16BITBASE Subaru Impreza WRX 192kb This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets (automatic transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets (manual transmission). Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. 9.7510.9812.2213.4614.70 This is the level of boost at which a check engine light will be activated. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. 8.519.7510.9812.2013.4614.70 This is the level of boost at which the ECU will cut fueling. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. 7.898.519.139.7410.3710.9811.6012.2212.8413.4614.0814.70 This is the change is boost targets at different atmospheric pressures. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction of boost targets as atmospheric pressure becomes progressively lower. Percent change of target boost based on intake temperature and rpm. 1st2nd3rd4th5th Percent change of target boost based on manual transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. 1st2nd3rd4th5th Percent change of target boost based on automatic transmission gear selection. Vehicle speed at which by gear compensations are disabled. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty (automatic transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty (manual transmission). When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized after target boost has been achieved in order to prevent "boost hunting". It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. Minimum allowable turbo dynamics intergral correction percentage. Maximum allowable turbo dynamics intergral correction percentage. Minumum allowable boost for active turbo dynamics correction. Minumum allowable rpm for active turbo dynamics correction. 8.519.7510.9812.2013.4614.70 Percent change of wastegate duties at different atmospheric pressures. -40-22-41432506886104122140158176194212230 The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. -40-22-41432506886104122140158176194212230 Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added or subtracted from wastegate duty based on the readings from the coolant temperature sensor. 1st2nd3rd4th5th Percent change of wastegate duty cycles based on transmission gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. 6.59.011.514.016.5 These are the injector latencies at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. This is the estimated fuel injector flow rating. This rating needs to be changed when different injectors are fitted to the car. Because the methods for measuring the flow rating of injectors varies, this value may not exactly match the ratings for OEM and non-OEM injectors, but should be used as a starting point to further tune when new injectors are added. This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. 0.001.242.483.714.956.197.438.669.90 Percentage change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). -40-22-41432506886104122140158176194212230 Percentage change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. -40-22-41432506886104122140158176194212230 Fuel enrichment during warm-up based on coolant temperature. Front o2 Sensor Scaling Scaling of the front O2 sensor. The O2 sensor data is a direct ecu value that is used to determine the AFR reported by the sensor based the ecu's interpretation of its output. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier/16). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. Added correction will never be greater than the values on this map. This map selects the degree of intake cam advance for the variable valve timing system. -40-22-41432506886104122140158176194212230 This is the change in degrees of ignition timing based on input from the air intake temperature sensor. The minimum load necessary in order for the 'Timing Compensation (Intake Temp)' table to be active. -40-22-41432506886104122140158176194212230 This is the change in degrees of ignition timing based on input from the coolant temp sensor. -40-22-41432506886104122140158176194212230 This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. -40-22-41432506886104122140158176194212230 This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. -40104 This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. -40-22-41432506886104122140158176194212230 This is the change in degrees of ignition timing at idle based on input from the coolant temp sensor. The initial ignition advance multiplier after ECU reset. The advance multiplier determines the percentage of the ignition correction map to be added to base timing. Actual correction = (ignition correction * (IAM/16)). This is a dynamic value that changes according to the frequency and severity of knock. DisableRe-Enable Boost control is disabled when the ignition advance multiplier is equal to or below the first value. Boost control is enabled when the ignition advance multiplier is equal to or above the second value (this is only applicable if boost has already been disabled previously). The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier falls below this value. This in an attempt to thermally manage a motor with significant knock by using the typically richer high detonation fuel map. A - MinB - MinA - MaxB - Max This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. A - MinB - Min The minimum engine load where the ECU starts listening for knock. A - MinB - MinA - MaxB - Max This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. A - MinB - MinA - MaxB - Max This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. A - MinB - MinA - MaxB - Max The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. A - MinB - MinA - MaxB - Max The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. 1234567 These are the RPM values that make up the y-axis of the fine correction table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. 1234567 These are the engine load values that make up the x-axis of the fine correction table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. This is the delay between fine correction applications. The step value for each fine correction advance event. 40080012001600200024002800320036004000 Learning rate of ignition advance. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. The MAF sensor voltage above which a CEL will be activated. OnOff These are the RPM values at which the rev limiter turns on and off. When engine speed is equal to or exceeds the 'On' value, the rev limiter is engaged, after which, if engine speed drops below the 'Off' value, the rev limiter is disengaged. Degrees of ignition timing to retard when hitting the rev limiter. Misfire count(?) per cylinder that will trigger the P0301, P0302, P0303, or P0304 CEL. On - ATOn - MTOff - ATOff - MT Vehicle speed at which fuel is cut. Step 3Step 2Step 1 The vehicle speeds at which boost is reduced. Beginning at step 1, the ECU reduces boost in an effort to limit speed. More boost is limited going on to step 2. When step 3 is reached, boost control is turned off and actual boost will max out at wastegate pressure. Minimum idle speed when A/C is on - Automatic transmission vehicles. Minimum idle speed when A/C is on - Manual transmission vehicles. 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 during high amp conditions - Automatic transmission vehicles. Minimum idle speed during high amp conditions - Manual transmission vehicles. Threshold boost for intercooler auto wash. Threshold coolant temperature for intercooler auto wash. Threshold engine speed for intercooler auto wash. Threshold vehicle speed for intercooler auto wash. Threshold air intake temperature for intercooler auto wash. Enter BelowExit Above When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. Enter - Low DetExit - Low DetEnter - High DetExit - High Det Closed loop EGT values used depending on whether the ecu has switched to the high detonation fuel map or not. When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. Enter BelowExit Above When Engine Speed drops below the 'Enter' value, the process to enter closed loop begins. When Engine Speed rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. 1234 The delay values for closed loop/open loop transitions (individual tables 1-4). While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. The minimum coolant temperature necessary for closed loop fueling. When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. 04008001200160020002400280032003600400044004800520056006000 When calculated load rises above these values referenced by rpm, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. Enter BelowExit Above When vehicle speed drops below the 'Enter' value, the process to enter closed loop begins. When vehicle speeds rises above the 'Exit' value, the process to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. 04008001200160020002400280032003600400044004800520056006000 These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. This is the throttle percentage at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. The percentage below the 'Closed Loop Throttle' value at which the process to enter closed loop begins. Minimum Sea LevelMaximum High Altitude If atmospheric pressure exceeds the first value, Sea Level Throttle values are used. If it is below the second value, High Altitude Throttle values are used. EnterExit Closed loop throttle % used at high altitude as determined by the 'Closed Loop Atmospheric Pressure' table. EnterExit Closed loop throttle % used at Sea level as determined by the 'Closed Loop Atmospheric Pressure' table. Closed loop throttle % Maximum. Exact function unknown. Target AFR during closed loop cruise conditions. Target AFR during closed loop cruise conditions. When the EGT temperature sensor reaches or exceeds the values shown in this table, the appropriate check engine light will be activated. CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. REAR OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. TURBOCHARGER WASTEGATE SOLENOID B LOW. To disable this DTC, make sure the box above is unchecked. TURBOCHARGER WASTEGATE SOLENOID B HIGH. To disable this DTC, make sure the box above is unchecked. CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. COOLING FAN RELAY 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. ENGINE SPEED INPUT CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (OPEN CIRCUIT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (SHORT CIRCUIT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR MICROCOMPUTER PROBLEM. To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR #1 HEATER CIRCUIT PERFORMANCE/RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. DIFFERENTIAL PRESSURE SENSOR. To disable this DTC, make sure the box above is unchecked. FUEL PUMP CONTROL UNIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. INTAKE CONTROL VALVE SOLENOID CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. INTAKE CONTROL VALVE SOLENOID CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. 2 STAGE TWIN TURBO SYSTEM (SINGLE). To disable this DTC, make sure the box above is unchecked. 2 STAGE TWIN TURBO SYSTEM (TWIN). To disable this DTC, make sure the box above is unchecked. WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. COOLING FAN RELAY 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. NEUTRAL POSITION SWITCH CIRCUIT HIGH INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. NEUTRAL POSITION SWITCH CIRCUIT LOW INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. AT DIAGNOSIS INPUT SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. AT DIAGNOSIS INPUT SIGNAL CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. AT DIAGNOSIS INPUT SIGNAL CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. CRUISE CONTROL SET SIGNAL CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. ENGINE TORQUE CONTROL SIGNAL #1 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. ENGINE TORQUE CONTROL SIGNAL #2 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. A4SG900C 200 A4SG900C 02 USDM MT/AT 68HC16Y5 wrx02 AF421 true When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SGA00C 200 A4SGA00C AF422 USDM MT/AT 02 wrx02 68HC16Y5 true When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SGC00C 200 A4SGC00C AF423 USDM MT/AT 02 wrx02 68HC16Y5 true When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SGD10C 200 A4SGD10C AF424 USDM MT/AT 02 wrx02 68HC16Y5 true When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SGE01C 200 A4SGE01C 02 AF426 false A4TC300L 200 A4TC300L AJ031 USDM MT 03 wrx02 68HC16Y5 true When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TC300K 200 A4TC300K 03 AT AJ041 false A4TC101L 200 A4TC101L AJ030 true When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TC400L 200 A4TC400L AJ052 false A4TF400E 200 A4TF400E AH802 USDM AT 04 wrx04 68HC16Y5 true When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TF300E 200 A4TF300E AH801 true A4TF300F 200 A4TF300F MT AH791 true A4TF500F 200 A4TF500F MT AH792 true When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TF510F 200 A4TF510F MT AH793 true A4TF520F 200 A4TF520F AH794 USDM MT 04 wrx04 68HC16Y5 false When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TF800F 200 A4TF800F AJ890 USDM MT 05 wrx04 68HC16Y5 false When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TF7000 200 A4TF7000 USDM MT 05 wrx04 68HC16Y5 false * A4TF800E 200 A4TF800E AJ900 USDM AT 05 wrx04 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SE700D 200 A4SE700D 01/02 AF530 EDM wrx02 68HC16Y5 MT/AT true When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SE900D 200 A4SE900D 01/02 AF531 EDM wrx02 68HC16Y5 MT/AT false When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4RG060Q 200 A4RG060Q AG820 EDM 01/02 MT/AT STi Type UK wrx02 68HC16Y5 false When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency minimum is set to the lowest value, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4RG060P 200 A4RG060P AH180 EDM 01/02 MT/AT STi Type UK false A4RN200H 200 A4RN200H AH992 EDM 03/04 MT/AT 68HC16Y5 STi Type UK false 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. A4RN1000 200 A4RN1000 AG820 EDM 01/02 MT/AT STi Type UK false A4TE001G 200 A4TE001G AH750 EDM 03 MT/AT wrx02 68HC16Y5 false When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TE100G 200 A4TE100G AH751 EDM 03 MT/AT false A4RM100H 200 A4RM100H AH990 EDM 03/04 MT/AT STi Type UK 68HC16Y5 false 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 AJ830 EDM 05 MT/AT false When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, catalyst efficiency threshold is set to maximum, preventing the triggering of certain emission CELs. When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4RN300G 200 A4RN300G AJ840 EDM 05 MT/AT STi Type UK 68HC16Y5 false 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 01/02 AF471 JDM MT/AT WRX wrx02 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SD900B 200 A4SD900B 01/02 AF481 JDM MT/AT STi 7 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SDA01Q 200 A4SDA01Q 03 AH191 JDM MT/AT STi 7 wrx02 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SDA01B 200 A4SDA01B AF482 JDM 01/02 MT/AT STi 7 false A4TE000A 200 A4TE000A 03 AF740 JDM MT/AT WRX 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4SDA00P 200 A4SDA00P 1 AH200 JDM 03 MT/AT WRX false A4SDA00Q 200 A4SDA00Q 1 AH190 JDM 03 MT/AT STi 7 false A4TE002B 200 A4TE002B AH581 JDM 03 MT/AT STi Twin Scroll wrx02 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TE002C 200 A4TE002C 1 AH591 JDM 03 MT/AT STi Twin Scroll RAC false A4RG052N 200 A4RG052N JDM 03 MT/AT STi S202 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TE200A 200 A4TE200A 04 JDM MT/AT WRX 68HC16Y5 false A4TJ121C 200 A4TJ121C AL380 JDM 06 MT/AT STi Twin Scroll RAC 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TJ111B 200 A4TJ111B AJ810 JDM 05 MT/AT STi Twin Scroll false A4TJ121B 200 A4TJ121B JDM 06 MT/AT STi false A4SE700I 200 A4SE700I 01/02 AF730 ADM/SA MT/AT false A4SE900I 200 A4SE900I AH570 ADM/SA 01/02 MT/AT false A4TE001I 200 A4TE001I 03 AF770 ADM/SA MT/AT 68HC16Y5 When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4RM100G 200 A4RM100G 03 AJ000 ADM MT/AT STi false A4TH000N 200 A4TH000N 04 AF410 ADM/SA MT/AT WRX 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4RN300I 200 A4RN300I 04 AJ870 ADM MT/AT STi false A4TH100H 200 A4TH100H 05 AJ850 ADM/SA MT/AT 68HC16Y5 When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. A4TH000O 200 A4TH000O 04 AJ420 ADM/SA MT/AT WRX false A4RM200K 200 A4RM200K AJ880 ADM/SA MT/AT 05 wrx02 68HC16Y5 false When enabled, the TGV low and high thresholds are set to the minimum and maximum limits in order to eliminate certain TGV-related CELs. 32BITBASE Subaru Impreza STi 512kb This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This map contains the desired boost targets. Boost control is a closed loop system, adjusting the wastegate duty cycle as needed in an attempt to achieve target boost. Actual boost is influenced by a number of factors. In addition to the wastegate maps, various compensation tables can impact the final boost result. There are also limits to what a specific turbo and motor combination can produce at a given rpm, throttle position and in a particular gear. This is the level of boost at which the ECU will cut fueling. As altitude increases, atmospheric pressure decreases, and the turbo must spin faster to maintain the same amount of boost, increasing the temperature of the charge air. To keep the turbo within its efficiency range and prevent exceeding its limits, this table allows for a reduction in boost limits as atmospheric pressure becomes progressively lower. Percent change in boost targets at vehicle speeds below the 'Low Speed Boost (Maximum Speed)' value. Vehicle speed at which the 'Low Speed Boost Compensation' is disabled. Percent change of target boost at different coolant temperatures. Percent change of target boost at different atmospheric pressures. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the starting values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are the maximum values for wastegate duty. When wastegate duty cycles are raised, this typically results in more boost, but with an increased chance of spiking. When wastegate duty cycles are lowered, this typically results in less boost and a greater chance of not hitting boost targets. Other compensation factors also have an influence on actual wastegate duty cycles. These are wastegate duty values referenced by rpm. These are wastegate duty values referenced by rpm. These are wastegate duty values referenced by rpm. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized when the ECU is initially attempting to hit target boost. It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change in wastegate duty at different levels of boost error in order to achieve target boost. This table is utilized after target boost has been achieved in order to prevent "boost hunting". It allows a percentage of wastegate duty to be added or substracted based on the difference between target boost and actual boost. The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. The percent change of wastegate duties at different temperatures as measured by the air intake temperature sensor. This table is designed to allow changes to the wastegate duty cycles for the purpose of preventing inconsistencies in actual boost due to variations in temperature. Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added to or subtracted from wastegate duty based on the readings from the coolant temperature sensor. Percent change of wastegate duties at different coolant temperatures. Allows a percentage to be added to or subtracted from wastegate duty based on the readings from the coolant temperature sensor. The percent change of wastegate duties at different atmospheric pressures. The percent change of wastegate duties at different atmospheric pressures. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier is greater than the 'fuel map switch threshold' value. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. This fuel map is used when the advance multiplier falls below the 'fuel map switch' value. It is designed to run a typically richer mixture to thermally manage a high knock condition. These values are used in open loop operation only and the air/fuel ratio is calculated using the air flow data from the MAF sensor. Because there is no feedback in open loop operation, the actual AFR may differ from the values in this table. In addition, the ECU applies a long-term A/F learning compensation to open loop fueling from patterns it recognizes in closed loop loop fueling which can cause further changes in the actual AFR. These are the injector latencies at different battery voltages. These need to be changed when non-OEM injectors are fitted to the car. This is the estimated fuel injector flow rating. This rating needs to be changed when different injectors are fitted to the car. Because the methods for measuring the flow rating of injectors varies, this value may not exactly match the ratings for OEM and non-OEM injectors, but should be used as a starting point to further tune when new injectors are added. This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. This is the initial fuel enrichment during throttle tip-in. Throttle tip-in occurs when the throttle is quickly increased from a steady-state position. The enrichment value is a direct value from the ECU. The larger the value, the more fuel is added. This table is typically modified when using larger injectors. Percentage change of 'Throttle Enrichment (Tip-in)' based on boost error (the difference between target boost and actual boost). Percentage change of 'Throttle Enrichment (Tip-in)' based on coolant temperature. Fuel enrichment during warm-up based on coolant temperature. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the minimum (base) amount of timing. To achieve total timing, the ignition correction map values are added on top of this base map. The amount of the correction map added is dependent on knock and adjusted through rough ignition correction (the advance multiplier) as well as fine ignition correction. Additional compensation tables may also affect total timing. This base ignition map is intended by Subaru to be the maximum amount of timing to run, without knock, with the lowest octane fuel and fuel quality that the vehicle is likely to encounter. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. This is the maximum timing added to the base ignition map to make up total timing. Actual correction added depends on knock activity. Rough ignition correction is applied to this table in the advent of certain levels of knock and the actual correction = ignition correction x (advance multiplier). In addition, there is a fine ignition correction, stored in RAM, which can alter correction in a more narrow capacity at particular rpm/load sites. There are also various compensation tables that can affect the final timing. This map selects the degree of intake cam advance for the variable valve timing system. This map selects the degree of intake cam advance for the variable valve timing system. This map selects the degree of exhaust cam advance for the variable valve timing system. This map selects the degree of exhaust cam advance for the variable valve timing system. The initial ignition advance multiplier after ECU reset. The advance multiplier determines the percentage of the ignition correction map to be added to base timing. Actual correction = (ignition correction * IAM). This is a dynamic value that changes according to the frequency and severity of knock. DisableRe-Enable Boost control is disabled when the ignition advance multiplier is equal to or below the first value. Boost control is enabled when the ignition advance multiplier is equal to or above the second value (this is only applicable if boost has already been disabled previously). The ECU will begin using the 'High Detonation Fuel' map when the ignition advance multiplier falls below this value. This in an attempt to thermally manage a motor with significant knock by using the typically richer high detonation fuel map. This is the change in degrees of ignition timing based on input from the air intake temperature sensor. The minimum load threshold for the 'Timing Compensation (Intake Temp)' table to be active. This is the change in degrees of ignition timing based on input from the coolant temperature sensor. A - MinB - MinA - MaxB - Max This is the RPM range where the ECU listens for knock. Maximum stock values may not be as high as redline due to the increasing difficulty of the knock sensor to discriminate between knock and engine noise at high rpm. A - MinB - MinA - MaxB - Max This is the range of rpm where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. A - MinB - MinA - MaxB - Max This is the range of engine load where the advance multiplier can be adjusted based on knock events. An algorithm within the ECU determines the need to raise or lower the advance multiplier based on the number and severity of knock events over a period of time. The reason that this range is smaller than the knock detection range, is because it globally impacts correction timing and is designed to operate over a range in which the knock sensor has the greatest accuracy, which may vary by different models/years due to different knock sensors, engine noise, and a particular revision's knock algorithm. A - MinB - MinA - MaxB - Max The range of RPM where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. A - MinB - MinA - MaxB - Max The range of engine load where fine ignition correction values are applied. These correction values are stored in RAM and referenced by the load and rpm values designated in the fine correction row and column tables. Fine ignition correction is designed to advance or retard correction timing at particular load/rpm ranges depending on knock activity. When the fine negative corrections reach a certain threshold, then the advance multiplier is reduced and the fine corrections are reset to zero. The same occurs if the fine corrections are raised past a certain threshold, except that the advance multiplier is raised. The fine correction process will never advance correction above the values indicated in the ignition correction table. 123456 These are the RPM values that make up the y-axis of the fine ignition correction table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. 1234 These are the engine load values that make up the x-axis of the fine ignition correction table stored in RAM. Values that are closer to one another will result in greater resolution within that range, allowing for finer adjustments, but reduce the overall range of the fine ignition learning table. A greater spread between the values will increase the range of fine ignition application, but apply fine correction in broader strokes. This is the delay between fine correction applications. This table impacts the active ignition timing performed by your ecu. Do not modify unless you fully understand this process. The step value for each fine correction advance event. This table impacts the active ignition timing performed by your ecu. Do not modify unless you fully understand this process. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. This is the scaling for the mass air flow sensor. It correlates MAF sensor voltages with the amount of air flow this represents, which in turn, will be used by the ECU to calculate the AFR. Typically modified when aftermarket intakes are fitted to the car. Maximum g/s reading before CEL. Maximum g/s reading before CEL. OnOff These are the RPM values at which the rev limiter turns on and off. When engine speed is equal to or exceeds the 'On' value, the rev limiter is engaged, after which, if engine speed drops below the 'Off' value, the rev limiter is disengaged. Actuator duty at the throttle body by rpm and throttle pedal position. Actuator duty at the throttle body by rpm and throttle pedal position. Actuator duty at the throttle body by rpm and throttle pedal position. Actuator duty at the throttle body by rpm and throttle pedal position. On - AOn - BOff - AOff - B The vehicle speed at which fuel is cut. On - AOn - B The vehicle speed at which fuel is cut. OffOn The vehicle speed at which throttle is reduced. Off - AOff - B The vehicle speed at which fuel is cut. OffOn The vehicle speed at which throttle is reduced. OffOn The vehicle speed at which throttle is reduced. OffOn The vehicle speed at which throttle is reduced. Idle speed at different coolant temperatures. Idle speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Idle Speed at different coolant temperatures. Enter BelowExit Above When the EGT (exhaust gas temperature) drops below the 'Enter' value, the process to enter closed loop begins. When the EGT rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. The delay values for closed loop/open loop transitions. While the specifics of the delay tables are not known, their function is to determine a delay from closed loop to open loop and back again based on particular conditions. The minimum coolant temperature necessary for closed loop fueling. Enter BelowExit Above When vehicle speed drops below the 'Enter' value, the process to enter closed loop begins. When vehicle speeds rises above the 'Exit' value, the process to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. When calculated load rises above these values referenced by rpm, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. When calculated load rises above this value, the process to enter open loop begins. This table, as well as the throttle table, seem to have a priority in determining the open loop transition compared to the other tables. 1st 2nd 3rd 4th 5th When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. 1st 2nd 3rd 4th 5th When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. Enter BelowExit Above When RPM drops below the 'Enter' value, the process to enter closed loop begins. When RPM rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. These are the throttle percentages at which the process to enter open loop begins. This table, as well as the calculated load table, seem to have a priority in determining the open loop transition compared to the other tables. EnterExit When throttle % drops below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. EnterExit When throttle % drops below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. Closed loop throttle percentage. Exact function unknown. May be the final threshold figure to switch to open loop when none of the other triggers have been activated. EnterExit When atmospheric pressure is below the 'Enter' value, the process to enter closed loop begins. When throttle % rises above the 'Exit' value, the process to to exit closed loop begins. This is not an absolute condition, but one of several triggers in the switchover process that do not act independently. PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked. SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked. SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked. CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked. POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked. CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked. BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked. PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked. MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. FUEL TANK PRESSURE CONTROL SYSTEM MALFUNCTION. To disable this DTC, make sure the box above is unchecked. FUEL LEVEL SENSOR SIGNAL TOO HIGH. To disable this DTC, make sure the box above is unchecked. FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. EGR SIGNAL 3 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. EGR SIGNAL 4 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. EGR SIGNAL 4 CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked. STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. LOSS OF EBTCM SERIAL DATA. To disable this DTC, make sure the box above is unchecked. THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. To disable this DTC, make sure the box above is unchecked. POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. To disable this DTC, make sure the box above is unchecked. POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. To disable this DTC, make sure the box above is unchecked. THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked. SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked. CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. A2ZJ500J 2000 A2ZJ500J AJ241 USDM MT 04 sti04 SH7055 true Click the 'enabled' check box to fix the checksum issue. A2ZJ700J 2000 A2ZJ700J AJ242 USDM MT 04 sti04 SH7055 true Click the 'enabled' check box to fix the checksum issue. A2ZJ710J 2000 A2ZJ710J AJ243 USDM MT 04 sti04 SH7055 false Click the 'enabled' check box to fix the checksum issue. A2ZJ201D 2000 A2ZJ201D USDM AT 04 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2ZJ500I 2000 A2ZJ500I AJ470 USDM MT 04 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2ZJB10J 2000 A2ZJB10J AJ930 USDM MT 05 sti05 SH7058 true 1024kb Click the 'enabled' check box to fix the checksum issue. A2ZJB11J 2000 A2ZJB11J AJ931 USDM MT 05 sti05 SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC500C 2000 A2WC500C USDM AT 05 sti05 Legacy GT SH7058 true 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC500N 2000 A2WC500N AJ17A USDM MT 05 sti05 Legacy GT SH7058 true 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC510C 2000 A2WC510C USDM AT 05 sti05 Legacy GT SH7058 true 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC510N 2000 A2WC510N USDM MT 05 sti05 Legacy GT SH7058 true 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC521C 2000 A2WC521C USDM AT 05 sti05 Legacy GT SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC521N 2000 A2WC521N USDM MT 05 sti05 Legacy GT SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC522N 2000 A2WC522N USDM MT 05 sti05 Legacy GT SH7058 false 1024kb A2WC511R 2000 A2WC511R USDM AT 05 sti05 Outback XT SH7058 false 1024kb A2WC521R 2000 A2WC521R USDM AT 05 sti05 Outback XT SH7058 false 1024kb A2WC410I 2000 A2WC410I USDM MT 05 sti05 SH7058 Forester XT false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC500L 2000 A2WC500L AJ960 USDM MT 05 Baja Turbo true 1024kb Click the 'enabled' check box to fix the checksum issue. A2WC501L 2000 A2WC501L AJ962 USDM MT 05 sti05 Baja Turbo SH7058 false 1024kb A2ZJE11J 2000 A2ZJE11J USDM MT 06 sti05 SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DH200X 2000 A8DH200X USDM MT 06 sti05 SH7058 WRX false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DH201X 2000 A8DH201X USDM MT 06 sti05 SH7058 WRX false 1024kb E2ZJ101G(UNTESTED) 2000 E2ZJ101G USDM AT 05 sti05 SH7058 2.5RS false 1024kb Click the 'enabled' check box to fix the checksum issue. E2VH202C(UNTESTED) 2000 E2VH202C USDM MT 06 sti05 SH7058 2.5i false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WF200N 2000 A2WF200N USDM MT 06 sti05 Legacy GT SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WF200C 2000 A2WF200C USDM AT 06 sti05 Legacy GT SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2WF200R 2000 A2WF200R USDM AT 06 sti05 Outback XT SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DH100I 2000 A8DH100I USDM MT 06 sti05 SH7058 Forester XT false 1024kb Click the 'enabled' check box to fix the checksum issue. A2UG000J(UNTESTED) 2000 A2UG000J USDM MT 07 sti05 SH7058 false 1024kb Click the 'enabled' check box to fix the checksum issue. A2ZJ500F 2000 A2ZJ500F EDM MT 03/04 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2ZJA10P 2000 A2ZJA10P EDM 04 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A8DH100P 2000 A8DH100P EDM AT 05 sti05 SH7058 Forester XT false 1024kb Click the 'enabled' check box to fix the checksum issue. An error present in previous definition files resulted in a value in this rom being incorrectly changed. Fix will be applied when the rom is saved. A8DH200Z 2000 A8DH200Z EDM MT 06 sti05 SH7058 STi false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DG300Z CC176 A8DG300Z EDM MT 06 sti05 SH7058 STi false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DH200Y 2000 A8DH200Y EDM MT 06 sti05 SH7058 WRX false 1024kb Click the 'enabled' check box to fix the checksum issue. A2ZJ500M 2000 A2ZJ500M ADM MT 04 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2ZJA00P 2000 A2ZJA00P EDM AT 05 sti04 Forester XT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. An error present in previous definition files resulted in a value in this rom being incorrectly changed. Fix will be applied when the rom is saved. A2ZJ800G 2000 A2ZJ800G ADM AT 03/04 sti04 Liberty GTB SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2ZJD02G 2000 A2ZJD02G ADM AT 04 sti04 Liberty GT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2WD010G 2000 A2WD010G ADM AT 04 sti04 Liberty GT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2WD002T 2000 A2WD002T ADM MT 05 sti04 Liberty GT SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2WC420M 2000 A2WC420M ADM MT 05 sti04 SH7055 Forester XT false 512kb Click the 'enabled' check box to fix the checksum issue. A8DH200V 2000 A8DH200V AL390 ADM MT 06 sti05 SH7058 STi false 1024kb Click the 'enabled' check box to fix the checksum issue. A8DH200O 2000 A8DH200O ADM MT 06 sti05 SH7058 WRX false 1024kb Click the 'enabled' check box to fix the checksum issue. A2ZJD00B 2000 A2ZJD00B JDM MT 04 sti04 Legacy GTB Twin Scroll SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2WD012A 2000 A2WD012A JDM AT 04 sti04 Legacy GT Spec B SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue. A2WD010B 2000 A2WD010B JDM MT 04 sti04 Legacy GT SH7055 false 512kb A2WD010A 2000 A2WD010A JDM AT 04 sti04 Legacy GT SH7055 false 512kb A2ZJ601A 2000 A2ZJ601A JDM AT 04 sti04 Legacy GTB Twin Scroll SH7055 false 512kb Click the 'enabled' check box to fix the checksum issue.