT + STi Type UK + false + + + + + + + + A4RG010Q + 200 + A4RG010Q + 1 + AG820 + UK + 20012002 + MT/AT + STi Type UK + false + + + + + + + A4RG0200 + 200 + A4RG0200 + 1 + AH180 + UK + 20012002 + MT/AT + STi Type UK + false + + + + + + + A4RN100Q + 200 + A4RN100Q + 1 + AG821 + UK + 20012002 + MT/AT + STi Type UK + false + + + + + + + A4RN1000 + 200 + A4RN1000 + 1 + AG820 + UK + 20012002 + MT/AT + STi Type UK + false + + + + + + + + + A4TE001G + 200 + A4TE001G + 1 + AH750 + UK + 2003 + MT/AT + wrx02 + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+
+ +
+
+
+ + + +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + A4TE100G + 200 + A4TE100G + 1 + AH751 + UK + 2003 + MT/AT + false + + + + + + + A4TE000G + 200 + A4TE000G + 1 + AH750 + UK + 2003 + MT/AT + false + + + + + + + + + A4RM100H + 200 + A4RM100H + 1 + AH990 + UK + 20032004 + MT/AT + STi Type UK + + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + + + + A4RM000H + 200 + A4RM000H + 1 + AH990 + UK + 20032004 + MT/AT + STi Type UK + false + + + + + + + A4RN200H + 200 + A4RN200H + 1 + AH992 + UK + 20032004 + MT/AT + 68HC16Y5 + + STi Type UK + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + + + + + + A4TE300D + 200 + A4TE300D + 1 + AJ830 + UK + 2005 + MT/AT + + false + + + + + +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + +
+
+
+ + + + + + + + A4RN300G + 200 + A4RN300G + 1 + AJ840 + UK + 2005 + MT/AT + STi Type UK + + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+ +
+ When enabled, this deactivates the P0037 CEL - Rear O2 sensor heater circuit low input. + + +
+ + + When enabled, this deactivates the P0038 CEL - Rear O2 sensor heater circuit high input. + + +
+ + + When enabled, this deactivates the P0137 CEL - Rear O2 sensor low voltage. + + +
+ + + When enabled, this deactivates the P0138 CEL - Rear O2 sensor high voltage. + + +
+ + + When enabled, this deactivates the P0139 CEL - Rear O2 sensor circuit slow response. + + +
+ + + When enabled, this deactivates the P0420 CEL - Catalyst system efficiency below threshold (rear o2). + +
+ + + When enabled, this deactivates the P0545 CEL - Exhaust gas temperature sensor circuit low input (uppipe). + + +
+ + + When enabled, this deactivates the P0546 CEL - Exhaust gas temperature sensor circuit high (uppipe). + + +
+ + + When enabled, this deactivates the P1301 CEL - Misfire due to increased exhaust temperature (uppipe). + + +
+ + + When enabled, this deactivates the P1312 CEL - Exhaust gas temperature circuit malfunction (uppipe). + + +
+ + + When enabled, this deactivates the P1544 CEL - High exhaust temperature detected (uppipe). + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. + + +
+ + + + + + + + A4SD900A + 200 + A4SD900A + 20012002 + AF471 + JDM + MT/AT + WRX + wrx02 + 68HC16Y5 + false + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ + +
+
+
+ +
+
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + A4SD800A + 200 + A4SD800A + 1 + AF471 + JDM + 20012002 + MT/AT + false + + + + + + + + + + A4TE000A + 200 + A4TE000A + 2003 + AF740 + JDM + MT/AT + WRX + + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ + +
+ +
+
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + + + A4SD900B + 200 + A4SD900B + 20012002 + AF481 + JDM + MT/AT + STi 7 + + 68HC16Y5 + false + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ + +
+
+
+ +
+
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + A4SDA01B + 200 + A4SDA01B + 1 + AF482 + JDM + 20012002 + MT/AT + STi 7 + false + + + + + + + + A4SD800B + 200 + A4SD800B + 1 + AF481 + JDM + 20012002 + MT/AT + STi 7 + false + + + + + + + + A4RG050N + 200 + A4RG050N + 1 + AG970 + JDM + 20012002 + MT/AT + STi 7 RA Type C + false + + + + + + + + A4RG050R + 200 + A4RG050R + 1 + AH970 + JDM + 20012002 + MT/AT + STi 7 RA Type C + false + + + + + + + + A4RG051N + 200 + A4RG051N + 1 + AG971 + JDM + 20012002 + MT/AT + STi 7 RA Type C + false + + + + + + + + A4RG0500 + 200 + A4RG0500 + 1 + AG970 + JDM + 20012002 + MT/AT + STi 7 RA Type C + false + + + + + + + + + + A4SDA01Q + 200 + A4SDA01Q + 2003 + AH191 + JDM + MT/AT + STi 7 + wrx02 + 68HC16Y5 + false + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ + +
+
+ + + +
+ +
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + A4SDA00Q + 200 + A4SDA00Q + 1 + AH190 + JDM + 2003 + MT/AT + STi 7 + false + + + + + + + + A4SDA00P + 200 + A4SDA00P + 1 + AH200 + JDM + 2003 + MT/AT + WRX + false + + + + + + + + A4TE002B + 200 + A4TE002B + 1 + AH581 + JDM + 2003 + MT/AT + STi Twin Scroll + wrx02 + 68HC16Y5 + false + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+
+ +
+
+
+ + +
+
+
+ + + +
+
+
+
+
+ + + + + + A4TE001B + 200 + A4TE001B + 1 + AH580 + JDM + 2003 + MT/AT + STi Twin Scroll + false + + + + + + + + A4TE001C + 200 + A4TE001C + 1 + AH590 + JDM + 2003 + MT/AT + STi Twin Scroll RAC + false + + + + + + + + A4TE002C + 200 + A4TE002C + 1 + AH591 + JDM + 2003 + MT/AT + STi Twin Scroll RAC + false + + + + + + + + + + A4RG052N + 200 + A4RG052N + 1 + + JDM + 2003 + MT/AT + STi S202 + + 68HC16Y5 + false + + + +
+
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+ +
+
+
+
+
+ + + + + + + + A4TJ121C + 200 + A4TJ121C + 1 + AL380 + JDM + 2004 + MT/AT + STi Twin Scroll RAC + + 68HC16Y5 + false + + + +
+
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + +
+ +
+
+
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+
+ +
+
+
+ + + +
+
+
+
+
+ +
+
+
+
+ + + + + + + + A4TJ111C + 200 + A4TJ111C + 1 + AJ820 + JDM + 2005 + MT/AT + STi Twin Scroll RAC + false + + + + + + + + A4TJ111B + 200 + A4TJ111B + 1 + AJ810 + JDM + 2005 + MT/AT + STi Twin Scroll + false + + + + + + + + + + A4SE700I + 200 + A4SE700I + 20012002 + AF730 + AUS/SA + MT/AT + WRX + false + + + + + + A4SE900I + 200 + A4SE900I + 1 + AH570 + AUS/SA + 20012002 + MT/AT + WRX + false + + + + + + + + + + A4TE001I + 200 + A4TE001I + 2003 + AF770 + AUS/SA + MT/AT + + 68HC16Y5 + + + + +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + + +
+
+ +
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + + + + + A4RM100G + 200 + A4RM100G + 2003 + AJ000 + AUS + MT/AT + STi + false + + + + + + + + A4RN300I + 200 + A4RN300I + 2004 + AJ870 + AUS + MT/AT + STi + false + + + + + + + + A4TH000O + 200 + A4TH000O + 2004 + AJ420 + AUS/SA + MT/AT + WRX + false + + + + + + + + A4TH100H + 200 + A4TH100H + 2005 + AJ850 + AUS/SA + MT/AT + + 68HC16Y5 + + + +
+
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+
+
+
+
+
+
+ +
+
+ +
+
+
+ + + +
+ +
+ +
+
+
+ + +
+
+
+ +
+
+
+
+
+
+
+
+
+
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+
+
+ +
+
+
+
+ + + + + + + + + + A4SE700E + 200 + A4SE700E + 20012002 + AG200 + + MT/AT + Forester GT + + 68HC16Y5 + false + + + + + + A4SE700F + 200 + A4SE700F + 20012002 + AG540 + + MT/AT + Forester GT + + 68HC16Y5 + false + + + + + + + + DBWBASE + Subaru + Impreza + STi + 512kb + + +
+ +
+ +
+ + +
+ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of correction added is dependent on knock and adjusted through coarse ignition correction (advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. The ignition base map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + + +
+ +
+ + +
+ This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of correction added is dependent on knock and adjusted through coarse ignition correction (advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. The ignition base map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. + + + + +
+ +
+ + +
+ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock. Coarse ignition correction is applied to this table in the advent of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also variousp compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + + + +
+ +
+ + +
+ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock. Coarse ignition correction is applied to this table in the advent of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also variousp compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + + + +
+ +
+ + +
+ This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock. Coarse ignition correction is applied to this table in the advent of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also variousp compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. + + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + + +
+ +
+ + +
+ This map selects the degree of intake cam advance for the variable valve timing system. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the starting values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this results in typically more boost with a greater chance of spiking and over boosting. Lowering wastegate duty cycles will typically result in less boost and a greater chance of not hitting target boost. Actual duty cycles will vary due to other compensation factors and also as the ECU attempts to change duty cyles to achieve target boost. This can sometimes result in actual values that are higher than the "maximum" values in this table. + + + + +
+ +
+ + +
+ This map contains your intended boost targets. The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets. The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets. The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ This map contains your intended boost targets. The ECU uses a closed loop system to attempt to achieve target boost, adjusting the wastegate duty cycles as needed and within the ranges specified by the wastegate duty tables. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. + + + + +
+ +
+ + +
+ Throttle duty cycle for electronic throttle control. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. + + + + + These are the RPM values that make up the y-axis of the knock learning table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. +
+ + + + These are the engine load values that make up the x-axis of the knock learning table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. +
+ + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the 'knock learning range' tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm sites where the ECU is detecting knock. When the knock events reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the ECU is not registering knock activity, except that the advance multiplier is raised. Fine correction will never advance correction above the values indicated in the ignition correction table. + + + + +
+ Min (AT) + Min (MT) + Max (AT) + Max (MT) +
+ The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the 'knock learning range' tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm sites where the ECU is detecting knock. When the knock events reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the ECU is not registering knock activity, except that the advance multiplier is raised. Fine correction will never advance correction above the values indicated in the ignition correction table. + + + + +
+ on + off +
+ These are the RPM values at which the rev limiter turns on and off. When the engine speed is equal to or exceeds the right hand value, the rev limiter is engaged, after which, if the engine speed drop below the left hand value, the rev limiter is disengaged. + + + + +
+ On (AT) + On (MT) + Off (AT) + Off (MT) +
+ Vehicle speed at which fuel is cut, varying by an automatic or manual transmission. + + + + +
+ +
+ Percent change of target boost at different coolant temperatures. + + + + +
+ +
+ Percent change of target boost at different atmospheric pressures. + + + + +
+ +
+ Change of actual ignition timing based on input from the air intake temperature sensor. + + + + +
+ +
+ Percent change of target wastegate duties at different air intake temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the air intake temperature sensor. + + + + +
+ +
+ Percent change of target wastegate duties at different air intake temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the air intake temperature sensor. + + + + +
+ +
+ Percent change of target wastegate duties at different coolant temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the coolant temperature sensor. + + + + +
+ +
+ Percent change of target wastegate duties at different coolant temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the coolant temperature sensor. + + + + +
+ +
+ + +
+ Percent change of target wastegate duties at different atmospheric pressures. Allows a percentage to be added or subtracted from wastegate duty based on atmospheric pressure. + + + + +
+ +
+ + +
+ Percent change of target wastegate duties at different atmospheric pressures. Allows a percentage to be added or subtracted from wastegate duty based on atmospheric pressure. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to maintain target boost. This table is utilized after target boost is achieved to keep the boost levels consistent and to try to avoid "boost hunting". Allows a percentage to be added or substracted from wastegate duty based on the difference between target boost and actual boost. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to achieve target boost. This table is utilized primarily when the ECU is initially attempting to hit target boost. Allows a percentage to be typically added from wastegate duty based on the difference between target boost and actual boost. + + + + +
+ +
+ Percent change in wastegate duty at different levels of boost error to achieve target boost. This table is utilized primarily when the ECU is initially attempting to hit target boost. Allows a percentage to be typically subtracted from wastegate duty based on the difference between target boost and actual boost. + + + + + This is the fuel injector flow rating. This rating needs to be changed when different size injectors are fitted to the car. +
+ + + +
+ +
+ These are the injector pulse widths at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. + + + + +
+ +
+ This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow (grams sec) this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. + + + + + Maximum g/s reading before CEL. +
+ + + + Maximum g/s reading before CEL. +
+ + + +
+ +
+ Maximum boost before the fuel cut. The level can vary by atmospheric pressure to correspond with the decrease in efficiency as atmospheric pressure becomes lower. + + + + +
+ +
+ Initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is increased from a steady-state position. The enrichment value is a direct value from the ecu without units. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. + + + + + Boost control is enabled when the ignition advance multiplier is equal to or goes above this value. This is only applicable if boost has already been disabled previously when the advance multiplier dropped to or below the 'boost disable' value. +
+ + + + Boost is disabled when the ignition advance multiplier is equal to or below this value. +
+ + + + The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier is equal to or below this value. This in an attempt to thermally manage a motor with the usually richer high detonation fuel map during a severe knock event. +
+ + + +
+ +
+ These are the throttle percentages at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ These are the throttle percentages at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ These are the throttle percentages at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ These are the throttle percentages at which the process to enter open loop begins. This table, as well as the modified load table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + + Minimum coolant temperature necessary for closed loop fueling. +
+ + + +
+ Enter Below + Exit Above +
+ When the EGT (exhaust gas temperature) drops below the left value, this signals the transition to closed loop. When the EGT rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ Enter Below + Exit Above +
+ When RPM drops below the left value, this signals the transition to closed loop. When RPM rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ 1st + + 2nd + + 3rd + + 4th + + 5th + +
+ When RPM drops below the left value, this signals the transition to closed loop. When RPM rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + + +
+ 1st + + 2nd + + 3rd + + 4th + + 5th + +
+ When RPM drops below the left value, this signals the transition to closed loop. When RPM rises above the right value, this signals the transition to exit closed loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ Enter Below + Exit Above +
+ When vehicle speed drops below the left value, this signals the transition to closed loop. When vehicle speeds rises above the right value, this signals the transition to open loop. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. + + + + +
+ +
+ When modified load rises above this value, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ When modified load rises above this value, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ When modified load rises above this value, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + +
+ +
+ When modified load rises above this value, the process to enter open loop begins. This table, as well as the tps table, seem to have some sort of preference in the algorithm for determining the switch to open loop over the other tables. + + + + + Table of the delay values for closed loop/open loop transitions. While the specifics of the delay table is not known, its function is to determine a delay from closed loop to open loop and back again based on particular conditions. +
+ + + +
+ Minimum Sea Level + Maximum High Altitude +
+ If atmospheric pressure is above the left value, Sea Level TPS values are used. If it is below the right value, TPS High Altitude values are used. + + + + +
+ Enter + Exit +
+ Closed loop TPS used at high altitude as determined by the 'Closed Loop Atmospheric Pressure' table. + + + + +
+ Enter + Exit +
+ Closed loop TPS used at Sea level as determined by the 'Closed Loop Atmospheric Pressure' table. + + + + + Closed loop TPS Maximum. Exact function unknown. May be a maximum threshold figure to switch to open loop when none of the other triggers have been activated. +
+ + + +
+ +
+ Idle speed at different coolant temperatures. + + + + +
+ +
+ Idle speed at different coolant temperatures. + + + + +
+ +
+ Idle Speed at different coolant temperatures. + + + +
+ +
+ Idle Speed at different coolant temperatures. + + + +
+ +
+ Idle Speed at different coolant temperatures. + + + +
+ +
+ Idle Speed at different coolant temperatures. + + + + + Fine ignition advance interval. +
+ + + + Fine ignition learning advance magnitude (alpha) +
+ + + + + + + + A2ZJ500J + 2000 + A2ZJ500J + AJ241 + 1 + US + MT + 2004 + sti04 + SH7055 + false + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+ +
+
+
+ + +
+
+ +
+
+
+ + +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2ZJ700J + 2000 + A2ZJ700J + AJ242 + 1 + US + MT + 2004 + sti04 + SH7055 + false + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+
+ + +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2ZJ710J + 2000 + A2ZJ710J + AJ243 + 1 + US + MT + 2004 + sti04 + SH7055 + false + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+ +
+
+
+ + +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2ZJB10J + 2000 + A2ZJB10J + AJ930 + 1 + US + MT + 2005 + sti05 + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2ZJB11J + 2000 + A2ZJB11J + AJ931 + 1 + US + MT + 2005 + sti05 + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2ZJE11J + 2000 + A2ZJE11J + + 1 + US + MT + 2006 + + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+ +
+ +
+
+
+ + +
+
+ + +
+
+ +
+
+ +
+
+
+
+
+ + +
+
+ +
+
+
+ +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A8DH200X + 2000 + A8DH200X + + 1 + US + MT + 2006 + sti05 + SH7058 + WRX + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2ZJ201D + 2000 + A2ZJ201D + + 1 + US + AT + 2004 + sti04 + Forester + XT + SH7055 + false + 512kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A8DH100I + 2000 + A8DH100I + + 1 + US + MT + 2006 + sti05 + SH7058 + Forester + XT + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+ + +
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2WC510C + 2000 + A2WC510C + + 1 + US + AT + 2005 + sti05 + Legacy + GT + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + + +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2WC500N + 2000 + A2WC500N + AJ17A + 1 + US + MT + 2005 + sti05 + Legacy + GT + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + + +
+
+
+ + +
+
+ + +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2WC521C + 2000 + A2WC521C + + 1 + US + AT + 2005 + sti05 + Legacy + GT + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + + +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2WC521N + 2000 + A2WC521N + + 1 + US + MT + 2005 + sti05 + Legacy + GT + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + + +
+
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A8DH200Z + 2000 + A8DH200Z + + 1 + UK + MT + 2006 + sti05 + SH7058 + STi + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2WC501L + 2000 + A2WC501L + AJ962 + 1 + US + MT + 2005 + sti05 + Baja + Turbo + SH7058 + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + A2WC500L + 2000 + A2WC500L + AJ960 + 1 + US + MT + 2005 + Baja + Turbo + false + 1024kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ +
+
+
+ +
+
+
+ +
+
+ +
+
+ + +
+
+ +
+
+ +
+
+ + +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + +
+
+
+
+ + + + + + + + A2ZJ500F + 2000 + A2ZJ500F + + 1 + UK + MT + 20032004 + + Forester + XT + SH7055 + false + 512kb + + + + Click the 'enabled' check box to fix the DBW checksum issue. + + +
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+ + +
+
+
+
+
+
+
+ +
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + + +
+
+
+
+
+
+
+ +
+
+ +
+
+
+ +
+
+
+ +
+
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+ + +
+
+
+ + +
+
+
+ + + + + +