0x1 2016-11 OS12212156 - 2002 512Kb PCM Parameters for Operating System (OS) 12212156. This OS was used in many 2002 GM vehicles. The PCM is a 512 Kb, with Blue and Red 80 pin connectors. *** These parameters are displayed for information purposes only - NEVER change *** Oper System = the main Operating System (OS) programmed in the calibration. This is displayed solely to ensure that the correct XDF file is used to edit the BIN file. Calibration # 1 0 0 $$ Segment 8 4 0 0 $$ 0 0.000000 0.000000 1 $$ $$ $$ $$ $$ $$ $$ $$ $$ *** These parameters are displayed for information purposes only - NEVER change *** These parameters are displayed solely as a confirmation that all Checksums are being updated (as necessary) - each time the BIN file is changed, and then resaved. Checksum 1 0 0 $$ Segment 8 4 0 0 $$ 0 0.000000 0.000000 3 $$ $$ $$ $$ $$ $$ $$ $$ $$ This MAY be the Vehicle Indentification Number (VIN) programmed in the calibration. *** Do NOT make changes to this parameter, UNLESS the originally dsiplayed values were in proper VIN format (i.e. make certain this is indeed a VIN stored in the PCM) *** 17 4 2 2 $$ VIN 1 4 2 2 $$ 0 48.000000 90.000000 4 $$ $$ $$ $$ $$ $$ This MAY be the Vehicle Indentification Number (VIN) programmed in the calibration. *** Do NOT make changes to this parameter, UNLESS the originally dsiplayed values were in proper VIN format (i.e. make certain this is indeed a VIN stored in the PCM) *** 17 4 2 2 $$ VIN 1 4 2 2 $$ 0 48.000000 90.000000 4 $$ $$ $$ $$ $$ $$ Displays the Engine Type programmed in the calibration. *** This parameter should NOT be changed *** 0=5.3L 1=5.7L 2=4.8L 3=6.0L 4=4.3L 5=5.0L 6=8.1L 7=5.7L HO 2 1 7.000000 0 0 $$ The number of Engine Cylinders in the calibration. *** This parameter should NOT be changed *** Cylinders 0 8.000000 0 0 $$ Displays the Transmission Type programmed in the calibration. *** This parameter should NOT be changed *** 0 = 4L60E 1 = 4L80E 2 = Manual 3 = Non-Electronic Automatic 4 = Allison 2 1 4.000000 0 0 $$ Elects if a Transmission Range Switch / Gear Indicator Type (if any) is used by the vehicle. 0 = None (no transmission mounted Range Switch - like a Camaro) 1 = PRNDL Range Switch (transmission mounted Range Switch - like Corvettes and most Trucks) 2 = P/N only Switch (like Trucks with the Allison Transmission) 2 1 2.000000 0 0 $$ This is the main Volumetric Efficiency (VE) table. The cell units are in Grams*Kelvin/kPa. Column headings = RPM Row headings = MAP The values in this table represent the efficiency of the engine's ability to fill the cylinders with air. It is used to predict the volume of air entering each cylinder under varying conditions. The air mass per cylinder can be determined from the VE table using the following formula: g/cyl = VE*MAP/Charge Temperature Where: VE is in g*K/kPa, MAP is in kPa, Charge Temperature is in degrees Kelvin. RPM 20 2 0 0 $$ MAP (kPA) 19 2 0 0 $$ Grams*Kelvin/kPa 4 0.000000 10.000000 1 $$ Volumetric Efficiency (VE) table used while the engine is Cranking. The cell units are in Grams*Kelvin/kPa. Column headings = RPM Row headings = MAP RPM 33 2 0 0 $$ kPA 9 2 0 0 $$ Grams*Kelvin/kPa 4 0.000000 10.000000 1 $$ The volume in Cubic Centimeters (CC) of each Engine Cylinder. CC 0 1600.000000 0 0 $$ Minimum Throttle Position (% TPS) that the PCM still considers the TPS to be at WOT. % TPS 0 100.000000 0 0 $$ If Vehicle Speed (MPH) is above this value, and Throttle Position (%) is above Max Throttle for Idle Mode (B0108), then airflow will be calculated as Non-Idle. MPH 0 254.000000 0 0 $$ If the Throttle Position (%) is above this, and Vehicle Speed (MPH) is above Max Speed for Idle Mode (B0107), then airflow will be calculated as Non-Idle. % TPS 1 100.000000 0 0 $$ If Engine Speed (RPM) is less than this value, then the PCM uses a dynamically calculated airflow value to determine grams of air per cylinder. While the airflow is in a Steady State, a correction factor is updated based on the airflow difference between the MAF Sensed Airflow and the MAP Calculated Airflow (Speed Density Airflow). During rapid changes in airflow, the correction factor is applied to the airflow calculations to compensate. If Engine Speed (RPM) is above this value, then the PCM will use the MAF Sensor exclusively (if not disabled by DTCs) to calculate grams of air per cylinder. No updates are made to the airflow correction factor. RPM 0 12800.000000 0 0 $$ Engine Coolant Temperature (ECT) must be above this value to allow the AIR Pump to operate. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ The Engine RPM must be this much above Idle RPM, before Brake Torque Management (BTM) can become active. Brake Torque Management (BTM) is used to reduce Engine Power by cutting cylinders and reducing the pedal opening on ETC vehicles when your foot is held on the Brake in Gear, and the Accelerator is pressed (i.e doing a "Burn Out"). Disable BTM: Set the Enable RPM (B0401) to high value (i.e. 8000 RPM) Set the Disable RPM (B0402) to high value (i.e. 7900 RPM) RPM 0 12700.000000 0 0 $$ Once Brake Torque Management (BTM) is active, the Engine RPM must fall back down to this many RPMs above Idle RPM, before BTM will be disabled. Brake Torque Management (BTM) is used to reduce Engine Power by cutting cylinders and reducing the pedal opening on ETC vehicles when your foot is held on the Brake in Gear, and the Accelerator is pressed (i.e doing a "Burn Out"). Disable BTM: Set the Enable RPM (B0401) to high value (i.e. 8000 RPM) Set the Disable RPM (B0402) to high value (i.e. 7900 RPM) RPM 0 12700.000000 0 0 $$ Engine Coolant Temperature (ECT) must be above this value to allow the Purge Canister (EVAP) to operate. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Unchecked = Catalytic Converter Protection is Disabled Checked = Catalytic Converter Protection is Enabled 0x01 If the Transmission is in Gear, and the Engine RPM is greater than this value, then Abuse Mode will be Enabled. RPM 0 12799.000000 0 0 $$ If Abuse Management is active and the Transmission is in Gear, then Engine RPM must fall below this value to disable Abuse Management once active. RPM 0 12799.000000 0 0 $$ If the Transmission is in Park or Neutral, and the Engine RPM is greater than this value, then Abuse Mode will be Enabled. RPM 0 12799.000000 0 0 $$ If Abuse Management is active and the Transmission is in Park or Neutral, then Engine RPM must fall below this value to disable Abuse Management once active. RPM 0 12799.000000 0 0 $$ If the Throttle is above this value (% TPS), but the RPM is below Abuse Management Upper RPM Threshold (in Gear) (B1201), then Abuse Mode is Enabled. % TPS 0 100.000000 0 0 $$ If Abuse Management is active, then the Throttle must fall below this value (% TPS) to disable Abuse Management. % TPS 0 100.000000 0 0 $$ If the Vehicle Speed (MPH) is above this value, then Abuse Management is disabled. MPH 0 254.000000 0 0 $$ If Abuse Management is active, then this will be the Commanded Fuel (EQ Ratio). EQ Ratio 3 63.000000 0 0 $$ If Abuse Management is active and the conditions to disable it are met, then they must be met for this long (seonds) before Abuse Management will be disabled. Seconds 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 2 0.000000 409.000000 1 $$ Unchecked = EGR System is Disabled Checked = EGR System is Enabled 0x01 Unchecked = Resonant (LS1 type) Checked = Flat Response (LS2 and LS3 type) 0x01 Maximum Allowed Engine Torque (Ft-lbs), used by the Traction Control System (TCS). Ft-lbs 0 639.000000 -639.000000 0 0 $$ Amount of Torque Lost (%) from the Traction Control System (TCS) Spark Retard. Percent 1 0 0 $$ Ret. Degrees 18 2 0 0 $$ 2 0.000000 100.000000 1 $$ When the ignition key is first turned to the ON position the PCM will deliver a Prime Pulse of Fuel. This table defines the amount of Fuel (Grams) to be injected. Grams 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 0.000000 15.000000 1 $$ Before the Initial Fuel Prime (B3201) pulse is delivered, the PCM will delay the Prime Pulse for this long (seconds) after key ON. Seconds 1 0 0 $$ Deg F (ECT) 16 0 0 $$ 2 0.000000 409.000000 1 $$ Before the PCM switches to Sequential Injection Mode (after starting) this is the Mass (grams) of Fuel that will be injected. Grams 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 0.000000 15.000000 1 $$ This many Crankshaft Reference Pulses must occur before the PCM will deliver the Non Sequential First Fuel Pulse (B3204). There are 24 Reference Pulses per Crankshaft Revolution. Pulses 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ Following the PCM delivering the Non Sequential First Fuel Pulse (B3204) after starting, this is the subsequent Mass (grams) of Fuel that will then be injected. Grams 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 0.000000 15.000000 1 $$ This many Crankshaft Reference Pulses must occur before the PCM will deliver the Non Sequential Second Fuel Pulse (B3206). There are 24 Reference Pulses per Crankshaft Revolution. Pulses 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Fuel Cut-off Rev Limiter - when the transmission is in Gear. *** This is the main Rev Limiter *** Cut-off = when RPM reaches this value, Fuel will be cut Enable = after the Fuel has been cut, the RPM must fall to this value to re-enable Fuel RPM 2 4 0 0 $$ Gear 10 4 0 0 $$ 0 0.000000 12799.000000 1 $$ The PCM reads the Engine Coolant Temperature (ECT) at Startup, then based on that temperature, this table determines how long the Cold Engine RPM Limiters will be used. Seconds 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 409.000000 1 $$ If the PCM has determined the engine is in a cold condition, based on Engine Coolant Temperature (ECT) at startup, this is the RPM Limiter Table that will be used. *** This is the main Rev Limiter when the engine is COLD *** Cut-off = when RPM reaches this value, Fuel will be cut Enable = after the Fuel has been cut, the RPM must fall to this value to re-enable Fuel RPM 2 4 0 0 $$ Deg F (ECT) 16 4 0 0 $$ 0 0.000000 12799.000000 1 $$ If DFCO has been disabled, it cannot be re-enabled for this long (seconds) even if conditions to do so are met. Seconds 0 409.000000 0 0 $$ Engine Coolant Temperature (ECT) must be above this to allow DFCO to occur - with a Manual transmission. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ RPM must be above this value to allow DFCO to occur - with a Manual transmission. RPM 0 12799.000000 0 0 $$ Manifold Absolute Pressure (MAP) must be below this value to allow DFCO to occur - with a Manual transmission. MAP (kPa) 0 105.000000 0 0 $$ Throttle Position (% TPS) must be below this value to allow DFCO to occur - with a Manual transmission. % TPS 0 100.000000 0 0 $$ Vehicle Speed (MPH) must be above this value to allow DFCO to occur - with a Manual transmission. MPH 0 254.000000 0 0 $$ Engine Coolant Temperature (ECT) must be above this value to enable DFCO. When all of the DFCO enablers are met, hitting any DFCO activate level will turn on DFCO. After DFCO has been enabled hitting any DFCO disabler, or hitting every DFCO deactivate, will turn off DFCO. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Vehicle Speed (MPH) must be above this value to enable DFCO. When all of the DFCO enablers are met, hitting any DFCO activate level will turn on DFCO. After DFCO has been enabled hitting any DFCO disabler, or hitting every DFCO deactivate, will turn off DFCO. MPH 1 0 0 $$ BARO (kPa) 5 2 0 0 $$ 2 0.000000 254.000000 1 $$ Throttle Position (% TPS) must be below this value to enable DFCO. When all of the DFCO enablers are met, hitting any DFCO activate level will turn on DFCO. After DFCO has been enabled hitting any DFCO disabler, or hitting every DFCO deactivate, will turn off DFCO. % TPS 1 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 100.000000 1 $$ The Engine RPM must be above the ENABLE value to activate DFCO. If DFCO is active, and Engine RPM falls below the DISABLE value, then DFCO will be deactivated. RPM 2 4 0 0 $$ Gear 10 4 0 0 $$ 0 0.000000 12799.000000 1 $$ Manifold Absolute Pressure (MAP) must be below the ENABLE value to activate DFCO. If DFCO is active, and MAP value goes above the DISABLE value, then DFCO will be deactivated. kPa 2 4 0 0 $$ Baro (kPa) 5 2 0 0 $$ 0 0.000000 105.000000 1 $$ Cut Fuel if Engine Speed (RPM) goes above this value when transmission is in Park or Neutral. RPM 0 12799.000000 0 0 $$ Re-enable Fuel if Engine Speed (RPM) falls below this value, when transmission is in Park or Neutral. RPM 0 12799.000000 0 0 $$ The is the Rate which the Spark Timing is Reduced to the value in DFCO Spark Timing (B3336), once DFCO becomes active. Factor 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 1.000000 1 $$ The is the Rate which the Spark Timing is Increased back to the normal running spark, once DFCO is Disabled. Degrees 1 0 0 $$ %TPS 17 0 0 $$ 3 0.000000 10.000000 1 $$ When DFCO is active the Timing will be Reduced to this amount until the fuel is cut. Also see: DFCO Spark Ramping In Rate (B3334) DFCO Spark Ramping Out Rate (B3335) Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 2 -40.000000 45.000000 1 $$ This is the number of Crank Reference Pulses the PCM must wait before transitioning from table DFCO Spark Timing (B3336) to DFCO Spark Timing, High TPS (B5937) or DFCO Spark Timing, Low TPS (B5939). Ref pulses 2 1 254.000000 0 0 $$ Defines how long (seconds) it will take for the impacted Fuel to Evaporate off the intake port wall. Column headings = ECT (F) Row headings = MAP Deg F (ECT) 19 2 0 0 $$ MAP (kPa) 9 2 0 0 $$ Seconds 2 0.000000 3.000000 1 $$ Defines the fraction of fuel that will remain on the intake port wall per injection. Column headings = ECT (F) Row headings = MAP Deg F (ECT) 19 2 0 0 $$ MAP (kPa) 9 2 0 0 $$ Factor 3 0.000000 1.000000 1 $$ The Air Fuel Ratio (AFR) considered to be Stoichiometric. This value is used by the PCM to determine the AFR of an EQ Ratio of 1.0. AFR values for EQ Ratios are calculated by dividing this AFR Stoichiometric value, by the specified EQ Ratio. :1 AFR 20.000000 10.000000 0 0 $$ When the PCM is in Engine Protection Mode, this is the Commanded Fuel (EQ Ratio). Engine Protection Fuelling Mode is enabled once the engine gets too hot. Also see: Ratio of Air to Fuel for Stoichiometry (B3601) EQ Ratio 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 63.000000 1 $$ When the engine is Cranking, this is the Commanded Fuel (EQ Ratio). Based on Engine Coolant Temperature ECT) at startup and the number of times the 24x sensor indicates 90° of Engine Rotation. Column headings = ECT (F) Row headings = 24x Counts Also see: Ratio of Air to Fuel for Stoichiometry (B3601) Deg F (ECT) 19 2 0 0 $$ Pulses 17 2 0 0 $$ 3 0.000000 63.000000 1 $$ When the engine is in Cold Open Loop Mode, this is the Commanded Fuel (EQ Ratio). Column headings = ECT (F) Row headings = MAP Deg F (ECT) 19 2 0 0 $$ MAP (kPa) 17 2 0 0 $$ EQ Ratio 3 0.000000 63.000000 1 $$ Once Power Enrichment conditions are met, they must exist for this long (seconds) before Power Enrichment Mode is entered. Seconds 0 409.000000 0 0 $$ Used to adjust how fast (seconds) Power Enrichment (PE) Mode becomes active at different RPMs. Column headings = TPS (%) Row headings = RPM % TPS 11 2 0 0 $$ RPM 15 2 0 0 $$ Seconds 2 0.000000 409.000000 1 $$ Bypass the Power Enrichment Delay if above this RPM. RPM 0 12799.000000 0 0 $$ If Engine Coolant Temperature (ECT) is above this value, bypass Power Enrichment delay. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If Engine Coolant Temperature (ECT) is below this value, bypass Power Enrichment delay. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ When the Manifold Absolute Pressure (MAP) is above this value (kPa), then Power Enrichment Mode can be enabled. MAP (kPa) 0 105.000000 0 0 $$ If the Engine Coolant Temperature (ECT) is above this value, then the Power Enrichment Hot Mode table will be used. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If the Engine Coolant Temperature (ECT) is above the Hot Engine Threshold, then these Throttle Positions (% TPS) will be used to enable Power Enrichment (PE). Also see: Hot PE Mode Coolant Temp Threshold (B3614) % TPS 1 0 0 $$ RPM 19 2 0 0 $$ 0 0.000000 100.000000 1 $$ If the Engine Coolant Temperature (ECT) is below the Hot Engine Threshold, then these Throttle Positions (% TPS) will be used to enable Power Enrichment (PE). Also see: Hot PE Mode Coolant Temp Threshold (B3614) % TPS 1 0 0 $$ RPM 19 2 0 0 $$ 0 0.000000 100.000000 1 $$ When in Power Enrichment (PE) Mode, this value (EQ Ratio) is added to the Commanded Fuel EQ Ratio. EQ Ratio 1 0 0 $$ Deg F (ECT) 19 2 0 0 $$ 3 -2.000000 2.000000 1 $$ When in Power Enrichment (PE) Mode, the Commanded Fuel (EQ Ratio) will be defined by this table. EQ Ratio 1 0 0 $$ RPM 19 2 0 0 $$ 3 0.000000 63.000000 1 $$ If Engine Coolant Temperature (ECT) reaches this value, then Hot Engine Power Enrichment Mode may become active. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If in Hot Engine Power Enrichment Mode, then the Engine Coolant Temperature (ECT) must fall below this value before Normal Power Enrichment Modes are resumed. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If the Throttle Position (% TPS) is above this value, and Engine Coolant Temperature (ECT) is above the Hot Engine Threshold, then Hot Power Enrichment Mode will become active. % TPS 0 100.000000 0 0 $$ If Hot Power Enrichment Mode is active and Throttle Position (% TPS) falls below this value, then Power Enrichment Mode will be disabled. % TPS 0 100.000000 0 0 $$ If the Manifold Absolute Pressure (MAP) is above this value, and Engine Coolant Temperature (ECT) is above the Hot Engine Threshold then, Hot Power Enrichment Mode will become active. MAP (kPa) 0 105.000000 0 0 $$ If Hot Power Enrichment Mode is active and the Manifold Absolute Pressure (MAP) falls below this value, then Power Enrichment Mode will be disabled. MAP (kPa) 0 105.000000 0 0 $$ If the Vehicle Speed (MPH) is above this value, and Engine Coolant Temperature (ECT) is above the Hot Engine Threshold, then Hot Power Enrichment Mode will become active. MPH 0 254.000000 0 0 $$ If Hot Power Enrichment Mode is active and Vehicle Speed (MPH) falls below this value then Power Enrichment Mode will be disabled. MPH 0 254.000000 0 0 $$ Wait this many Engine Revolutions before Leaning out the After-start Enrichment. Also see: After-start Enrichment Decay Rate (B3628) After-start Enrichment Decay Factor (B3650) Eng. Revs 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ The After-start Enrichment is decayed by After-start Enrichment Decay Factor (B3650) at this rate. Higher values will cause a slower decay rate. Lower values will cause a faster decay rate. Also see: After-start Enrichment Decay Delay (B3627) After-start Enrichment Decay Factor (B3650) Eng. Revs 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ Upon detecting a Park or Neutral to Drive Gear selection, this value (EQ Ratio) is added to the Open Loop Commanded Fuel EQ Ratio. EQ Ratio 1 4 0 0 $$ Deg F (ECT) 16 2 0 0 $$ EQ Ratio 3 -31.000000 31.000000 1 $$ Upon detecting a Park or Neutral to Drive gear selection, wait this many Engine Revolutions before Leaning out the Park or Neutral to Drive Enrichment. Also see: Park to Drive Enrichment Decay Rate (B3631) Park to Drive Enrichment Decay Factor (B3651) Eng. Revs 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ The Park or Neutral to Drive Enrichment is decayed by Park to Drive Enrichment Decay Factor (B3651) at this rate (Engine Revolutions). Higher values will cause a slower Decay Rate. Lower values will cause a faster Decay Rate. Also see: Park to Drive Enrichment Decay Delay (B3630) Park to Drive Enrichment Decay Factor (B3651) Eng. Revs 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 0 0.000000 254.000000 1 $$ This value (EQ Ratio) is added to the Open Loop Commanded Fuel EQ Ratio. EQ Ratio 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 -32.000000 32.000000 1 $$ This value (EQ Ratio) is added to the Open Loop Commanded Fuel EQ Ratio. EQ Ratio 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 -32.000000 32.000000 1 $$ If the TPS (%) is above this value while cranking, the PCM will enter Clear Flood Mode, and DISABLE the Fuel Injectors. % TPS 0 100.000000 0 0 $$ When in Power Enrichment (PE) Mode this value (EQ Ratio) is added to the Commanded Fuel EQ Ratio. EQ Ratio 1 0 0 $$ Deg F (IAT) 19 2 0 0 $$ 3 -2.000000 2.000000 1 $$ As Power Enrichment (PE) Mode is transitioned in or out, this is the commanded Fuel Step Size, this value is updated approx 20 times per second. EQ Ratio example: If the target EQ Ratio is 1.2 and the step size is 0.01, it will take approximately 1 second before the commanded fuel returns to stoichiometry (EQ Ratio = 1.0). AFR example: If the target AFR is 12.0 and the step size is 0.1, it will take approximately 1.3 second before the commanded fuel returns to stoichiometry (AFR = 14.63). EQ Ratio 3 31.000000 0 0 $$ This is the rate the PCM will transition from stoichiometry to PE Mode Commanded Fuel. Also see: PE Commanded Fuel Step Size (B3643) Seconds 3 409.000000 0 0 $$ This is the rate the PCM will transition back from PE Mode Commanded Fuel to stoichiometry. Also see: PE Commanded Fuel Step Size (B3643) Seconds 3 409.000000 0 0 $$ The After-start Enrichment is decayed by this Factor for each After-start Enrichment Decay Rate (B3628) engine revolutions. Values closer to 1 will cause a slower Decay of the Enrichment. Values closer to 0 will cause a faster Decay of the Enrichment. Factor 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 0.000000 1.000000 1 $$ The Park or Neutral to Drive Enrichment is decayed by this Factor for each Park to Drive Enrichment Decay Rate (B3631) Engine Revolutions. Values closer to 1 will cause a slower Decay of the Enrichment. Values closer to 0 will cause a faster Decay of the Enrichment. Factor 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 3 0.000000 1.000000 1 $$ If the MAF Flow Rate goes above this amount, and Piston Protection RPM Limit (B3653) and Piston Protection TPS Limit (B3654) and Piston Protection ECT Limit (B3655) are also above their limits then Piston Protection Fuelling Mode can be enabled. Grams/sec 511.000000 0 0 $$ If the RPM goes above this amount, and Piston Protection MAF Limit (B3652) and Piston Protection TPS Limit (B3654) and Piston Protection ECT Limit (B3655) are also above their limits then Piston Protection Fuelling Mode can be enabled. RPM 0 12799.000000 0 0 $$ If the Throttle Position (% TPS) goes above this amount, and Piston Protection MAF Limit (B3652) and Piston Protection RPM Limit (B3653) and Piston Protection ECT Limit (B3655) are also above their limits then Piston Protection Fuelling Mode can be enabled. % TPS 0 100.000000 0 0 $$ If the Engine Coolant Temperature (ECT) goes above this amount, and Piston Protection MAF Limit (B3652) and Piston Protection RPM Limit (B3653) and Piston Protection TPS Limit (B3654) are also above their limits then Piston Protection Fuelling Mode can be enabled. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Once Piston Protection MAF Limit (B3652) and Piston Protection RPM Limit (B3653) and Piston Protection TPS Limit (B3654) and Piston Protection ECT Limit (B3655) are all above their limits, they must remain above those limits for this long (seconds) before Piston Protection Fuelling will begin adding extra fuel. Seconds 0 409.000000 0 0 $$ This is the Commanded Fuel (EQ Ratio) once the PCM enters Piston Protection Mode. Piston Protection Mode will become active under sustained heavy load conditions. Also see: Piston Protection MAF Limit (B3652) Piston Protection RPM Limit (B3653) Piston Protection TPS Limit (B3654) Piston Protection ECT Limit (B3655) EQ Ratio 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 63.000000 1 $$ This is the amount of additional Enrichment (EQRatio) that will be added on a Restart based on the time between Engine off and the Re-start (i.e. for Heat Soak). Column headings = Minutes (since the Engine was last running) Row headings = ECT (F) Minutes 29 2 0 0 $$ Deg F (ECT) 19 2 0 0 $$ EQ Ratio 3 -32.000000 32.000000 1 $$ As Battery Voltage varies, the Injector Pulse Widths (IPW) are adjusted by this value (milliseconds), to compensate for the changes in the opening and closing times. Column headings = MAP Row headings = Volts (Battery) MAP (kPa) 17 2 0 0 $$ Volts 28 0 0 $$ 2 0.000000 100.000000 1 $$ Assigns each Injector output to Bank 1 or Bank 2, of the Engine. 0 = Bank 1 1 = Bank 2 2 = None (i.e. the particular Injector Assignment is not in use) Bank 1 0 0 $$ Injector 8 4 0 0 $$ 0 0.000000 2.000000 1 $$ Unchecked = Disable LTFT Checked = Enable LTFT 0x01 Once Engine Coolant Temperature (ECT) is above this value (Deg F), the Long Term Fuel Trim (LTFT) Learning will be Enabled. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Once Engine Coolant Temperature (ECT) is above this value (Deg F), the Long Term Fuel Trim (LTFT) Learning will be Disabled. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Lower Limit to which the Long Term Fuel Trim (LTFT) will adjust. eg.: 0.9 = -10% 0.8 = -20% 0.75 = -25% Factor 3 1.990000 0 0 $$ Upper Limit to which the Long Term Fuel Trim (LTFT) will adjust. eg.: 1.1 = +10% 1.2 = +20% 1.25 = +25% Factor 3 1.990000 0 0 $$ Maximum throttle (%) allowed for Long Term Fuel Trim (LTFT) idle adjustment. % 100.000000 0 0 $$ Maximum vehicle speed allowed for Long Term Fuel Trim (LTFT) idle adjustment. MPH 254.000000 0 0 $$ Defines the RPM boundaries for the Long Term Fuel Trim (LTFT) cells. RPM 1 0 0 $$ Boundary 3 4 0 0 $$ 0 0.000000 12799.000000 1 $$ Defines the Manifold Absolute Pressure (MAP) boundaries for the Long Term Fuel Trim (LTFT) cells. kPa 1 0 0 $$ Boundary 3 4 0 0 $$ 0 0.000000 105.000000 1 $$ Flow Rate (grams per second) of the Fuel Injectors. If the Fuel Rail Pressure is NOT referenced to Manifold Pressure (Returnless style), then decreasing the Manifold Pressure has the same effect as increasing the Fuel Rail Pressure. The Fuel Flow Rate of the Injectors will increase at higher Manifold Vacuums (i.e. lower Manifold Pressure). This table calibrates the Flow Rate of the Injectors at various Manifold Vacuum levels. It is based on Manifold Absolute VACUUM (MAV), where: 0 kPa of Manifold Vacuum is normal atmospheric pressure 80 kPa of Manifold Vacuum is normal atmospheric pressure minus 80 kPa, which at sea level equates to 101.3 - 80.0 = 21.3 kPa MAP. Grams/sec 1 0 0 $$ kPa Vacuum 17 2 0 0 $$ 2 0.000000 511.000000 1 $$ Injector Flow compensation based on Fuel Pump Voltage. Factor 1 0 0 $$ FP Voltage 28 0 0 $$ 2 0.000000 8.000000 1 $$ This is the Minimum Injector Pulse Width (milliseconds) the PCM can command for a given RPM. Milliseconds 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 100.000000 1 $$ If the PCM commands a Injector Pulse, which is less than Minimum Injector Pulse Width (B4003), then the Injector Pulse Times (milliseconds) from this table will be used instead. Milliseconds 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 100.000000 1 $$ If the Commanded Injector on time is less than this value (milliseconds) the PCM assumes this to be a Small Pulse. Milliseconds 3 100.000000 0 0 $$ Vehicle speed must be below this value for closed loop idle fuelling control to occur. MPH 0 254.000000 0 0 $$ Throttle position (%) must be below this value for closed loop idle fuelling control to occur. % 100.000000 0 0 $$ Voltage (mV) at which the O2 switches from Rich to Lean or from Lean to Rich. mV 2 4 0 0 $$ Mode 9 4 0 0 $$ 0 0.000000 1110.000000 1 $$ Determines the weighting of the adjustment applied to the Long Term Fuel Trim (LTFT) when it is updated. Larger values mean each update carries more "weight" and has a larger effect on the LTFT. Smaller values mean each update carries less "weight" and has a smaller effect on the LTFT. Factor 2 4 0 0 $$ Mode 9 4 0 0 $$ Factor 3 0.000000 0.996000 1 $$ Determines the rate (seconds) at which the STFT is updated by the PCM. These values are further adjusted by the multipliers in STFT Delay Multiplier (B4114). The O2 sensor voltages provide the PCM with the raw Rich or Lean data that it uses to periodically adjust the Short Term Fuel Trims (STFT). Even though the O2 sensors are sampled by the PCM up to 80 times per second, the Short Term Fuel Trim (STFT) is computed and updated by the PCM at varying rates. Seconds 1 0 0 $$ Mode 9 4 0 0 $$ 3 0.000000 409.000000 1 $$ These values are the multipliers applied to STFT Base Delay (B4113). Based on the magnitude of the difference between the O2 millivolts and the O2 Switch Point (B4105). The O2 sensor voltages provide the PCM with the raw Rich or Lean data that it uses to periodically adjust the Short Term Fuel Trims (STFT). Even though the O2 sensors are sampled by the PCM up to 80 times per second, the Short Term Fuel Trim (STFT) is computed and updated by the PCM at varying rates. Multiplier 1 0 0 $$ mV 13 2 0 0 $$ 3 0.000000 2.000000 1 $$ The maximum value to which the STFT can be corrected. Examples: 1.1 = +10% 1.2 = +20% 1.25 = +25% Factor 2.000000 0 0 $$ The minimum value to which the STFT can be corrected. Examples: 0.9 = -10% 0.8 = -20% 0.75 = -25% Factor 2.000000 0 0 $$ The final multiplier that is applied to the STFT Correction. This multiplier is applied for both Idle and non-Idle conditions, but only if the fuel system is in Closed Loop. Multiplier 6 2.000000 0 0 $$ When idling, this value is ADDED to the STFT if both STFT and LTFT are LEAN. When idling, this value is SUBTRACTED from the STFT if both STFT and LTFT are RICH. Rate 6 2.000000 0 0 $$ When not idling, this value is ADDED to the STFT if both STFT and LTFT are LEAN. When not idling, this value is SUBTRACTED from the STFT if both STFT and LTFT are RICH. Rate 6 2.000000 0 0 $$ If the startup Engine Coolant Temperature (ECT) is less than this, then the PCM will run the Closed Loop Cold Engine Timer (B4202) before allowing Closed Loop. Deg F 0 283.000000 -39.000000 0 0 $$ If the engine is deemed to be running in Cold Mode, then this amount of time (seconds) must elapse before Closed Loop can occur. Seconds 0 409.000000 0 0 $$ If the startup the Engine Coolant Temp (ECT) is above this value, then the PCM will run the Closed Loop Normal Temp Timer (B4204) before allowing Closed Loop. Deg F 0 283.000000 -39.000000 0 0 $$ If the engine is deemed to be running in Normal Temp Mode, then this amount of time (seconds) must elapse before Closed Loop can occur. Seconds 0 409.000000 0 0 $$ Unchecked = O2 trim will begin once Closed Loop Temp Enable (B4205) has been reached. Checked = O2 trim will begin as soon as the O2 sensors are ready. 0x01 Amount of increased IAC airflow (grams/sec) applied to compensate for the electrical load of Radiator Cooling Fan #1. Grams/sec 25.000000 0 0 $$ Amount of increased IAC airflow (grams/sec) applied to compensate for the electrical load of Radiator Cooling Fan #2. Grams/sec 25.000000 0 0 $$ Defines the Engine Coolant Temp (ECT) threshold for Closed Loop fuelling (i.e. O2 fuel trim). Once the ECT is above these values, Closed Loop can occur. The table is referenced to Intake Air Temp (IAT). Deg F (ECT) 1 0 0 $$ Deg F (IAT) 19 2 0 0 $$ 0 -39.000000 283.000000 1 $$ Correction to Airflow on startup - referenced to Engine Coolant Temperature (ECT). This value is added to Startup Friction Airflow Correction (B4343) for a final airflow correction value on startup. Also see: Startup Airflow Delay (B4342) Grams/sec 1 0 0 $$ Deg F (ECT) 10 2 0 0 $$ 2 0.000000 63.000000 1 $$ Used to reduce Airflow as the engine warms up - referenced to Engine Coolant Temperature (ECT). While primarily used to configure the Idle Airflow, this parameter also controls the Base Airflow for Non-Idle conditions. Grams/sec 2 4 0 0 $$ Deg F 16 4 0 0 $$ 2 0.000000 63.000000 1 $$ When the IAC Motor is in the Parked position this is the required Airflow. The IAC will be moved to the Parked position in situations like engine shutdown and key on. This table is referenced to Intake Air Temperature (IAT). Grams/sec 1 0 0 $$ Deg F (IAT) 10 2 0 0 $$ 2 0.000000 63.000000 1 $$ Airflow values added to Idle Airflow when the Throttle Cracker function is active and the transmission is in Gear. Column headings = RPM Row headings = Vehicle Speed (MPH) If both the Throttle Cracker Airflow and the Throttle Follower Airflow are non zero, then the sum of both Airflows is added to the Idle Airflow. The table references Vehicle Speed (MPH) and RPM. Also see: Throttle Cracker Activate Speed (B4311) Throttle Cracker Deactivate Speed (B4312) RPM 12 2 0 0 $$ MPH 17 2 0 0 $$ Grams/sec 3 0.000000 63.000000 1 $$ Airflow values added to Idle Airflow when the Throttle Cracker function is active and the transmission is in Park or Neutral (or the clutch is depressed). If both the Throttle Cracker Airflow and the Throttle Follower Airflow are non zero, then the sum of both Airflows is added to the Idle Airflow. Also see: Throttle Cracker Activate Speed (B4311) Throttle Cracker Deactivate Speed (B4312) Grams/sec 1 0 0 $$ MPH 18 2 0 0 $$ 2 0.000000 63.000000 1 $$ When vehicle speed exceeds this value, the Throttle Cracker function is activated. It will remain active until the vehicle speed falls below the Throttle Cracker Deactivate Speed (B4312). MPH 0 254.000000 0 0 $$ When vehicle speed falls below this value, the Throttle Cracker function is deactivated. It will remain inactive until the vehicle speed exceeds Throttle Cracker Activate Speed (B4311). MPH 0 254.000000 0 0 $$ When the Throttle Cracker is deactivated, the Throttle Cracker Airflow value is decayed by this amount every 100ms. Also see: Throttle Cracker Deactivate Speed (B4312) Grams/sec 1 0 0 $$ MPH 17 2 0 0 $$ 2 0.000000 63.000000 1 $$ When the Throttle Cracker is to be deactivated, the PCM will wait this long before doing so. Also see: Throttle Cracker Deactivate Speed (B4312) Seconds 1 0 0 $$ MPH 17 2 0 0 $$ 2 0.000000 409.000000 1 $$ Airflow values added to Idle Airflow when the Throttle Follower function is active. This value is multiplied by Throttle Follower Airflow RPM Multiplier (B4316) to obtain the final Throttle Follower Airflow value. If both the Throttle Cracker Airflow and the Throttle Follower Airflow are non zero, then the sum of both Airflows is added to the Idle Airflow. Also see: Throttle Follower TPS change (B4321) Grams/sec 1 0 0 $$ % TPS 17 0 0 $$ 2 0.000000 63.000000 1 $$ The Airflow values from Throttle Follower Airflow (B4315) are multiplied by this value to obtain the final Throttle Follower Airflow value. If both the Throttle Cracker Airflow and the Throttle Follower Airflow are non zero, then the sum of both Airflows is added to the Idle Airflow. Also see: Throttle Follower TPS change (B4321) Multiplier 1 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 63.000000 1 $$ When the transmission is in Gear, the Throttle Follower Airflow value is decayed by this amount every 12.5ms. Column headings = Gear Row headings = Vehicle Speed (MPH) Also see: Throttle Follower TPS change (B4321) Grams/sec 4 4 0 0 $$ MPH 18 4 0 0 $$ 4 0.000000 63.000000 1 $$ When the Throttle Follower Airflow is to be decayed and the transmission is in Gear, the PCM will wait this long before starting the decay. Also see: Throttle Follower TPS change (B4321) Seconds 1 0 0 $$ MPH 18 2 0 0 $$ 2 0.000000 409.000000 1 $$ When the transmission is in Park or Neutral (or the clutch is depressed), the Throttle Follower Airflow value is decayed by this amount every 12.5ms. Also see: Throttle Follower TPS change (B4321) Grams/sec 1 0 0 $$ MPH 18 2 0 0 $$ 3 0.000000 63.000000 1 $$ When the Throttle Follower Airflow is to be decayed and the transmission is in Park or Neutral (or the clutch is depressed), the PCM will wait this long before starting the decay. Also see: Throttle Follower TPS change (B4321) Seconds 1 0 0 $$ MPH 18 2 0 0 $$ 2 0.000000 409.000000 1 $$ If the Throttle Position (%) is greater than or equal to this value, or increasing by more than this value (each 12.5ms), then the Throttle Follower airflow is added. Also see: Throttle Follower Airflow (B4315) Throttle Follower Airflow RPM Multiplier (B4316) If the Throttle Position (%) is less than this value, or reducing by more than this value (each 12.5ms), then the Throttle Follower airflow is decayed out. Also see: Throttle Follower Decay Rate in Gear (B4317) Throttle Follower Decay Delay in Gear (B4318) Throttle Follower Decay Rate in P/N (B4319) Throttle Follower Decay Delay in P/N (B4320) % 100.000000 0 0 $$ The desired Idle Speed (RPM) when the vehicle is not stationary, and the Automatic Transmission is in Neutral, or with a Manual Transmission the Clutch is depressed. Rolling desired Idle Mode may only be active if the Throttle Cracker is also active. Also see: Rolling Idle Maximum TPS Position (B4335) Throttle Cracker Activate Speed (B4311) Throttle Cracker Deactivate Speed (B4312) RPM 1 0 0 $$ MPH 11 2 0 0 $$ 0 0.000000 12799.000000 1 $$ Vehicle speed must be less than or equal to this value to disable Rolling Idle mode. Rolling Idle mode may only be active if the Throttle Cracker is also active. Also see: Rolling Idle Maximum TPS Position (B4335) Throttle Cracker Activate Speed (B4311) Throttle Cracker Deactivate Speed (B4312) MPH 0 254.000000 0 0 $$ Vehicle speed must be greater than this value to enable Rolling Idle mode. Rolling Idle mode may only be active if the Throttle Cracker is also active. Also see: Rolling Idle Maximum TPS Position (B4335) Throttle Cracker Activate Speed (B4311) Throttle Cracker Deactivate Speed (B4312) MPH 0 254.000000 0 0 $$ When in Rolling Idle mode and Throttle Position (%) is greater than this value, use the Throttle Cracker airflow instead of Rolling Idle airflow. % TPS 100.000000 0 0 $$ Rolling Idle Airflow correction (grams/sec) when RPM is too High. Also see: Rolling Idle Disable Speed (B4333) Rolling Idle Enable Speed (B4334) Rolling Idle Maximum TPS Position (B4335) Grams/sec 1 0 0 $$ RPM Error 12 2 0 0 $$ 3 -32.000000 32.000000 1 $$ Rolling Idle Airflow correction (grams/sec) when RPM is too Low. Also see: Rolling Idle Disable Speed (B4333) Rolling Idle Enable Speed (B4334) Rolling Idle Maximum TPS Position (B4335) Grams/sec 1 0 0 $$ RPM Error 12 2 0 0 $$ 3 -32.000000 32.000000 1 $$ Extra Airflow required to compensate for the load placed on the engine by external loads such as Initial startup, Alternator, or Heater. Column headings = In Gear or In P/N (Park or Neutral) Row headings = RPM Grams/sec 2 4 0 0 $$ RPM 12 4 0 0 $$ 3 0.000000 63.000000 1 $$ This table is a Multiplier (Factor) for the Engine Speed Compensation (B4338) table. It may be used to modify the Engine Speed Compensation (grams/sec) at various Engine Coolant Temperatures (ECT). Column headings = In Gear or In P/N (Park or Neutral) Row headings = ECT (F) Multiplier 2 4 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 2 0.000000 1.990000 1 $$ Startup Idle Airflow Correction begins to decay after this many Camshaft Revolutions. This parameter is referenced to Engine Coolant Temperature (ECT). Also see: Startup Airflow Correction (B4304) Cam / Revs 1 0 0 $$ Deg F (ECT) 10 2 0 0 $$ 0 0.000000 65534.000000 1 $$ Correction to Idle Airflow on Startup to overcome initial starting friction and cold engine components - referenced to Engine Coolant Temperature (ECT). This value is added to Startup Airflow Correction (B4304) for a final Airflow Correction value on Startup. Also see: Startup Friction Airflow Decay (B4344) Startup Friction Airflow Delay (B4345) Grams/sec 1 0 0 $$ Deg F (ECT) 16 2 0 0 $$ 2 0.000000 63.000000 1 $$ Startup Friction Airflow correction is decayed by this amount, every 90 degrees of Crankshaft Rotation. This parameter is referenced to Engine Coolant Temperature (ECT). Also see: Startup Friction Airflow Correction (B4343) Startup Friction Airflow Delay (B4345) Grams/sec 1 0 0 $$ Deg F (ECT) 10 2 0 0 $$ 3 0.000000 63.000000 1 $$ Startup Friction Airflow correction begins to decay after this many Camshaft Revolutions. This parameter is referenced to Engine Coolant Temperature (ECT). Also see: Startup Friction Airflow Correction (B4343) Startup Friction Airflow Decay (B4344) Cam / Revs 1 0 0 $$ Deg F (ECT) 10 2 0 0 $$ 0 0.000000 65534.000000 1 $$ Used to convert a Desired Throttle Area from square millimeters to ETC motor position. % per square mm 5 1.000000 0 0 $$ This calibration limits the Desired Idle Effective Area. Square mm 2048.000000 0 0 $$ Used to Ramp In the IAC Airflow Compensation for the torque load when the A/C Compressor Clutch is engaged. Grams/sec 1 0 0 $$ Ft-lbs 14 2 0 0 $$ 3 0.000000 63.000000 1 $$ Used to Ramp Out the IAC Airflow Compensation for the torque load when the A/C Compressor Clutch is disengaged. Grams/sec 1 0 0 $$ Ft-lbs 14 2 0 0 $$ 3 0.000000 63.000000 1 $$ The is the Default Park Position (in steps) for the IAC Motor, if the IAC has been reset and a new rest position has not been learned. Steps 0 400.000000 0 0 $$ The Maximum number of Steps to which the IAC Motor can extend. Steps 0 400.000000 0 0 $$ Used to convert Effective Area (which the PCM calculates from the Idle Airflow) into IAC Motor Steps. Steps 1 0 0 $$ Square mm 61 2 0 0 $$ 0 0.000000 400.000000 1 $$ If the Engine Coolant Temperature (ECT) is below this value then Idle Airflow Learning will be Disabled. Also see: Idle Learn Maximum Temperature (B4502) Deg F 0 283.000000 -39.000000 0 0 $$ If the Engine Coolant Temperature (ECT) is above this value, then Idle Airflow Learning will be Disabled. Also see: Idle Learn Minimum Temperature (B4501) Deg F 0 283.000000 -39.000000 0 0 $$ If absolute Engine Speed Error (RPM) is greater than this value, then Airflow Direct Speed Control is Enabled. RPM 1 12799.000000 0 0 $$ Delays the Airflow Control until the engine has been running for this many seconds. Seconds 1 409.000000 0 0 $$ Airflow Correction to be applied based on RPM Rate of Change which attempts to dampen overshoot of the Desired RPM. Column headings = RPM Increasing (+ RPM) or RPM Decreasing (- RPM) Row headings = RPM Rate of Change If RPM is increasing (+ RPM) the value in this calibration is subtracted from the Airflow. If RPM is decreasing (- RPM) the value in this calibration is added to the Airflow. The Rate of Change of the Engine RPM is a ratio of two, filtered RPM followers. One is weakly filtered and tracks the RPM closely, the other is strongly filtered and lags the RPM. Rate of Change values closer to 0.00 indicate that the engine speed is changing slowly. Rate of Change values closer to 0.15 indicate that the engine speed is changing quickly. Grams/sec 2 4 0 0 $$ RPM Rate 10 0 0 $$ 2 0.000000 63.000000 1 $$ Correction to Learned Airflow when Engine Speed is too High or too Low and transmission is in Gear or Park/Neutral (P/N). This table is referenced to Absolute RPM Error (the Row headings). Absolute RPM error is the difference between current Engine Speed and desired Engine Speed. Manual transmission vehicles are assumed to be in Gear unless the clutch is depressed. Column Headings: +RPM-G = RPM High in Gear +RPM-P = RPM High in P/N -RPM-G = RPM Low in Gear -RPM-P = RPM Low in P/N Grams/sec 4 4 0 0 $$ RPM Error 12 2 0 0 $$ 3 0.000000 30.000000 1 $$ Correction to Direct Airflow when Engine Speed is too High or too Low under various transmission and A/C conditions. This table is referenced to Absolute RPM Error (the Row headings). Absolute RPM Error is the difference between current Engine Speed and desired Engine Speed. Manual transmission vehicles are assumed to be in Gear unless the clutch is depressed. Column headings: +Gear = RPM High in Gear +G-AC = RPM High in Gear, with A/C on +P/N = RPM High in P/N -Gear = RPM Low in Gear -G-AC = RPM Low in Gear, with A/C on -P/N = RPM Low in P/N Grams/sec 6 4 3 11 $$ RPM Error 12 2 0 0 $$ 4 0.000000 254.000000 1 $$ This is the Maximum Correction the Short Term Idle Learn may adjust. This parameter is referenced to Engine Coolant Temperature (ECT). Grams/sec 1 0 0 $$ Deg F (ECT) 10 2 0 0 $$ 2 0.000000 63.000000 1 $$ Engine Speed must fall below the table value to initiate Stall Saver Mode. Column headings = in Gear or in P/N (Park or Neutral) Row headings = RPM As an example, if the column value is 500 RPM and the Stall Speed is set to 400 RPM, then if the Target Idle Speed is 500 RPM but the actual Engine Speed is less than 400 RPM then Stall Saver will become active. This parameter is referenced to RPM. RPM 2 4 0 0 $$ Idle RPM 12 2 0 0 $$ 0 0.000000 12799.000000 1 $$ Maximum Idle RPM that the PCM may attempt to command when in Gear. RPM 0 12799.000000 0 0 $$ Maximum Idle RPM that the PCM may attempt to command when in Park or Neutral. RPM 0 12799.000000 0 0 $$ Desired Idle Speeds. Based on various Transmission and Air Conditioner combinations. This parameter is referenced to Engine Coolant Temperature (ECT) - which are the Row headings. Column headings: G-AC-N = In Gear, with A/C off G-AC-Y = In Gear, with A/C on P-AC-N = In P/N, with A/C off P-AC-Y = In P/N, with A/C on RPM 4 4 0 0 $$ Deg F (ECT) 16 4 0 0 $$ 0 0.000000 12799.000000 1 $$ Upon engine Startup this is the RPM Offset which is added to the values in Desired Idle Speeds (B4603). This parameter is referenced to Engine Coolant Temperature (ECT). Column headings = in Gear or in P/N (Park or Neutral) Row headings = ECT (F) RPM 2 4 0 0 $$ Deg F (ECT) 10 4 0 0 $$ 0 0.000000 12799.000000 1 $$ In an attempt to get the engine hotter faster and increase the heater temperature this is the RPM Offset which is added to the values in Desired Idle Speeds (B4603). This parameter is referenced to Engine Coolant Temperature (ECT). Column headings = in P/N (Park or Neutral) or in Gear Row headings = ECT (F) RPM 2 4 0 0 $$ Deg F (ECT) 16 4 0 0 $$ 0 0.000000 12799.000000 1 $$ This the RPM adjustment that will be made if the actual engine RPM is too high/low from the Target Idle RPM in gear. Also see: RPM Set Point Adjust in P/N (B4613) RPM Set Point Adjust Timer (B4614) RPM 0 50.000000 0 0 $$ This the RPM adjustment that will be made if the actual engine RPM is too high/low from the Target Idle RPM in P/N. Also see: RPM Set Point Adjust in Gear (B4612) RPM Set Point Adjust Timer (B4614) RPM 0 50.000000 0 0 $$ Amount of time (seconds) that must elapse before the next Set Point Adjustment will be made. Also see: RPM Set Point Adjust in Gear (B4612) RPM Set Point Adjust in P/N (B4613) Seconds 3 409.000000 0 0 $$ This table defines the MAF measured Air Flow Rates (grams per second) versus the Frequency Output (Hz) to the PCM. Grams/sec 1 0 0 $$ Hz 85 2 0 0 $$ 2 0.000000 511.000000 1 $$ This table configures the Electronic Throttle Control (ETC) Rev Limiter *** This is the main Rev Limiter for Drive-By-Wire vehicles*** RPM 1 4 0 0 $$ Gear 10 4 0 0 $$ 0 0.000000 12799.000000 1 $$ Spark Retard to assist in Catalytic Converter Light-off on startup. Columns headings = Engine Run Time (seconds) Row headings = Grams/Cylinder Engine run time 17 2 0 0 $$ Grams/cyl 29 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Multiplier for the Catalytic Converter Light-off table. This parameter is referenced to Engine Coolant Temperature (ECT). e.g.: 0.0 = No Correction applied from Catalytic Converter Light-off spark table. 1.0 = Use the full value defined in Catalytic Converter Light-off spark table. 0.5 = Use 50% of the value defined in Catalytic Converter Light-off spark table. Multiplier 1 0 0 $$ Deg F (ECT) 19 2 0 0 $$ 2 0.000000 2.000000 1 $$ Maximum RPM to allow Catalytic Converter Light-off spark correction. RPM 2 0 12799.000000 0 0 $$ Minimum RPM to allow Catalytic Converter Light-off spark correction after being Disabled by going above the Maximum RPM. RPM 2 0 12799.000000 0 0 $$ Maximum Manifold Vacuum (MAP) to allow Catalytic Converter Light-off spark correction. kPa 0 105.000000 0 0 $$ Minimum Manifold Vacuum (MAP) to allow Catalytic Converter Light-off after being Disabled by going above the Maximum. kPa 0 105.000000 0 0 $$ Spark Correction for when EGR is active. Column headings = RPM Row headings = Grams/Cylinder RPM 13 2 0 0 $$ Grams/cyl 29 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Provides Fuel Mixture Correction to Spark Timing. Column headings = Fuel Mixture Equivalence Ratio (EQ Ratio or EQR) Row Headings = RPM EQ Ratio 16 0 0 $$ RPM 21 2 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Spark Advance commanded when engine is Cranking. This parameter is referenced to Engine Coolant Temperature (ECT). Degrees 1 0 0 $$ Deg F (ECT) 19 2 0 0 $$ 1 -45.000000 45.000000 1 $$ Provides Engine Coolant Temperature (ECT) correction to Spark Timing. Column headings = ECT (F) Row headings = Grams/Cylinder Deg F (ECT) 37 2 0 0 $$ Grams/cyl 29 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Spark Advance compensation provided based on Intake Air Temperature (IAT). Column headings = IAT (F) Row headings = Grams/Cylinder Deg F (IAT) 21 2 0 0 $$ Grams/Cyl 29 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Timing values (Spark Advance) used if the PCM is operating in Engine Protection Mode. Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 1 -45.000000 45.000000 1 $$ Defines the upper timing when good fuel, with adequate octane is being used, and the engine is not in an Idle condition. The PCM interpolates between the High Octane Table and the Low Octane Table values based on Knock activity. Also see: Spark Low-Octane Table (B5914) Column headings = RPM Row headings = Grams/Cylinder RPM 25 2 0 0 $$ Grams/Cyl 29 0 0 $$ Degrees 1 -45.000000 60.000000 1 $$ Defines the lower timing when Low Octane fuel is being used or excessive Knock is detected. The PCM interpolates between the High Octane Table and the Low Octane Table values based on Knock activity. *** The Low Octane Table will be used exclusively when a MAF DTC (i.e. when running MAFless in Speed Density mode) or a Knock Sensor DTC has been set. *** Also see: Spark High-Octane Table (B5913) Column headings = RPM Row headings = Grams/Cylinder RPM 25 2 0 0 $$ Grams/Cyl 29 0 0 $$ Degrees 1 -45.000000 60.000000 1 $$ This is the Minimum Spark Timing that may be commanded. The PCM will not allow Spark Advance to be reduced below this value. Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 1 -45.000000 45.000000 1 $$ This table is used as a reference for what would be best Timing, which is then used for various Torque calculations. Column headings = RPM Row headings = Grams/Cylinder RPM 20 2 0 0 $$ Grams/cyl 15 0 0 $$ Degrees 1 -45.000000 45.000000 1 $$ Applies only to Manual Transmission calibrations. Unchecked = Disabled Checked = Enabled 0x01 Base Timing used when the Throttle is CLOSED and the vehicle is in Gear. Column headings = RPM Row headings = Grams/Cylinder RPM 13 2 0 0 $$ Grams/cyl 29 0 0 $$ Degrees 1 -64.000000 64.000000 1 $$ Base Timing used when the Throttle is CLOSED and the vehicle is in Park or Neutral. Column headings = RPM Row headings = Grams/Cylinder RPM 13 2 0 0 $$ Grams/cyl 29 0 0 $$ Degrees 1 -64.000000 64.000000 1 $$ This table makes adjustments to Spark in an attempt to curb Idle Speed Flare upon Start-up. Degrees 1 0 0 $$ RPM (Flare) 11 2 0 0 $$ 1 -64.000000 64.000000 1 $$ If the actual Idle Speed is above the desired Idle Speed value, then this table is used to make adjustments to Spark Timing. The RPM Error values are in relation to the difference between actual Idle Speed and desired Idle Speed. Degrees 1 0 0 $$ RPM Overspeed 10 0 0 $$ 1 -64.000000 64.000000 1 $$ If the actual Idle Speed is below the desired Idle Speed value, then this table is used to make adjustments to Spark Timing. The RPM Error values are in relation to the difference between actual Idle Speed and desired Idle Speed. Degrees 1 0 0 $$ RPM Underspeed 10 0 0 $$ 1 -64.000000 64.000000 1 $$ Spark Timing will be lowered to these values when DFCO is active once the Fuel is cut, and TPS is above the DFCO Spark High TPS Threshold (B5938). Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 2 -45.000000 45.000000 1 $$ If in DFCO mode and TPS (%) is above this value, then the Timing Table shown in DFCO Spark Timing, High TPS (B5937) will be used. %TPS 100.000000 0 0 $$ Spark Timing will be lowered to these values when DFCO is active once the Fuel is cut and TPS is below the DFCO Spark Low TPS Threshold (B5940). Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 2 -45.000000 45.000000 1 $$ If in DFCO mode and TPS (%) is below this value then the Timing Table shown in DFCO Spark Timing, Low TPS (B5939) will be used. %TPS 100.000000 0 0 $$ This table contains Multiplier values, applied to the Spark IAT Table (B5911) based on Engine Speed. Any value in the Spark IAT Table (B5911) will be Multiplied by this amount, before being summed in the final Spark Advance calculation. e.g.: 0.0 = No Correction applied from IAT Spark Table. 1.0 = Use the full value defined in IAT Spark Table. 0.5 = Use 50% of the value defined in IAT Spark Table. Multiplier 1 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 1.000000 1 $$ This table contains Multiplier values, which are applied to the Spark IAT Table (B5911). Any value in the Spark IAT Table (B5911) will be Multiplied by this amount before being summed in the final Spark Advance calculation. This table can be used to turn off IAT Spark Correction when the engine is cold (or hot). Multiplier 1 0 0 $$ Deg F (ECT) 37 2 0 0 $$ 2 0.000000 1.000000 1 $$ Multiplier applied to Spark ECT Table (B5910). Column headings = ECT (F) Row headings = RPM Deg F (ECT) 37 2 0 0 $$ RPM 21 2 0 0 $$ Deg SA 2 0.000000 1.000000 1 $$ This table sets the Gain or adjustment range of the Knock System, dependent on Engine Coolant Temperature (ECT). e.g.: To allow full knock retard adjustments, set to 1.00. To disable set to 0.00. Scaler 1 0 0 $$ Deg F (ECT) 19 2 0 0 $$ 2 0.000000 2.000000 1 $$ Once Knock is detected, the Timing will be reduced by this many Degrees per Knock Sensor Volt, every Low Resolution Reference Pulse (4x per crank rotation for V8, 3x for V6). Also see: Knock Fast Attack Gain (B6202) Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 3 -0.000000 180.000000 1 $$ If not in Power Enrichment (PE) Mode, then Knock can only retard the timing by these values. Degrees 1 0 0 $$ MAP (kPa) 17 2 0 0 $$ 2 -64.000000 64.000000 1 $$ If in Power Enrichment (PE) Mode, then Knock can only retard the timing by these values. Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 2 -64.000000 64.000000 1 $$ Engine Coolant Temperature (ECT) must be above this value to enable Burst Knock. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Once Burst Knock is applied, the Decay Rate controls how quickly the retard values are decreased to return timing back to normal. Factor 0.996000 0 0 $$ When a change in Cylinder Air Mass exceeds these calibrated values, then Burst Knock can be Enabled. Also see: Burst Knock Retard (B6212) Grams 1 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 15.000000 1 $$ Once active, Burst Knock will remain active for this many Crankshaft Reference Pulses. There are 24 Reference Pulses per Crankshaft Revolution. Crankshaft Pulses 2 0 254.000000 0 0 $$ Burst Knock will retard or advance timing upon detection of a large change in Intake Air Mass. If the change in Air Mass exceeds the values in the Burst Knock Delta Air Mass (B6210) table, then the values in THIS table will be SUBTRACTED from the Final Spark value. Degrees 1 0 0 $$ RPM 21 2 0 0 $$ 1 -64.000000 64.000000 1 $$ The Adaptive Octane Scaler cannot be modified until the Manifold Absolute Pressure (MAP) is above this value. MAP (kPa) 0 105.000000 0 0 $$ The Adaptive Octane Scaler cannot be modified until RPM is above this value. RPM 0 12799.000000 0 0 $$ The Adaptive Octane Scaler cannot be modified if RPM is above this value. RPM 0 12799.000000 0 0 $$ The Adaptive Octane Scaler cannot be modified until the Engine Coolant Temp (ECT) is above this value. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ The Adaptive Octane Scaler cannot be modified until Intake Air Temperature (IAT) is above this value. Deg F (IAT) 0 283.000000 -39.000000 0 0 $$ If Knock Retard is above this value, then further changes to the Adaptive Octane Scaler will be Disabled. Degrees 1 64.000000 -64.000000 0 0 $$ If power has been removed from the PCM, then the Octane Scaler will be set to this value on power up. Factor 1.000000 0 0 $$ This Multiplier is applied when not in RPM Knock Mode or TPS Knock Mode, otherwise the appropriate RPM or TPS Knock Multipliers are applied. This value is Multiplied with the Learned Knock Threshold to determine the Knock Threshold Voltage for the current operating conditions. Higher values esensitize the Knock Sensors. Lower values Sensitize the Knock Sensors. Column headings = Cylinder Number Row headings = RPM Also see: Knock Sensor TPS Multiplier (B6250) Knock Sensor RPM Multiplier (B6255) Cylinder 8 4 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 127.000000 1 $$ This Multiplier is always applied when Knock Detection is in Cylinder Mode. Higher values desensitize the Knock Sensors. Lower values Sensitize the Knock Sensors. Column headings = MAP (kPa) Row headings = RPM MAP (kPa) 17 2 0 0 $$ RPM 21 2 0 0 $$ 3 0.000000 8.000000 1 $$ This Multiplier is applied when in TPS Knock Mode. TPS Knock Mode is active when all three TPS conditions are met - Minimum, Maximum, and Delta. This value is Multiplied with the Learned Knock Threshold to determine the Knock Threshold Voltage for the current operating conditions. If both TPS Knock Mode and RPM Knock Mode are active, the highest value will be used. Higher values Desensitize the Knock Sensors. Lower values Sensitize the Knock Sensors. Multiplier 1 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 127.000000 1 $$ This Multiplier is applied when in RPM Knock Mode. RPM Knock Mode is active when all three RPM conditions are met - Minimum, Maximum, and Delta. This value is Multiplied with the Learned Knock Threshold to determine the Knock Threshold Voltage for the current operating conditions. If both TPS Knock Mode and RPM Knock Mode are active, the highest value will be used. Higher values Desensitize the Knock Sensors. Lower values Sensitize the Knock Sensors. Multiplier 1 0 0 $$ RPM 21 2 0 0 $$ 2 0.000000 127.000000 1 $$ Used to Enable or Disable the Torque Reduction function based on Axle Torque Limits. Typically used with 4WD trucks. Unchecked = Disabled Checked = Enabled 0x01 This table is used to determine the Maximum Torque (Ft-lbs) allowed by Gear. The Traction Control System (TCS) will use these values to reduce the Engine Torque. Column headings = Gear Row headings = RPM Gear 10 4 0 0 $$ RPM 21 2 0 0 $$ 0 -639.000000 639.000000 1 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Front Axle, before attempting to reduce Engine Torque. Also see: Axle Torque Limiting (B6601) Ft-lbs 0 41943040.000000 0 0 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Rear Axle, before attempting to reduce Engine Torque. Also see: Axle Torque Limiting (B6601) Ft-lbs 0 41943040.000000 0 0 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Front Driveshaft, before attempting to reduce Engine Torque. Also see: Axle Torque Limiting (B6601) Ft-lbs 0 41943040.000000 0 0 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Rear Driveshaft, before attempting to reduce Engine Torque. Also see: Axle Torque Limiting (B6601) Ft-lbs 0 41943040.000000 0 0 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Transmission Input Shaft, before attempting to reduce Engine Torque. Ft-lbs 0 41943040.000000 0 0 $$ Maximum Torque (Ft-lbs) that the PCM will allow to the Transmission Output Shaft, before attempting to reduce Engine Torque. Ft-lbs 0 41943040.000000 0 0 $$ With the engine running, if the MAF Sensor Frequency (Hz) is equal to, or goes above this value (Hz), then DTC P0103 will be set. Also see: MAF High Frequency Fail Limit (C2903) Hz 0 20000.000000 0 0 $$ With the engine running, if the MAF Sensor Frequency (Hz) is equal to, or goes above the MAF High Frequency Fail (C2901) value (Hz) this many times, then DTC P0103 will be set. Failures 0 65534.000000 0 0 $$ With the engine running, if the MAF Sensor Frequency (Hz) is equal to, or goes below this value (Hz), then DTC P0102 will be set Also see: MAF Low Frequency Fail Limit (C2906) Hz 0 20000.000000 0 0 $$ With the engine running, if the MAF Sensor Frequency (Hz) is equal to, or goes below the MAF Low Frequency Fail (C2904) value (Hz) this many times, then DTC P0102 will be set. Failures 0 65534.000000 0 0 $$ The minimum Engine Speed (RPM) to run the MAF Frequency Fail (Hz) tests. Also see: MAF Low Frequency Fail (C2904) RPM 0 12799.000000 0 0 $$ The maximum Throttle Position (% TPS) allowed to run the MAF Frequency Fail (Hz) tests. Also see: MAF High Frequency Fail (C2901) MAF Low Frequency Fail (C2904) % TPS 0 100.000000 0 0 $$ This table defines the maximum difference (grams/sec) that is allowed between the Calculated Airflow (Speed Density - based on MAP) and Actual Measured Airflow (based on MAF). If any of the individual values (Grams/sec) are exceeded by more than the allowed margin (Error - grams/sec), then P0101 will be set. Error-gms/sec 1 0 0 $$ Grams/sec 11 2 0 0 $$ 1 0.000000 511.000000 1 $$ For a given RPM and Throttle Percentage (% TPS), it is expected the MAP Sensor will not read more than this amount (kPa). If any of the individual values (kPa) are more than these values, then P0106 will be set. Column headings = Throttle Position (% TPS) Row headings = RPM % TPS 11 2 0 0 $$ RPM 7 2 0 0 $$ MAP (kPa) 0 0.000000 105.000000 1 $$ For a given RPM and Throttle Percentage (% TPS), it is expected the MAP Sensor will not read less than this amount (kPa). If any of the individual values (kPa) are less than these values, then P0106 will be set. Column headings = Throttle Position (% TPS) Row headings = RPM % TPS 11 2 0 0 $$ RPM 7 2 0 0 $$ MAP (kPa) 0 0.000000 105.000000 1 $$ The number of times the Idle Catalyst Test must run before reporting a Pass. # of Tests to Pass 0 254.000000 0 0 $$ This is the Lower MAP Threshold (kPa) to allow the TPS Diagnostic Tests to executed. A failed TPS Diagnostic Test will set DTC P0121. MAP (kPa) 0 105.000000 0 0 $$ This is the Upper MAP Threshold (kPa) to allow the TPS Diagnostic Tests to executed. A failed TPS Diagnostic Test will set DTC P0121. MAP (kPa) 0 105.000000 0 0 $$ For this Diagnostic Test the PCM will monitor the actual TPS position (%) and Engine RPM, then referring to this table, it will expect the TPS (%) to be below, or equal to, these values (%) for a given RPM. Max % TPS 1 0 0 $$ RPM 16 2 0 0 $$ 2 0.000000 100.000000 1 $$ For this Diagnostic Test the PCM will monitor the actual TPS position (%) and Engine RPM, then referring to this table, it will expect the TPS (%) to be above, or equal to, these values (%) for a given RPM. For vehicles equipped with a High Performance Camshaft, that Idle above stock RPMs, the Lower Thresholds (RPM) may need to be Lowered (%) to stop a TPS fault code being set. Min % TPS 1 0 0 $$ RPM 16 2 0 0 $$ 2 0.000000 100.000000 1 $$ If the Engine RPM is above this value, then the MAP Sensor Rationality Tests will not execute. A failed MAP Sensor Rationality Test will cause DTC P0106 to be set. RPM 0 12799.000000 0 0 $$ If the Engine RPM is below this value, then the MAP Sensor Rationality Tests will not execute. A failed MAP Sensor Rationality Test will cause DTC P0106 to be set. RPM 0 12799.000000 0 0 $$ The maximum Engine Coolant Temperature (ECT) allowed before the Misfire Tests will be disabled. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ The minimum Engine Coolant Temperature (ECT) allowed before the Misfire Tests will be enabled. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ The maximum RPM allowed before the Misfire Tests will be disabled. RPM 0 12799.000000 0 0 $$ The minimum RPM allowed before the Misfire Tests will be enabled. RPM 0 12799.000000 0 0 $$ The maximum Time Limit (microseconds) between Cylinder Events at Idle, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 10 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between Cylinder Events at Low RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 10 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between Cylinder Events at Mid RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 28 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between Cylinder Events at High RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 2 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between full Engine Revolution Events at Low RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 3 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between full Engine Revolution Events at Mid RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 28 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ The maximum Time Limit (microseconds) between full Engine Revolution Events at High RPM, that will be deemed a Misfire. A value of 32766 (maximum value) in a cell, or immediately below or to the right of the cell, will disable Misfire Detection for that cell. Column headings = RPM Row headings = Engine Load (%) RPM 4 2 0 0 $$ % Load 17 0 0 $$ Microseconds 0 -32767.000000 32766.000000 1 $$ Used to Enable or Disable individual DTC processing. Settings: 0 = 1 Trip, Emissions Related (MIL will illuminate IMMEDIATELY) 1 = 2 Trips, Emissions Related (MIL will illuminate if the DTC is active for two consecutive drive cycles) 2 = Non Emissions (MIL will NOT be illuminated, but the PCM will store the DTC) 3 = Not Reported (the DTC test / algorithm is NOT functional, i.e. the DTC is Disabled) Setting 1 0 0 $$ DTC 244 4 0 0 $$ 0 0.000000 3.000000 1 $$ Use to Enable or Disable the Malfunction Indicator Lamp (MIL) illumination for individual DTCs. 0 = No MIL (i.e. lamp is always OFF for the individual DTC) 1 = MIL (i.e. lamp may be commanded ON by the PCM, for the individual DTC) MIL / No MIL 1 0 0 $$ DTC 244 4 0 0 $$ 0 0.000000 1.000000 1 $$ Used to scale the MAP Sensor Voltage output into a kPa value. A/D Counts per kPa 1279.000000 0 0 $$ Offset value applied to the MAP Sensor value. kPa 104.000000 -104.000000 0 0 $$ If this is Disabled, the PCM will only execute Transmission Upshift and Downshift Torque Reduction. All other Transmission Torque Reduction Factors (i.e. Abuse Mode), will not be processed. Unchecked = Abuse Protection is Disabled Checked = Abuse Protection is Enabled 0x01 Enable/ Disable the CARS/CAGS system from functioning. Applies only to Manual Transmission calibrations. Unchecked = Disabled Checked = Enabled 0x01 These options enable the various Shift Pattern Modes within the PCM. Note: C1 is the BLUE connector on the PCM. Switch Types used must be Momentary connect to Ground. 0 = No Switch - Performance Mode via a Switch is not functional. 1 = One Switch - Performance Mode via a Switch can be activated (C1 pin71). 2 = Two Switches - Performance Mode via a Switch can be activated (C1 pin71), and Manual Mode can be activated (C1 pin 31). 3 = C2 Data Bus - Shift Pattern Modes are sent on the Data Bus to the PCM from another Module (eg. the BCM). Switch Type 0 3.000000 0 0 $$ This table configures the Torque Signal Pressure (PSI) for the Normal Mode Upshifts. Column headings = Shift Row headings = Engine Torque (Ft-lbs) The Pressure Control Solenoid (PCS), also referred to as the Force Motor, is controlled by the PCM by varying the electrical current flow to the Solenoid. The PCM can vary the electrical current from 0.0 amps (High Pressure) to 1.1 amps (Low Pressure). The Pressure Control Solenoid (PCS) produces a Torque Signal Pressure that determines the final transmission Line Pressure (PSI). Torque Signal Pressure range is from 0 PSI to 96 PSI Line Pressure range is from 55 PSI to 230 PSI Shift 3 4 0 0 $$ Engine Torque 33 2 0 0 $$ PSI 2 0.000000 96.000000 1 $$ This table configures the Torque Signal Pressure (PSI) for the Normal Mode Upshifts. Column headings = Shift Row headings = Engine Torque (Ft-lbs) The Pressure Control Solenoid (PCS), also referred to as the Force Motor, is controlled by the PCM by varying the electrical current flow to the Solenoid. The PCM can vary the electrical current from 0.0 amps (High Pressure) to 1.1 amps (Low Pressure). The Pressure Control Solenoid (PCS) produces a Torque Signal Pressure that determines the final transmission Line Pressure (PSI). Torque Signal Pressure range is from 0 PSI to 96 PSI Line Pressure range is from 55 PSI to 230 PSI Shift 3 4 0 0 $$ Engine Torque 33 2 0 0 $$ PSI 2 0.000000 96.000000 1 $$ For the Normal Mode Upshifts, the PCM will attempt to reduce the Engine Torque (Ft-lbs) by this amount (%). Column headings = Shift Row headings = Engine Torque (Ft-lbs) Shift 3 4 0 0 $$ Torque 17 2 0 0 $$ 2 0.000000 100.000000 1 $$ For the Performance Mode Upshifts, the PCM will attempt to reduce the Engine Torque (Ft-lbs) by this amount (%). Column headings = Shift Row headings = Engine Torque (Ft-lbs) Shift 3 4 0 0 $$ Torque 17 2 0 0 $$ 2 0.000000 100.000000 1 $$ For the Downshifts, the PCM will attempt to reduce the Engine Torque (Ft-lbs) by this amount (%). Column headings = Shift Row headings = Engine Torque (Ft-lbs) Shift 3 4 0 0 $$ Torque 17 2 0 0 $$ 2 0.000000 100.000000 1 $$ This table configures the Normal Mode Part Throttle Shift Speeds (MPH), for both the Upshifts and the Downshifts. Column headings = Shift Row headings = Throttle Position (% TPS) Also see: WOT Shift Speeds vs Mode (D0910) Shift 6 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Performance Mode Part Throttle Shift Speeds (MPH), for both the Upshifts and the Downshifts. Column headings = Shift Row headings = Throttle Position (% TPS) Also see: WOT Shift Speeds vs Mode (D0910) Shift 6 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Hot Mode Part Throttle Shift Speeds (MPH), for both the Upshifts and the Downshifts. Column headings = Shift Row headings = Throttle Position (% TPS) Also see: WOT Shift Speeds vs Mode (D0910) Shift 6 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Cruise Mode Part Throttle Shift Speeds (MPH), for both the Upshifts and the Downshifts. Column headings = Shift Row headings = Throttle Position (% TPS) Also see: WOT Shift Speeds vs Mode (D0910) Shift 6 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Wide Open Throttle (WOT) Upshift and Downshift Speeds (MPH). Column headings = Shift Mode Row headings = Shift Normal = Normal Shift Mode Hot = Hot Shift Mode Perf. = Performance Shift Mode Mode 3 4 0 0 $$ Shift 6 4 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Manually Selected Gear Shifts (i.e. caused by the driver moving the Gear Shift) - Upshift and Downshift Speeds (MPH). The Upshift Speeds may be safely set to the maximum (254 MPH) - for full manual control of the Upshifts. The Downshift Speeds must be CAREFULLY set, to avoid causing damage to the Engine or the Transmission. As an example, the 2>1 Downshift: If this speed was set to the maximum (254 MPH), then if the driver manually selected 1st Gear using the Gear Shift, the Transmission would downshift at any speed - which could cause damage. This speed should be calculated to correspond to a REASONABLE RPM, in the Gear being downshifted into. The 2>1 Downshift may end up being in the 25 MPH to 40 MPH range. MPH 1 4 0 0 $$ Shift 4 4 0 0 $$ 0 0.000000 254.000000 1 $$ The maximum Speed (MPH) before the PCM will force an Upshift into 2nd Gear, if the Gear Shift is being held in 2nd Gear. This tables allows the vehicle to begin moving from a stopped position in 2nd Gear. Typically used on slippery surfaces, like snow or ice. Setting to 0 MPH = starting off in 2nd Gear *** do not set the Speeds in this table too high - or the vehicle will NEVER shift out of 1st Gear, while being manually shifted by the driver *** MPH 1 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ The transmission will perform Normal Mode Upshifts at the indicated Engine Speed (RPM), if the PCM has entered WOT Shift Mode. Also see: WOT Shift Mode TPS Threshold (D1206) RPM 1 4 0 0 $$ Shift 3 4 0 0 $$ 0 0.000000 8191.000000 1 $$ The transmission will perform Performance Mode Upshifts at the indicated Engine Speed (RPM), if the PCM has entered WOT Shift Mode. Also see: WOT Shift Mode TPS Threshold (D1206) RPM 1 4 0 0 $$ Shift 3 4 0 0 $$ 0 0.000000 8191.000000 1 $$ The transmission will perform Hot Mode Upshifts at the indicated Engine Speed (RPM), if the PCM has entered WOT Shift Mode. Also see: WOT Shift Mode TPS Threshold (D1206) RPM 1 4 0 0 $$ Shift 3 4 0 0 $$ 0 0.000000 8191.000000 1 $$ When in Normal Mode, the Transmission will execute a Kickdown (i.e. a Downshift), when Throttle Position (% TPS) exceeds the cell value (%). Column headings = Shift Row headings = Vehicle Speed (MPH) Shift 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ When in Cruise Mode, the Transmission will execute a Kickdown (i.e. a Downshift), when Throttle Position (% TPS) exceeds the cell value (%). Column headings = Shift Row headings = Vehicle Speed (MPH) Shift 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ When in Performance Mode, the Transmission will execute a Kickdown (i.e. a Downshift), when Throttle Position (% TPS) exceeds the cell value (%). Column headings = Shift Row headings = Vehicle Speed (MPH) Shift 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be enabled. At or above this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to lock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Release Speeds - Normal Mode (D1005) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be enabled. At or above this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to lock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Release Speeds - Performance Mode (D1006) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be enabled. At or above this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to lock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Release Speeds - Hot Mode (D1007) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be enabled. At or above this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to lock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Release Speeds - Cruise Mode (D1008) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be disabled. At or below this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Apply Speeds - Normal Mode (D1001) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be disabled. At or below this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Apply Speeds - Performance Mode (D1002) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be disabled. At or below this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Apply Speeds - Hot Mode (D1003) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Vehicle Speed (MPH) when the Torque Converter Control (TCC) will be disabled. At or below this Vehicle Speed (MPH), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Throttle Position (% TPS) Also see: TCC Apply Speeds - Cruise Mode (D1004) Gear 3 4 0 0 $$ % TPS 17 2 0 0 $$ 0 0.000000 254.000000 1 $$ This table configures the Throttle Position (% TPS) when the Torque Converter Control (TCC) will be disabled. At or above this Throttle Position (% TPS), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Speed (MPH) Gear 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ This table configures the Throttle Position (% TPS) when the Torque Converter Control (TCC) will be disabled. At or above this Throttle Position (% TPS), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Speed (MPH) Gear 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ This table configures the Throttle Position (% TPS) when the Torque Converter Control (TCC) will be disabled. At or above this Throttle Position (% TPS), the Torque Converter (TC) will be commanded to unlock. Column headings = Gear Row headings = Speed (MPH) Gear 3 4 0 0 $$ MPH 17 2 0 0 $$ % TPS 0 0.000000 100.000000 1 $$ This table configures the amount that the Transmission Adapt Values may modify the Line Pressures (PSI). Row headings = Engine Torque (Ft-lbs) Column headings: L 1>2 = the amount the Pressure (PSI) may be Decreased for the 1>2 Upshift L 2>3 = the amount the Pressure (PSI) may be Decreased for the 2>3 Upshift L 3>4 = the amount the Pressure (PSI) may be Decreased for the 3>4 Upshift HIGH = the amount the Pressure (PSI) may be Increased for ALL Upshifts Shift 4 4 0 0 $$ Torque 17 2 0 0 $$ PSI 0 -29.000000 29.000000 1 $$ This table configures the Normal Mode Upshift times (seconds) for the Transmission Adapt Values. Setting any value to 0.00 will disable Adaptive Shift Learning. Column headings = Shift Row headings = Engine Torque (Ft-lbs) There are three (3) Modes of Transmission Operation: 1. Normal - the Normal Operating Mode of the transmission. 2. Performance - some vehicles have the option to switch to a Performance Mode shift pattern. 3. Cruise - if Cruise Control is active. Shift 3 4 0 0 $$ Torque 17 2 0 0 $$ 3 0.000000 4.900000 1 $$ This table configures the Performance Mode Upshift times (seconds) for the Transmission Adapt Values. Setting any value to 0.00 will disable Adaptive Shift Learning. Column headings = Shift Row headings = Engine Torque (Ft-lbs) There are three (3) Modes of Transmission Operation: 1. Normal - the Normal Operating Mode of the transmission. 2. Performance - some vehicles have the option to switch to a Performance Mode shift pattern. 3. Cruise - if Cruise Control is active. Shift 3 4 0 0 $$ Torque 17 2 0 0 $$ 3 0.000000 4.900000 1 $$ Transmission Gear Ratios. *** applicable to 4L60E or 4L80E transmissions only *** Ratio 1 0 0 $$ Gear 5 4 0 0 $$ 3 0.000000 8.000000 1 $$ $$ $$ $$ $$ $$ This table configures the Throttle Position (% TPS), that will Enable or Disable the use of the Wide Open Throttle (WOT) shift tables. There are three (3) WOT Shift Modes: Normal, Four Wheel Drive Low (4wdLo), and Cruise. Enabled = when the Throttle Position (% TPS) moves above this value, the PCM uses the WOT Shift Tables. Disabled = when the Throttle Position (% TPS) falls below this value, the PCM uses the Part Throttle Shift Tables. % TPS 2 4 0 0 $$ Mode 3 4 0 0 $$ 0 0.000000 99.000000 1 $$ Unchecked = Disabled Checked = Enabled 0x01 The minimum Torque Converter Control (TCC) Pressure (PSI) that may be commanded. PSI 1 254.000000 0 0 $$ The maximum Torque Converter Control (TCC) Pressure (PSI) that may be commanded. PSI 1 254.000000 0 0 $$ The minimum Pulse Width Modulated (PWM) TCC Duty Cycle (%) that may be commanded. Column headings = (TFT) Transmission Fluid Temperature (F) Row headings = Torque Converter Pressure (PSI) Deg F (TFT) 5 4 0 0 $$ PSI 17 2 0 0 $$ % PWM 0 0.000000 100.000000 1 $$ The maximum Pulse Width Modulated (PWM) TCC Duty Cycle (%) that may be commanded. Column headings = (TFT) Transmission Fluid Temperature (F) Row headings = Torque Converter Pressure (PSI) Deg F (TFT) 5 4 0 0 $$ PSI 17 2 0 0 $$ % PWM 0 0.000000 100.000000 1 $$ The rate at which the TCC Apply Pressure (PSI) is increased. PSI / Second 1 4 0 0 $$ RPM SLIP 17 2 0 0 $$ PSI 2 0.000000 399.000000 1 $$ This table determines the Pulse Width Modulation (PWM) for a Fuel Gauge that is driven directly from the PCM. If this table is zeroed in your stock tune, then assume the PCM does not control the Fuel Gauge via Pulse Width Modulation - it may be done via Serial Data. PWM % 1 0 0 $$ Tank % 11 2 0 0 $$ 2 -200.000000 200.000000 1 $$ The PCM has a few dual purpose outputs. The A/C Auto Recirculation output is also used for Radiator Cooling Fan #2 control. This option changes the output for either A/C Auto Recirculation Control or for Radiator Cooling Fan #2 control. Unchecked = Fan #2 Control Checked = Auto Recirculation Also see: Type of Radiator Cooling Fans (G1203) 0x01 Enables or Disables the Column Lock Anti-theft System (if so equipped). Unchecked = Disabled Checked = Enabled 0x01 Radiator Cooling Fan #1 will turn on if the Engine Coolant Temperature (ECT) is above this value. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Radiator Cooling Fan #1 will turn off if the Engine Coolant Temperature (ECT) is below this value. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Radiator Cooling Fan #1 will turn on if the Engine Coolant Temperature (ECT) is above this value and the A/C is on. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Radiator Cooling Fan #1 will turn off if the vehicle Speed (MPH) is above this value. MPH 0 254.000000 0 0 $$ Radiator Cooling Fan #1 will turn back on (if needed) when the vehicle Speed (MPH) is below this value. MPH 0 254.000000 0 0 $$ If conditions are met to turn on Radiator Cooling Fan #1, there will be a delay for this long (seconds), before actually switching on the Fan. Seconds 0 409.000000 0 0 $$ Once the PCM has decided that Radiator Cooling Fan #1 is to be switched off, it won't actually be turned off until this amount of time (seconds) has elapsed. Seconds 0 409.000000 0 0 $$ Once Radiator Cooling Fan #1 has been turned on, this is the minimum time (seconds) it will remain on before being turned off. Seconds 0 409.000000 0 0 $$ If the Engine Coolant Temperature (ECT) at shutdown is above this, then Radiator Cooling Fan #1 will remain on, even with ignition off. Also see: Fan #1 Run-on Time (G0910) Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If Radiator Cooling Fan #1 is in Run-on Mode, it will remain on for this long (seconds) after ignition has been turned off. Also see: Fan #1 Run-on Temp (G0909) Seconds 0 409.000000 0 0 $$ If the A/C Pressure is above this value (PSI), then the PCM will turn on Radiator Cooling Fan #1. PSI 1 499.000000 0 0 $$ If the A/C Pressure (PSI) is below this value then Radiator Cooling Fan #1 can be turned off. PSI 1 499.000000 0 0 $$ Radiator Cooling Fan #2 will turn on if the Engine Coolant Temperature (ECT) reaches, or is above, this value. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ Radiator Cooling Fan #2 will turn off if the Engine Coolant Temperature (ECT) falls below this value. Deg F (ECT) 0 283.000000 -39.000000 0 0 $$ If conditions are met to turn on Radiator Cooling Fan #2, there will be a delay for this long (seconds) before actually switching on the Fan. Seconds 0 409.000000 0 0 $$ Once the PCM has decided that Radiator Cooling Fan #2 is to be turned off, it won't actually be turned off until this amount of time (seconds) has elapsed. Seconds 0 409.000000 0 0 $$ Once Radiator Cooling Fan #2 has been turned on, this is the minimum time (seconds) it will remain on before being turned off. Seconds 0 409.000000 0 0 $$ If the A/C Pressure (PSI) is above this value, then the PCM will turn on Radiator Cooling Fan #2. PSI 1 499.000000 0 0 $$ If the A/C Pressure (PSI) is below this value then Radiator Cooling Fan #2 can be turned off. PSI 1 499.000000 0 0 $$ Above this vehicle Speed (MPH), both Radiator Cooling Fans will be switched off, unless above Engine Coolant Temperature (ECT) turn on thresholds. MPH 0 254.000000 0 0 $$ Configures the Vehicle Anti Theft System (VATS). If the system is active, and if the proper parameters are NOT met to allow the vehicle to start, Fuel will be cut off. 0 = VATS Active (via Class 2 (or Serial Data) communications) 1 = VATS Active (via Pulse Width Modulated (PWM) signal) 2 = VATS Inactive (i.e. VATS Disabled) 0 2.000000 0 0 $$ Used to configure the Type of Radiator Cooling Fans fitted to the vehicle. 0 = Series Parallel Fans - both Fan Outputs (1 & 2) are used to control two Fans. 1 = Auxiliary Fan - only the Fan1 Output is used, to control one Fan. 2 = No Fans. Also see: A/C Auto Recirculation (G0106) Fan Type 0 2.000000 0 0 $$ The number of Crankshaft Pulses (24x pulses) to hold the Tach Output High. This value should match Tach Low Pulses (B1205). eg.: If G1204 and G1205 are both set to 6 = typical 4 cylinder Tach Output If G1204 and G1205 are both set to 3 = typical 8 cylinder Tach Output 0 16.000000 0 0 $$ The number of Crankshaft Pulses (24x pulses) to hold the Tach Output Low. This value should match Tach High Pulses (B1204). eg.: If G1204 and G1205 are both set to 6 = typical 4 cylinder Tach Output If G1204 and G1205 are both set to 3 = typical 8 cylinder Tach Output 0 16.000000 0 0 $$ This parameter defines the Vehicle Platform programmed in this calibration. *** This parameter should NOT be changed *** Also see: Vehicle Platform Options (G1207) 0 = F-body (ex. Camaro/Firebird) 1 = Y-body (ex. Corvette) 2 = Holden 3 = GMT 530 (ex. GMC Kodiac/Topkick) 4 = GMT 540 (ex. Isuzu box truck) 5 = GMT 560 (ex. GMC Kodiac/Topkick) 6 = GMT 610 (ex. GMC Express van) 7 = GMT 800 (ex. Chevrolet Silverado) 8 = ML-Van (ex. Chevrolet Astro / GMC Safari) 9 = S/T -Truck (ex. Chevrolet S10 Truck / Blazer) 10 = P-Body 0 10.000000 0 0 $$ This table shows what options are available for each Vehicle Platform. Whichever Platform is defined in Vehicle Platform (G1206) will determine which column to should use to add or remove an option. 0 = Option is NOT present 1 = Option IS present Legend: ETC = Electronic Throttle Control (Drive-By-Wire option) AIR = AIR Pump PS = Power Steering Pressure Switch Hot Tran = Hot Transmission Switch Alt. L = Alternator "L" Terminal Alt. F = Alternator "F" Terminal Cruise = Cruise Control Status Switch Oil Pres = Oil Pressure Sensor BTM = Brake Torque Management PTO = Power Take Off 4x CKP = Low Resolution (4x) Crankshaft Position Sensor (CKP) Vehicle Model 11 4 0 0 $$ Vehicle Platform Option 11 4 0 0 $$ Option Present 0 0.000000 1.000000 1 $$ The number of Pulses the Speed Sensor produces per Mile. This value is used to determine the vehicle's actual Speed, and controls the Speedometer Needle in the Instrument Cluster. Increasing this value (H0101) will reduce the indicated speed of the Speedometer. Decreasing this value (H0101) will increase the indicated speed of the Speedometer. This value MUST be manually calculated by YOU. Some tuning software have an automated calculator "Wizard". H0101 is calculated using this formula: H0101 = (H0102 x H0103 x 63360) ÷ (Tire Diameter x Pi) Where: H0101 = Vehicle Speed Sensor Pulses per Mile H0102 = Vehicle Speed Sensor (VSS) Pulses per Revolution (typically 17 or 40) H0103 = Axle or Differential Gear Ratio (eg. 3.73) Tire Diameter = tire diameter in inches Pi = 3.14159 Pulses / Mile 0 253436.000000 100.000000 0 0 $$ The number of Pulses the Speed Sensor produces per single Transmission Output Shaft (TOS) revolution. This is typically the same as the number of teeth on the Vehicle Speed Sensor (VSS) reluctor ring. For Manual Transmission vehicles this value is typically set to 17 (most cars) or 40 (some trucks). Pulses / Rev 50.000000 10.000000 0 0 $$ This value is used by the Torque subsystem to estimate the Axle Torque. It is NOT used by the PCM for calculating either the Speedometer or the Transmission Shift Speeds. Ratio 3 6.000000 1.000000 0 0 $$ The number of Revolutions per Mile of the Transmission Output Shaft (TOS). This is used by the PCM to determine the Transmission Shift Speeds. This value MUST be manually calculated by YOU. Some tuning software have an automated calculator "Wizard". H0104 is calculated using this formula: H0104 = H0101 ÷ H0102 *** You must first calculate H0101 *** Where: H0101 = Vehicle Speed Sensor Pulses per Mile H0102 = Vehicle Speed Sensor (VSS) Pulses per Revolution (typically 17 or 40) H0104 = Transmission Output Shaft (TOS) Revolutions per Mile Revs / Mile 5000.000000 16.000000 0 0 $$ The number of Pulses the PCM Primary Speed Output (C2 (Red) pin 50) produces per Mile. This is the PCM output to the Speedometer. Pulses / Mile 0 255996.000000 1000.000000 0 0 $$ The number of Pulses the PCM Secondary Speed Output (C2 (Red) pin 49) produces per Mile. This is the PCM output to the ABS Module. Pulses / Mile 0 255996.000000 1000.000000 0 0 $$ If the PCM has not received any Vehicle Speed Sensor (VSS) pulses for this long (seconds), then the vehicle is considered to be stationary. Seconds 409.000000 0 0 $$ Used only on Electronic Throttle Control (ETC) vehicles. This is the Speed to which the ETC will attempt to govern the vehicle. This maybe used to prevent oil starvation under high lateral g-forces, or as the vehicle overspeed limiter instead of using the fuel cut Speed limiters. MPH 1 254.000000 0 0 $$ Maximum allowed Vehicle Speed before Fuel is shutoff on vehicles without Electronic Throttle Control (ETC). MPH 1 254.000000 0 0 $$ Maximum allowed Vehicle Speed before Fuel is shutoff on vehicles with Electronic Throttle Control (ETC). MPH 1 254.000000 0 0 $$ If the Fuel has been shutoff due to the Maximum Allowed Speed being reached, the Speed must fall by this much before Fuel will be re-Enabled. MPH 1 254.000000 0 0 $$ If the PCM has detected a Fault with the Real Time Damping (RTD) System (i.e. Active Suspension System), this will be the Maximum Vehicle Speed allowed. MPH 1 254.000000 0 0 $$ 9a53f579-d1c9-40c6-8691-7a54fa789d3b 0x0 0x7FFFD 0x10 0x500 0x0 0x8002 0x13FFF 0x10 0x8000 0x1 0x14002 0x16DFF 0x10 0x14000 0x1 0x16E02 0x1BDFF 0x10 0x16E00 0x1 0x1BE02 0x1C7FF 0x10 0x1BE00 0x1 0x1C802 0x1E51F 0x10 0x1C800 0x1 0x1E522 0x1EE9F 0x10 0x1E520 0x1 0x1EEA2 0x1EF9F 0x10 0x1EEA0 0x1