32BITBASE 2000 Subaru This table determines the expected Crank Engine Torque output relative to engine load and engine speed.

This table determines the expected Crank Engine Torque output relative to engine load and engine speed.

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This table determines the Tau A enrichment multiplier when engine load is increasing.

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Transient Ignition Retard will be disabled above this threshhold

Disable above

Transient Ignition Retard will be disabled above this threshhold

Disable above

Transient Ignition Retard will be disabled below this threshhold

Disable below

Transient Ignition Retard will be disabled below this threshhold

Disable below

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Port Injection

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On aboveOff below

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On aboveOff below

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This table is a compensation to idle ignition timing when idle speed error is within a specific range, and engine load is not changing

This table is a compensation to idle ignition timing when idle speed error is outside a specific range, RPMs are not below idle target, and engine load is not changing

This table is a compensation to idle ignition timing when engine load is changing, or RPMs are below idle target and idle speed error is outside a specific range

This is the correction applied to the fuel efficiency calculation to account for injector size change. Adjust this value by the same percentage as used for injector scaling. NewCorrection = CurrentCorrection * (NewInjectorScale / OldInjectorScale)

Fuel Efficiency Correction

This compensation is applied to the injector pulsewidth when the RPM and IPW thresholds are met. It is used to compensate for nonlinear injector response at low pulsewidth. This portion of the response is known as the 'knee'

This is the maximum RPM that the Low Pulse Width Fuel Injector Compensation is applied

Maximum RPM Limit

This is the maximum IPW that the Low Pulse Width Fuel Injector Compensation is applied

Maximum IPW Limit

UNVERIFIED - This table defines the amount of time before a spark event that the ECU needs to start charging the ignition system. Since the time needed to charge up the ignition doesn't change as engine speed increases, you need to start that event sooner to compensate for the piston moving faster.

This table determines the Max requested torque based on calculated Gear and engine speed.

Change this value to change the maximum of the Engine Load Limit B Maximum (RPM) table from it's nominal value. By setting this field to twice (x2) of it's nominal value you will increase the cap of the Engine Load Limit B Maximum (RPM) to double it's nomial value.

Engine Load Limit B Multiplier

The ECU will set fuel pump duty cycle to 0%, 100%, or one of these two values.

MediumLow

This determines the maximum mass airflow that AF Learning values will be applied to. By setting this lower than D range, no fuel learnings will be carried into open loop fueling.

This determines the minimum mass airflow that AF Learning values will be applied to.

HighLow

High

Low

These limits determine the maximum AF #3 Correction (Rear O2 Sensor Feedback) applied during closed loop fueling. By setting them to zero you can disable the effect of the rear O2 sensor on closed loop fueling.

HighLow

This table determines the Tau A enrichment multiplier when engine load is decreasing.

This table determines the Tau B enrichment multiplier.

This table determines the Tau A enrichment multiplier when engine load is increasing.

Front AF Sensor Smoothing Factor Table, lower values = less smoothing, DO NOT SET TO 100% or higher!

This 2D table determines (on an ECT x axis) at what RPM the injectors switch back on from coasting (i.e. full lean, and injector pulse width at zero). This would be useful to those with much larger injectors than stock that have a problem with stalling out as the vehicle comes to stop / idle.

This table sets the required RPM delta for overrun enrichment to activate.

RPM Delta

This table sets the initial overrun enrichment when active.

Initial Enrichment (pulsewidth)

These counters determine the RPM count before injectors cut off during overrun.

LowMedHigh

These counters determine the RPM count before injectors cut off during overrun.

ABCDE

These counters determine the RPM count before injectors cut off during overrun.

Low

These counters determine the RPM count before injectors cut off during overrun.

Med

These counters determine the RPM count before injectors cut off during overrun.

High

This table is added to idle airflow when the minimum activation threshold based on vehicle speed is reached

This table is an RPM by Engine Coolant table which is added to idle airflow when the minimum activation threshold based on vehicle speed is reached

This table contains a MAP related correction to idle airflow based on the delta between target idle and actual idle.

This table sets the activation threshold for the Idle Aifrlow Min Target Decel Adder table.

Idle airflow will be limited to a minimum value as determined by this table, for a time determined by Idle Airflow Min Target Decel Initial Idle Activation Max Mode Counter

Determines how long Idle Airflow Min Target Decel Initial Idle Min Airflow limit is applied.

This table is added to target idle airflow depending on the direction of error.

Delay before the Initial Hotstart Enrichment is decayed by the decay step value.

Step value that is decayed from the initial enrichment every time the counter increments.

Initial High Enrichment. This is applied when BOTH high enrichment thresholds are met.

Minimum Coolant Temperature threshold for high enrichment.

Minimum Intake Air Temperature threshold for high enrichment.

Initial Low Enrichment. This is applied when ANY high enrichment threshold is not met AND both low enrichment thresholds are met.

Minimum Coolant Temperature threshold for low enrichment.

Minimum Intake Air Temperature threshold for low enrichment.

Maximum Non-Idle enrichment after the Hotstart Maximum Non-Idle Enrichment delay.

Delay before Maximum Non-Idle Hotstart Enrichment limit is applied.

Determines how long the minimum enrichment limit is enabled.

Minimum enrichment limit that is only active during decay delay and hotstart minimum enrichment runtime.

This map contains the desired boost targets. Boost compensation tables can impact the final boost target.

This map contains the desired boost targets. Boost compensation tables can impact the final boost target. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive B Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive B multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This map contains the desired boost targets. Boost compensation tables can impact the final boost target. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This map contains the desired boost targets. Boost compensation tables can impact the final boost target. This table is used alone if the 'Knock Correction Advance Alternate Mode' switch is enabled, otherwise, the table is not used.

This is the change in target boost based on coolant temperature.

Change in target boost in 1st gear at vehicle speeds below the 'Target Boost Compensation (1st Gear) Speed Disable' value.

Active 1st Gear Compensation

Vehicle speed at which the 'Target Boost Compensation (1st Gear)' is disabled.

Disable Compensation Above

This is the change in target boost based on intake temperature.

This is the change in boost targets based on atmospheric pressure.

This multiplier is applied to the current atmospheric pressure and the 'Target Boost Compensation (Atm. Pressure) Multiplier Offset' is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure).

The value from the 'Target Boost Compensation (Atm. Pressure) Multiplier' table is first applied to current atmospheric pressure and then the offset is added to the product. The resulting multiplier is limited to a range between 0 and 1 and then applied to target boost (absolute pressure).

Fuel cut will be activated when actual boost exceeds the corresponding threshold in this table.

Boost control is disabled (wastegate duty is set to zero) when the ignition advance multiplier (IAM) drops below the first value. Boost control is enabled when the IAM is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). Additionally, boost control will not be disabled unless the current applied fine knock correction is less than the threshold determined by the 'Boost Control Disable (Fine Correction)' table.

DisableRe-Enable

Boost control is disabled (wastegate duty is set to zero) when the current fine knock correction is less than the value in this table for the delay period determined by the 'Boost Control Disable Delay (Fine Correction)' table and if the IAM drops below the first value in the 'Boost Control Disable (IAM)' table.

Disable Below

This is the delay period that must be met where if the current fine knock correction is continuously less than the value designated by the 'Boost Control Disable (Fine Correction)' table and the IAM drops below the first value in the 'Boost Control Disable (IAM)' table, then boost control will be disabled (wastegate duty is set to zero).

Period of Fine Knock Correction Continuously Below Threshold Before Boost Control Disable

These are the starting values for wastegate duty. Wastegate compensation tables are applied to initial and max wastegate duty values.

These are the starting values for wastegate duty. Wastegate compensation tables are applied to initial and max wastegate duty values. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive B Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive B multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

These are the starting values for wastegate duty. Wastegate compensation tables are applied to initial and max wastegate duty values. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

These are the starting values for wastegate duty. This table is used alone if the 'Knock Correction Advance Alternate Mode' switch is enabled, otherwise, the table is not used. Wastegate compensation tables are applied to initial and max wastegate duty values.

These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.

These are the alternative max values for wastegate duty. Wastegate compensation tables also are applied to these values.

When enabled, this bypasses the factory WGDC ramping logic which appears to temporarily freeze WGDC at 30.2%.

When enabled, this bypasses the 'Max Wastegate Duty Alternate' logic.

This is the maximum limit for wastegate duty. Regardless of the values in the 'Max Wastegate Duty' table, wastegate duty will not exceed this value.

Maximum

This is the change in wastegate duty based on intake temperature. This is applied to both the initial and max wastegate duty values.

This is the change in wastegate duty (alternate table) based on intake temperature when the alternate logic active and is applied to the max alternate wg duty values.

This is the change in wastegate duty based on coolant temperature. This is applied to both the initial and max wastegate duty values.

This is the change in wastegate duty based on atmospheric pressure. This is applied to both the initial and max wastegate duty values.

This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.

This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.

This is the change in wastegate correction for the 'Turbo Dynamics Proportional' table based on intake temperature.

This is the change in wastegate correction for the 'Turbo Dynamics Integral Positive' table based on intake temperature.

This is the change in wastegate correction for the 'Turbo Dynamics Integral Negative' table based on intake temperature.

These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table.

Disable BelowEnable Above

These are the target boost thresholds for active turbo dynamics correction. When target boost is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table.

Disable BelowEnable Above

These are the minimum and maximum limits for turbo dynamics integral cumulative correction.

Integral Cumulative MinimumIntegral Cumulative Maximum

This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.

Active Below

This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.

Active Above

This is the wastegate duty threshold for active turbo dynamics integral positive correction. When current wastegate duty is less than this table's value, turbo dynamics integral positive correction is disabled. When current wastegate duty is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Boost Error)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.

Enable Above

This is the wastegate duty threshold for active turbo dynamics integral negative correction. When current wastegate duty is less than or equal to this table's value, turbo dynamics integral negative correction is disabled. When current wastegate duty is greater than this value, turbo dynamics integral negative correction is enabled but only if the thresholds are also met in the 'TD Integral Negative Activation (Boost Error)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.

Enable Above

This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure.

Offset (psia)Multiplier (psia/v)

This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure.

Multiplier (psia/v)Offset (psia)

When manifold pressure sensor voltage is greater than or equal to the first value or less than the second value, over a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay' table.

High Input CEL AboveLow Input CEL Below

This is the period of time for which the manifold pressure sensor voltage must exceed the threshold as specified by the 'Manifold Pressure Sensor Limits (CEL)' table in order for a CEL to be triggered.

High InputLow Input

This is the open loop fuel map. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.

This fuel map is used in open loop when the ignition advance multiplier (IAM) is equal to 1.0. When the IAM is less than 1.0, this fuel map is used as a base and the 'Primary Open Loop Fueling Additive' enrichment map is added to determine the final primary open loop fueling. An estimated AFR for this final fueling can be calculated as follows: 14.7/(((14.7/(Base AFR map value)) + (Additive map value * (1.0 - current IAM))). For example, if the 'Primary Open Loop Fueling Base' calls for an effective AFR of 10.5:1 and the 'Primary Open Loop Fueling Additive' map calls for 0.10 enrichment offset compensation and the current IAM is 0.75, then the final primary ol fueling would have an estimated AFR of 10.3:1.

This fuel map is used as an additive to the 'Primary Open Loop Fueling Base' map when the ignition advance multiplier (IAM) is less than 1.0. An estimated AFR for final primary open loop fueling can be calculated as follows: 14.7/(((14.7/(Base AFR map value)) + (Additive map value * (1.0 - current IAM))). For example, if the 'Primary Open Loop Fueling Base' calls for an effective AFR of 10.5:1 and the 'Primary Open Loop Fueling Additive' map calls for 0.10 enrichment offset compensation and the current IAM is 0.75, then the final primary ol fueling would have an estimated AFR of 10.3:1.

This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive B Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive B multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive B Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive B multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. The switching between the high and low tables occurs based on the current portion of 'Knock Correction Advance Additive Max' that is being applied. This is determined by many factors, including knock, knock history and conditions that may support knock. The result is a KCA additive multiplier. This multiplier ranges from 0 to 1, with 0 being high knock and/or conditions and 1 being low knock and/or conditions. The final table result will be calculated as follows: (high table * multiplier) + (low table * (1.0 - multiplier)).

This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table and when the 'Knock Correction Advance Alternate Mode' switch is enabled. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.

This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table and when the 'Knock Correction Advance Alternate Mode' switch is enabled. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.

The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value.

Below

This is the minimum enrichment (leanest estimated AFR) for active primary open loop fueling. This threshold is compared to the enrichment as determined by the 'Primary Open Loop Fueling' table which is compensated by the 'Primary Open Loop Fueling Compensation (Timing Compensation)' table.

Richer than

This is the minimum enrichment (effective AFR lean limit) for primary open loop fueling based on throttle position. This minimum enrichment is applied if primary open loop fueling is active as previously determined by the 'Minimum Active Primary Open Loop Enrichment' threshold. It is also applied before compensation is applied by the 'Primary Open Loop Fueling Compensation (ECT)' table.

This is the minimum enrichment (effective AFR lean limit) for primary open loop fueling based on accelerator pedal position. This minimum enrichment is applied if primary open loop fueling is active as previously determined by the 'Minimum Active Primary Open Loop Enrichment' threshold. This minimum is also applied before compensation by the 'Primary Open Loop Fueling Compensation (ECT)' table but after the 'Minimum Primary Open Loop Enrichment (Throttle)' lean limit is applied.

Compensation to fuel enrichment as determined from the 'Primary Open Loop Fueling' table(s) after 'Minimum Active Primary Open Loop Enrichment' threshold is met and compensation/limit by the 'Primary Open Loop Fueling Compensation (Timing Compensation)' and 'Minimum Primary Open Loop Enrichment (Throttle)' tables are applied.

This is the compensation of the primary open loop fueling based on the combined correction of the 'Timing Compensation (MRP)' and 'Timing Compensation (IAT)' tables. The compensation is a raw enrichment offset value which is added to the raw enrichment offset determined by the 'Primary Open Loop Fueling' table. To determine the estimated change in the effective AFR, first convert the primary open loop AFR (x) in question to its raw enrichment value: ((14.7/x)-1). Then add the compensation offset from this table to the result. Finally, convert this total enrichment (x) to the effective AFR: (14.7/x). For example, if the primary open loop fueling map calls for an effective AFR of 10.5:1, this would be an enrichment offset of 0.40. If the compensation value was 0.10, the total raw enrichment offset would be 0.50. Converting this to an effective AFR would result in a value of 9.8:1.

This is the compensation of the primary open loop fueling based on the combined correction of the 'Timing Compensation (MRP)' and 'Timing Compensation (IAT)' tables. The compensation is a raw enrichment offset value which is added to the raw enrichment offset determined by the 'Primary Open Loop Fueling' table. To determine the estimated change in the effective AFR, first convert the primary open loop AFR (x) in question to its raw enrichment value: ((14.7/x)-1). Then add the compensation offset from this table to the result. Finally, convert this total enrichment (x) to the effective AFR: (14.7/x+1). For example, if the primary open loop fueling map calls for an effective AFR of 10.5:1, this would be an enrichment offset of 0.40. If the compensation value was 0.10, the total raw enrichment offset would be 0.50. Converting this to an effective AFR would result in a value of 9.8:1.

This is the scaling for the front oxygen sensor.

This is the rich limit for the front oxygen sensor. Regardless of the scaling of the front oxygen sensor, it will not read richer than this value.

Minimum

This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, AFR will still be limited on the rich side by the 'Front Oxygen Sensor Rich Limit' table and limited to an AFR of 29.4 on the lean side.

This is the compensation to the closed loop base fueling target based on load and engine speed. Other compensations (some undefined), are also applied. Note: Lean compensation in this table will potentially force open loop during normally closed loop fueling conditions.

This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.

When coolant temp is greater than or equal to this value, the 'CL Fueling Target Compensation (ECT)' is no longer applied.

Above

This is the period over which the 'CL to OL with Delay' throttle or base pulse width thresholds must be continuously exceeded before the closed loop to open loop fueling transition can take place. Only one of the values is used at any given time to determine the delay. If the current delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' or 'CL to OL Transition with Delay (Base Pulse Width)' tables will be used to determine the transition from closed loop to open loop if either threshold is continuously exceeded over the current delay period. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment as determined by the 'Primary Open Loop Fueling' and 'Minimum Active Primary Open Loop Enrichment' tables.

A1A2A3B1B2B3C1C2C3

This delay value is used for all SI-DRIVE modes if the 'CL to OL Delay/Switch SI-DRIVE Intelligent' value is zero, otherwise, in SI-DRIVE intelligent mode ONLY, the latter delay is used. The delay value is the period over which the 'CL to OL with Delay' throttle or base pulse width thresholds must be continuously exceeded before the closed loop to open loop fueling transition can take place. Only one of the values is used at any given time to determine the delay. If the current delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' or 'CL to OL Transition with Delay (Base Pulse Width)' tables will be used to determine the transition from closed loop to open loop if either threshold is continuously exceeded over the current delay period. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment as determined by the 'Primary Open Loop Fueling' and 'Minimum Active Primary Open Loop Enrichment' tables.

Primary

When this table's value is non-zero, it is used as the current delay when the SI-DRIVE Intelligent mode is active. When this value is zero, the delay determined by the 'CL to OL Delay' table will be used, regardless of SI-DRIVE mode. The delay is the period over which the 'CL to OL with Delay' throttle or base pulse width thresholds must be continuously exceeded before the closed loop to open loop fueling transition can take place. Only one of the delay table values is used at any given time to determine the delay. If the current delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' or 'CL to OL Transition with Delay (Base Pulse Width)' tables will be used to determine the transition from closed loop to open loop if either threshold is continuously exceeded over the current delay period. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment as determined by the 'Primary Open Loop Fueling' and 'Minimum Active Primary Open Loop Enrichment' tables.

SI-DRIVE Intelligent Mode if Non-Zero

This is the period over which the 'CL to OL with Delay' throttle or base pulse width thresholds must be continuously exceeded before the closed loop to open loop fueling transition can take place. Only one of these delay values will be used depending on atmospheric pressure. If the current delay is non-zero, the 'CL to OL Transition with Delay (Throttle)' or 'CL to OL Transition with Delay (Base Pulse Width)' tables will be used to determine the transition from closed loop to open loop if either threshold is continuously exceeded over the current delay period. If the delay is zero, then these tables will not be used and the closed loop to open loop transition will be decided by the current enrichment value as determined by the 'Primary Open Loop Fueling' map.

When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is a counter threshold for which the throttle threshold must be continuously exceeded (otherwise counter is reset to zero and CL to OL transition does not take place). used to determine the pause in this transition to open loop. When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop.

When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When accelerator pedal opening % is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is a counter threshold for which the throttle threshold must be continuously exceeded (otherwise counter is reset to zero and CL to OL transition does not take place). When accelerator pedal opening % drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop.

When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position is equal to or rises above the threshold in this table, the process to exit closed loop begins. The current delay value is a counter threshold for which the throttle threshold must be continuously exceeded (otherwise counter is reset to zero and CL to OL transition does not take place). When throttle position drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop.

When throttle position is equal to or less than this hysteresis subtracted from the 'CL to OL Transition with Delay Throttle' map value, the potential transition from open loop to closed loop begins (dependent on the primary open loop fuel map value and 'CL to OL Transition with Delay Load' threshold).

Hysteresis Below 'CL to OL Transition with Delay Throttle' Map Value

When the closed loop delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When the base pulse width, ((2707.09/Injector Flow Scaling) * Engine Load (g/rev))), rises above the threshold in this table, the process to exit closed loop begins. The current delay value is a counter threshold for which the throttle threshold must be continuously exceeded (otherwise counter is reset to zero and CL to OL transition does not take place). When the base pulse width drops below the threshold (and below a predetermined delta), fueling will transition from open loop to closed loop.

When the base pulse width is equal to or less than this hysteresis subtracted from the 'CL to OL Transition with Delay (Base Pulse Width)' map value, the potential transition from open loop to closed loop begins (dependent on the primary open loop fuel map value and 'CL to OL Transition with Delay Throttle' threshold)

Hysteresis Below 'CL to OL Transition with Delay (BPW)' Map Value

This value determines the increment of the CL to OL transition counter based on MAF. This counter is incremented when the 'CL to OL Transition with Delay' load or throttle thresholds are continuously exceeded. When the counter is greater than or equal to the current delay value, the transition from CL to OL will occur (depending on the fuel map). WARNING - this value should NEVER be zero.

When the EGT is the same or greater than the second value, the closed loop Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay

When throttle position is greater than or equal to this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Above) - Clear CL Delay

When vehicle speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay

When coolant temp is the less than this value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When coolant temp is greater than or equal to this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Clear CL Delay

When the engine load is the same or greater than the second value, a counter value is incremented. If engine load remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Load Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine load drops below the first value, the engine load counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay if Load Counter Threshold Exceeded

This is the delay in clearing the primary closed loop delay value if engine load is greater than or equal to the value determined by the 'CL Delay Maximum (Engine Load)' table.

Engine Load Counter Threshold

When engine speed is the same or greater than the second value (by gear), the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value (by gear), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

1st*2nd*3rd*4th*5th\6th*

This table is used when the current gear is not being determined by the ECU, such as neutral. When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay

When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay

When engine speed is the same or greater than the second value, a counter value is incremented. If engine speed remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Speed B Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Above) - Clear CL Delay if Engine Speed Counter Threshold Exceeded

This is the delay in clearing the primary closed loop delay value if engine speed is greater than or equal to the value determined by the 'CL Delay Maximum Engine Speed B' table.

Engine Speed B Counter Threshold

When the accelerator pedal opening % is the same or greater than the second value, a counter value is incremented. If the accelerator pedal opening % remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'Closed Loop Delay (Accelerator Pedal)' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Above) - Clear CL Delay if Throttle Counter Threshold Exceeded

This is the delay in clearing the primary closed loop delay value if accelerator pedal opening % is greater than or equal to the value determined by the 'Closed Loop Accelerator Pedal' table.

Throttle A Counter Threshold

When the accelerator pedal opening % is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

If atmospheric pressure is equal to or exceeds the first value, then the 'CL Delay Maximum (Throttle) (Low Atmospheric Pressure)' table is used. If it is below the second value, the 'CL Delay Maximum (Throttle) (High Atmospheric Pressure)' table is used.

High Atmospheric Pressure Table AboveLow Atmospheric Pressure Table Below

When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (Base Pulse Width)' and 'CL to OL Transition with Delay (Throttle)' are used to determine the open loop to close loop transition and vice versa.

(Below) - Check Other CL Tables(Above) - Clear CL Delay

Injector latency (dead-time)

This is the fuel injector constant represented with an estimated flow rating (gas only). The underlying raw value does NOT represent the injector flow rate and there is no standard for measuring the flow rate of injectors. Therefore, it should NOT be thought of as a value that is going to exactly match published rates for your injectors but as a means to get you in the general ball park as a starting point to tune from.

Injector Flow Constant

This is the BRZ fuel injector constant.

Injector Flow Constant

This determines the additive (per injector) to the base injector duration multiplier based on the last calculated injector pulse width and engine speed. The base injector duration is the injector pulse width necessary for stoich fueling at the current engine load. The base injector duration multiplier determines the correction applied to achieve a desired level of enrichment (or enleanment). No enrichment or enleanment would result in a base injector duration multiplier of 1.0. The offset from this table is added to other factors (such as primary open loop enrichment) and then added to this base injector duration multiplier to achieve the desired level of enrichment or enleanment. To estimate the effect of this compensation, first estimate the desired AFR that the compensation would be applied to (ex. 12:1 AFR). Convert this to the base injector duration multiplier (ex. 14.7/x = 14.7/12 = 1.225). Add the per injector compensation to this multiplier (ex. 1.225 + 0.05 = 1.275). Then convert the multiplier back to the estimated AFR (ex. 14.7/x = 14.7/1.275 = 11.53 AFR). It is not currently known which table corresponds to which injector. WARNING: UNTESTED

This determines the compensation (per injector) to the current calculated injector duration based on the last calculated injector duration and engine speed. The calculated injector pulse width is based on engine load and a number of other correction factors necessary to achieve the desired fueling. It is not currently known which table corresponds to which injector. WARNING: UNTESTED

This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. Although the exact conditions for map switching is not entirely known, some of it is based on whether the ignition switch is on or off and whether the motor has begun to start or not at any given time in the cranking process. TGV status may also be involved. WARNING: UNTESTED

This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.

This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the manifold absolute pressure.

This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the accelerator pedal.

This is the additional enrichment during throttle tip-in. Throttle tip-in is the difference between the current throttle position and the last throttle position. This enrichment represents an additional and separate firing of the injectors. The larger the value, the more fuel is potentially added. Tip-in Enrichment is not active if the thresholds, as determined by the 'Minimum Tip-in Enrichment Activation' and 'Minimum Tip-in Enrichment Activation (Throttle)' tables, are not met as well as other undefined thresholds.

Tip-in Enrichment is not active until the calculated additional IPW, as determined by the 'Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active.

Active Above

This is the minimum throttle tip-in for active tip-in enrichment. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active.

Active Above

This is the change in 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost).

This is the change in 'Throttle Tip-in Enrichment' based on engine speed.

This is the change in 'Throttle Tip-in Enrichment' based on manifold pressure.

This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.

This is the minimum throttle tip-in for the 'Tip-in Enrichment D (ECT)' table to be active. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active.

Active Above

This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.

Active Above

When the applied tip-in enrichment counter is greater than or equal to this table's value, tip-in enrichment is disabled. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when tip-in throttle is negative or the threshold in the 'Tip-in Enrichment Applied Counter Reset' table is exceeded.

Above

When the period between tip-in enrichment application exceeds the threshold in this table, the applied tip-in enrichment counter is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when tip-in throttle is negative or the threshold in this table is exceeded. The applied tip-in enrichment counter is the value that is compared to the 'Tip-in Enrichment Disable Applied Counter Threshold' for disabling tip-in enrichment.

Above

When the applied tip-in enrichment cumulative throttle value is greater than or equal to this table's value, tip-in enrichment is disabled. The current throttle tip-in is added to the applied tip-in enrichment cumulative throttle value when tip-in enrichment is applied and cleared when tip-in throttle is negative or when the last applied counter threshold exceeded the 'Tip-in Throttle Cumulative Reset' threshold.

Above

When the period between tip-in enrichment application exceeds the threshold in this table, the applied tip-in enrichment cumulative throttle value is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. The current throttle tip-in is added to the applied tip-in enrichment cumulative throttle value when tip-in enrichment is applied and cleared when tip-in throttle is negative or when the last applied counter threshold is exceeded in this table. The applied tip-in enrichment cumulative throttle is the value that is compared to the 'Tip-in Enrichment Disable Applied Throttle Cumulative Threshold' for disabling tip-in enrichment.

Above

This is one of three factors which determines the minimum primary afterstart fuel enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x).

This is one of three factors which determines the minimum primary fuel afterstart enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: (Non-Primary OL) Enrichment 1 is added to either 1-A or 1-B (or non-cruise/cruise) to determine the final offset for table group 1, but is only added during open loop conditions not the result of the primary fuel map.

This is the initial afterstart minimum enrichment offset for group 2. This value decays to zero based on the "decay step" value. Group 2 is one of three factors which determines the minimum primary fuel afterstart enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment offset from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: For group 2, only one initial start is chosen out of 1A, 1B, 2A, and 2B.

This is the decay step value which reduces the afterstart minimum enrichment offset for group 2. This reduces the minimum offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the minimum primary fuel afterstart enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment offset from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: For group 2, only one decay step is chosen out of tables 1 and 2.

This is the initial afterstart minimum enrichment offset for group 3. This value decays to zero based on the "decay multiplier" and "decay delay" values. Group 3 is one of three factors which determines the minimum primary fuel afterstart enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment offset from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: For group 3, only one initial start is chosen out of 1A, 1B, 2A, and 2B.

This is the period in-between decay multiplier application. That is, over this period, the decay multiplier is not applied. Note: Only one delay period is chosen at any given time between A and B.

This multiplier is applied to the current group 3 offset outside of the "decay delay" which reduces the offset, over time, towards zero after engine start.

Offset

These are the minimum and maximum ranges for A/F Learning #1. A/F Learning #1 is the long-term correction applied to fueling based on feedback from the oxygen sensor during closed loop operation.

MinimumMaximum

These are the minimum and maximum ranges for A/F Learning #1 and #2. A/F Learning #1 and #2 are the long-term corrections applied to fueling based on feedback from both front oxygen sensors during closed loop operation.

MinimumMaximum

These are the maximum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation.

These are the minimum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation.

These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.

Max Range A / Min Range BMax Range B / Min Range CMax Range C / Min Range D

These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.

Max Range A / Min Range BMax Range B / Min Range CMax Range C / Min Range D

This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table.

Maximum

This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table.

This is the scaling for the mass airflow sensor.

This is the compensation of airflow based on intake temp.

This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load.

Maximum

This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load. "Engine Load Limit B Maximum (RPM)" must also be changed as it also impacts the max engine load.

Maximum

This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load. "Engine Load Limit A (Maximum)" must also be changed as it also impacts the max engine load.

This is the maximum allowable engine load under specific conditions. Engine load will be capped at this limit regardless of actual engine load. "Engine Load Limit A (Maximum)" must also be changed as it can also impact the max engine load.

Maximum

This is the compensation of engine load based on RPM and manifold pressure.

This is the compensation of engine load based on RPM and manifold pressure. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch.

This is the compensation of engine load based on RPM and manifold pressure.

This is the compensation of engine load based on RPM and throttle opening.

This is the base level of timing. Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance max map value * current advance multiplier) + feedback knock correction + fine knock correction. The ECU ramps between the Cruise and Non-Cruise table results according to the Map Ratio Primary extended parameter where 0 = Cruise and 1 = Non-Cruise results. In addition Map Ratio Primary 1 and 2 are used to ramp between tables D, E or A, B and F or C respectively. If Map Ratio Primary 1 = 1 only F or C is used. If Map Ratio Primary 2 is 1 only E or B is used.

This is the base level of timing during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. The actual base timing is also determined by the 'Base Timing Reference Cruise (AVCS related)' table. During a period after initial start (related to AVCS warm-up and other factors), the ECU will calculate Base Timing as primary - min0(primary - reference), with min0 being a function limiting the (primary - reference) result to zero. If you do not want the base timing to follow this behavior, set the primary and reference maps to the same values (separated by cruise/non-cruise). Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance max map value * current advance multiplier) + feedback knock correction + fine knock correction.

This is the base level of reference timing during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. The actual base timing is determined as follows: during a period after initial start (related to AVCS warm-up and other factors), the ECU will calculate Base Timing as primary - min0(primary - reference), with min0 being a function limiting the (primary - reference) result to zero. If you do not want the base timing to follow this behavior, set the primary and reference maps to the same values (separated by cruise/non-cruise). Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance max map value * current advance multiplier) + feedback knock correction + fine knock correction.

This is the base level of timing during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. The actual base timing is also determined by the 'Base Timing Reference Non-Cruise (AVCS related)' table. During a period after initial start (related to AVCS warm-up and other factors), the ECU will calculate Base Timing as primary - min0(primary - reference), with min0 being a function limiting the (primary - reference) result to zero. If you do not want the base timing to follow this behavior, set the primary and reference maps to the same values (separated by cruise/non-cruise).Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance max map value * current advance multiplier) + feedback knock correction + fine knock correction.

This is the base timing in idle mode. The 'Base Timing Idle Minimum' value will also be applied if the vehicle speed threshold is met.

This is the base timing in idle mode when the transmission is not in neutral. Although the map switching between A and B is not entirely understood, it appears to be related to the TGVs.

This is the base timing in idle mode when the transmission is in neutral. Although the map switching between A and B is not entirely understood, it appears to be related to the TGVs.

This is the base timing in idle mode when vehicle speed is less than or equal to the 'Base Timing Idle Vehicle Speed Threshold'.

Idle Base Timing Below 'Base Timing Idle Vehicle Speed Threshold'

This is the base timing in idle mode when vehicle speed is less than or equal to the 'Base Timing Idle Vehicle Speed Threshold'

This is the base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Vehicle Speed Threshold'

This is the base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

This is the base timing in idle mode when vehicle speed is less than or equal to the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

This is the base timing in idle mode when the transmission is in neutral.

This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables.

Table Switching Threshold

This is the minimum base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Minimum Vehicle Speed Enable' threshold.

The 'Base Timing Idle Minimum' table is active when vehicle speed is greater than this value.

Above

The timing indicated in this table is used as base timing when the target for this table exceeds the normal base timing target after compensations.

This is the maximum amount of knock-based timing advance (knock correction advance) that can be added to base timing. Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (KC advance max map value * IAM) + feedback knock correction + fine learning knock correction.

This is the maximum additive applied to knock correction primary advance. The actual additive applied depends on a number of factors, including knock, knock history and conditions that may support knock (note: this is not the same as IAM/FLKC/FBKC logic). This additive advance muliplier can range from 0 to 1. The multiplier determines which portion (if any) of additive advance is applied up to the max values in this table.

This is the maximum additive A applied to knock correction primary advance. The actual additive A applied depends on a number of factors, including knock, knock history and conditions that may support knock (note: this is not the same as IAM/FLKC/FBKC logic). This additive advance A muliplier can range from 0 to 1. The multiplier determines which portion (if any) of additive advance A is applied up to the max values in this table. In addition, the IAM is applied to this value.

This is the maximum additive B applied to knock correction primary advance. The actual additive B applied depends on a number of factors, including knock, knock history and conditions that may support knock (note: this is not the same as IAM/FLKC/FBKC logic). This additive advance B muliplier can range from 0 to 1. The multiplier determines which portion (if any) of additive advance B is applied up to the max values in this table.

This is the maximum amount of knock-based timing advance (knock correction advance) that can be added to base timing when knock conditions are high. Knock conditions are determined based on a number of factors, including knock, knock history and conditions that may support knock (note: this is not the same as IAM/FLKC/FBKC logic). This primary advance multiplier, which ranges from 0 to 1, determines whether the low or high map is used (or a portion of each). Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (((KCA max primary low * primary advance multiplier) + (KCA max primary high * (1.0 - primary advance multiplier))) * IAM) + KCA max additive.

This is the maximum amount of knock-based timing advance (knock correction advance) that can be added to base timing when knock conditions are low. Knock conditions are determined based on a number of factors, including knock, knock history and conditions that may support knock (note: this is not the same as IAM/FLKC/FBKC logic). This primary advance multiplier, which ranges from 0 to 1, determines whether the low or high map is used (or a portion of each). Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (((KC advance max primary low * primary advance multiplier) + (KC advance max primary high * (1.0 - primary advance multiplier))) * IAM) + KCA max additive.

This is the maximum amount of knock-based timing advance (knock correction advance) during cruise conditions that can be added to base timing. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance map value * IAM) + feedback knock correction + fine learning knock correction. The ECU ramps between the Cruise and Non-Cruise table results according to the Map Ratio Primary extended parameter where 0 = Cruise and 1 = Non-Cruise results. In addition Map Ratio Primary 1 and 2 are used to ramp between tables D, E or A, B and F or C respectively. If Map Ratio Primary 1 = 1 only F or C is used. If Map Ratio Primary 2 is 1 only E or B is used.

This is the maximum amount of knock-based timing advance (knock correction advance) during non-cruise conditions that can be added to base timing. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. Total timing = base timing + knock correction advance + other timing compensations. Knock correction advance = (knock correction advance map value * IAM) + feedback knock correction + fine learning knock correction.

WARNING - DO NOT ENABLE ON COMMERCIALLY MODIFIED ROMS. When enabled, the alternate mode prevents the 'Knock Correction Advance Max Additive A (Knock Conditions)(IAM)' and 'Knock Correction Advance Max Additive B (Knock Conditions)' tables from impacting advance. In addition, this results in the ECU using only the individual alternate versions of the following tables - 'Target Boost (KCA Alternate Mode)', 'Initial Wastegate Duty (KCA Alternate Mode)', 'Primary Open Loop Fueling (KCA Alternate Mode)', and 'Primary Open Loop Fueling (Failsafe)(KCA Alternate Mode)'.

WARNING - DO NOT ENABLE ON COMMERCIALLY MODIFIED ROMS. When enabled, the alternate mode prevents the 'Knock Correction Advance Max Additive (Knock Conditions)' table from impacting advance. In addition, this results in the ECU using the 'Map Ratio (Alternate)' multiplier to determine the map ratio switching for the following tables - 'Target Boost (KCA Additve Low)/(KCA Additve High)', 'Initial Wastegate Duty (KCA Additve Low)/(KCA Additve High)', 'Primary Open Loop Fueling (KCA Additve Low)/(KCA Additve High)', 'Primary Open Loop Fueling (Failsafe)(KCA Additve Low)/(KCA Additve High)', and 'Knock Correction Advance Max Primary (Knock Conditions Low)(IAM)/(Knock Conditions High)(IAM)'.

WARNING - DO NOT ENABLE ON COMMERCIALLY MODIFIED ROMS. When enabled, the alternate mode prevents the 'Knock Correction Advance Max Additive A (Knock Conditions)(IAM)' and 'Knock Correction Advance Max Additive B (Knock Conditions)' tables from impacting advance. In addition, this results in the ECU using only the individual alternate versions of the following tables - 'Primary Open Loop Fueling (KCA Alternate Mode)', and 'Primary Open Loop Fueling (Failsafe)(KCA Alternate Mode)'.

This is the RPM range in which the knock correction advance additive multipliers could potentially be manipulated, possibly resulting in a change in the applied advance additive(s) as well as, partially, to the primary knock correction advance (which influences the map switching/ratio). When RPM is in the disable range, no change will be made to the current multipliers impacting knock correction additive advance and no change to some of the multipliers that determine primary knock correction advance.

Disable BelowEnable AboveEnable BelowDisable Above

This is the change in total ignition timing based on intake temperature.

This is the change in total ignition timing based on input from the air intake temperature sensor.

This is the compensation of the 'Timing Compensation (IAT)' target according to engine speed and load.

This is the compensation of the 'Timing Compensation A (IAT)' target according to engine speed and load.

The minimum load necessary in order for the 'Timing Compensation (IAT)' table to be active.

Enable Above

This is the change in total ignition timing based on intake temperature when the knock signal is clear, the IAM is greater than the 'Timing Compensation B (IAT) IAM Activation' threshold, conditions are present where the knock sensor would be most accurate, and other factors. If a knock event occurs when this timing compensation is active, the ECU will ramp the compensation back to zero. Note: Even if this table has no compensation, compensation may still be added if the IAM is less than 1.0 and greater than the IAM activation threshold (see 'Timing Compensation B (IAT) Max Additive').

When the ignition advance multiplier (IAM) is greater than this threshold, the 'Timing Compensation B (IAT)' will potentially be active (dependent on other factors - see table help text). When the IAM is less than or equal to this threshold, this timing compensation will be set to zero.

Active Above

This value determines the max compensation that can be added to the current 'Timing Compensation B (IAT)' value. The ECU determines the potential additive as Knock Correction Advance Map Value - (Knock Correction Advance Map Value * IAM). This table's value limits this max additive.

Max KCA Based Additive to 'Timing Compensation B (IAT)'

This is the change in total ignition timing based on coolant temperature.

This is the change in total ignition timing based on coolant temperature. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

This is the change in total ignition timing based on manifold relative pressure and atmospheric pressure.

This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.

This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.

The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.

Enable Above

This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.

Enable Below

The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables.

Enable Above

This is per-gear timing compensation activation threshold by RPM.

Enable AboveDisable Below

This is per-gear timing compensation activation threshold by load (g/rev).

Enable AboveDisable Below

If the overrun engine speed delta is over this value, ignition overrun may be enabled.

RPM Delta

Compensation to ignition timing under overrrun conditions.

This is the engine speed range in which feedback corrections can be made by the ECU. Feedback correction is the immediate negative correction to timing advance due to knock as determined by the knock sensor.

Disable BelowEnable AboveEnable BelowDisable Above

This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor.

Disable BelowEnable Above

This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor.

The step value for each negative adjustment to current feedback correction.

Potential Change in Current Feedback Correction Per Knock 'Event'

The step value for each negative adjustment to current feedback correction.

The limit for feedback correction.

Feedback Correction Limit

When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table. Feedback correction will never be greater than zero.

Change in Negative Feedback Correction After Each 'No Knock' Delay

When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero.

'No Knock' Delay Period for Negative Feedback Correction Advance

If current feedback correction is non-zero as engine speed passes the last value in the 'Feedback Correction Range (RPM)' table, that feedback correction value continues to be applied even though engine speed is above the feedback correction disable RPM. The multiplier in this table determines the portion of that value that is applied. When engine speed drops back below the enable range, normal feedback correction activity will resume.

Feedback Correction High RPM Carry-Over Compensation

This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.

Disable BelowEnable AboveEnable BelowDisable Above

Disable BelowEnable Above

Enable BelowDisable Above

This is the load range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.

Disable BelowEnable AboveEnable BelowDisable Above

These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied.

Max Range 1 / Min Range 2Max Range 2 / Min Range 3Max Range 3 / Min Range 4Max Range 4 / Min Range 5Max Range 5 / Min Range 6Max Range 6 / Min Range 7

Max Range 1 / Min Range 2Max Range 2 / Min Range 3Max Range 3 / Min Range 4Max Range 4 / Min Range 5Max Range 5 / Min Range 6Max Range 6 / Min Range 7Max Range 7 / Min Range 8

These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied.

Max Range 1 / Min Range 2Max Range 2 / Min Range 3Max Range 3 / Min Range 4Max Range 4 / Min Range 5

Max Range 1 / Min Range 2Max Range 2 / Min Range 3Max Range 3 / Min Range 4Max Range 4 / Min Range 5Max Range 5 / Min Range 6Max Range 6 / Min Range 7Max Range 7 / Min Range 8

The step value for each individual negative adjustment to the fine correction learning table in RAM.

Potential Change in Fine Correction Stored Value Per Knock 'Event'

The step value for each individual negative adjustment to the fine correction learning table in RAM.

Potential Change in Fine Correction Stored Value Per Knock 'Event'

The step value for each individual negative adjustment to the fine correction learning table in RAM.

Potential Change in Fine Correction Stored Value Per Knock 'Event'

The step value for each individual negative adjustment to the fine correction learning table in RAM.

The limit for each negative fine correction learning stored value.

Fine Correction Stored Value Negative Limit

The step value for each individual positive adjustment to the fine correction learning table.

Potential Change in Fine Correction Stored Value After Each 'No Knock' Delay

The limit for each positive fine correction learning stored value.

Fine Correction Stored Value Positive Limit

This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the fine correction learning table can be made.

'No Knock' Delay Period for Positive Change to Fine Correction Stored Value

This is the engine speed range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ecu. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (Load)' table must also be satisfied for potential rough correction learning.

Disable BelowEnable AboveEnable BelowDisable Above

This is the engine load range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ecu. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (RPM)' table must also be satisfied for potential rough correction learning.

Disable BelowEnable AboveEnable BelowDisable Above

This is the minimum knock correction advance max map value in order to begin re-evaluation of the IAM after entering rough correction mode. This is one of several requirements that must be met.

Enable Above

This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the ignition advance multiplier (IAM) can be made when the IAM is being re-evaluated.

This is the initial value for the ignition advance multiplier (IAM). The IAM is set to this value after an ECU reset and at the beginning of a rough correction learning session where the IAM would be re-evaluated.

Post-Reset or Active Rough Correction Initial Reset Value

This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins during a rough correction learning session. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is 0, or the IAM hits 0 or 1.0 for a period of time, the IAM re-evaluation ends. This how the ECU determines that the IAM has settled on the appropriate value.

Initial IAM Step Value for Active Rough Correction

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 during cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch.

This map selects the degree of intake cam advance for the variable valve timing system during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch.

This map selects the degree of intake cam advance correction based on engine coolant temperature. The amount of correction is governed by the Intake Cam Advance Angle (ECT Related) Multiplier table. The final AVCS angle formula is: (Intake Cam Advance Angle Cruise (AVCS) * (1 - Map Ratio E42)) + (Intake Cam Advance Angle Non-Cruise (AVCS) * Map Ratio E42) + (Intake Cam Advance Angle (ECT Related) * Multiplier)

This is the multiplier to the Intake Cam Advance Angle (ECT Related) lookup result according to engine coolant temperture. A value of zero negates the affects of the Intake Cam Advance Angle (ECT Related) table.

This map selects the degree of Exhaust Cam Retard for the variable valve timing system.

This map selects the degree of Exhaust Cam Retard for the variable valve timing system during cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch.

This map selects the degree of Exhaust Cam Retard for the variable valve timing system during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch.

This map selects the degree of exhaust cam retard correction based on engine coolant temperature. The amount of correction is governed by the Exhaust Cam Retard Angle (ECT Related) Multiplier table. The final AVCS angle formula is: (Exhaust Cam Retard Angle Cruise (AVCS) * (1 - Map Ratio E42)) + (Exhaust Cam Retard Angle Non-Cruise (AVCS) * Map Ratio E42) + (Exhaust Cam Retard Angle (ECT Related) * Multiplier)

This is the multiplier to the IExhaust Cam Retard Angle (ECT Related) lookup result according to engine coolant temperture. A value of zero negates the affects of the Exhaust Cam Retard Angle (ECT Related) table.

This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.

This table determines the driver requested torque based on the accelerator pedal angle and engine speed when SI-DRIVE Sport mode is active. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.

This table determines the driver requested torque based on the accelerator pedal angle and engine speed when SI-DRIVE Sport Sharp mode is active. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.

This table determines the driver requested torque based on the accelerator pedal angle and engine speed when SI-DRIVE Intelligent mode is active. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.

The value determined by the 'Requested Torque (Accelerator Pedal)' table is divided by this table's value to determine the 'Requested Torque Accelerator Pedal to Requested Torque Base RPM' ratio. This ratio makes up the x-axis of the 'Target Throttle Plate Position (Requested Torque Ratio)' table.

This is the target throttle plate position during cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. The 'Requested Torque Accelerator Pedal to Requested Torque Base RPM (ratio)', which makes up the x-axis of this table, is the ratio of requested torque determined by the 'Requested Torque (Accelerator Pedal)' to the requested torque determined by the 'Requested Torque Base (RPM)' table. This ratio and engine speed are used to determine the target throttle plate opening.

This is the target throttle plate position during non-cruise conditions. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. The 'Requested Torque Accelerator Pedal to Requested Torque Base RPM (ratio)', which makes up the x-axis of this table, is the ratio of requested torque determined by the 'Requested Torque (Accelerator Pedal)' to the requested torque determined by the 'Requested Torque Base (RPM)' table. This ratio and engine speed are used to determine the target throttle plate opening.

The 'Requested Torque Accelerator Pedal to Requested Torque Base RPM (ratio)', which makes up the x-axis of this table, is the ratio of requested torque determined by the 'Requested Torque (Accelerator Pedal)' to the requested torque determined by the 'Requested Torque Base (RPM)' table. This ratio and engine speed are used to determine the maximum target throttle plate opening. This maximum target throttle plate opening is used to limit the final target throttle plate opening determined by the A/B (or cruise/non-cruise) tables.

The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the target throttle plate opening.

The target from the 'Requested Torque (Accelerator Pedal)' table and engine speed are used to determine the maximum limit target throttle plate opening. This maximum target throttle plate opening is used to limit the final target throttle plate opening determined by the A/B tables.

The idle airflow target is used to determing the the target throttle opening during idle, which is then added to the target throttle angle to arrive at the final target throttle angle.

This is the minimum target throttle opening during idle which can be added to the target throttle angle to arrive at the final target throttle angle.

Minimum TPS (Idle) Position

These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed.

On AboveOff Below

Off BelowOn Above

After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value.

Below

After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value.

Below

The speed limiter is engaged when vehicle speed is greater than this value.

On Above

The speed limiter is disengaged when vehicle speed is equal to or drops below this value after already engaging the limiter.

Off Below

The vehicle speed at which throttle is reduced.

None BelowHigh AboveHigher AboveHighest Above

The vehicle speeds at which the speed limiter is engaged or disengaged which varies by transmission type.

On Above (AT)On Above (MT)Off Below (AT)Off Below (MT)

The vehicle speed at which throttle is reduced.

None BelowHigh Above

The vehicle speed at which throttle is reduced.

None BelowHigh Above

The vehicle speed at which throttle is reduced.

None BelowHigh Above

The vehicle speed at which throttle is reduced when SI-DRIVE Sport or Sport Sharp mode is active.

None BelowHigh Above

The vehicle speed at which throttle is reduced when SI-DRIVE Sport or Sport Sharp mode is active.

None BelowHigh Above

The vehicle speed at which throttle is reduced when SI-DRIVE Intelligent mode is active.

None BelowHigh Above

The vehicle speed at which throttle is reduced when SI-DRIVE Intelligent mode is active.

None BelowHigh Above

The vehicle speed at which throttle is reduced when SI-DRIVE Intelligent mode is active.

None BelowHigh Above

This is the scaling of the exhaust gas temperature sensor.

This is the scaling for the fuel temp sensor.

This is the scaling of the intake temp sensor.

This is the scaling of the coolant temp sensor.

This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ECU.

Offset (psi)Multiplier (psi/v)

These are thresholds based on coolant temp which, along with the mode specified by the vehicle speed threshold table, are involved in determining radiator fan control. Radiator fan modes for coolant temp range from 0 to 2. Current mode thresholds are dependent on whether the coolant temperature is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. Other undefined thresholds may also change the behavior of the system.

M0 max(-)M1 minM0 max(+)M1 max|M2 min

These are thresholds based on vehicle speed which, along with the mode specified by the coolant temp threshold table, are involved in determining radiator fan control. Radiator fan modes for vehicle speed range from 0 to 3. Current mode thresholds are dependent on whether the vehicle speed is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. Other undefined thresholds may also change the behavior of the system.

Offset (psi)Multiplier (psi/v)

The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios have changed from the original factory set-up.

Min 1st Gear / Max 2nd GearMin 2nd Gear / Max 3rd GearMin 3rd Gear / Max 4th GearMin 4th Gear / Max 5th GearMin 5th Gear / Max 6th Gear

Idle speed target at different coolant temperatures.

The checksum issue will be fixed automatically when the rom is saved (regardless of check box).

Off-road and racing use only. Must NEVER be enabled on vehicles that will be driven on public roads.

PASS CODE (NO DTC DETECTED). Change to disabled to deactivate. Off-road use only.

EXHAUST AVCS SYSTEM 1 RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. Change to disabled to deactivate. Off-road use only.

CRANK AND CAM TIMING B SYSTEM FAILURE (BANK 1). Change to disabled to deactivate. Off-road use only.

CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. Change to disabled to deactivate. Off-road use only.

CRANK AND CAM TIMING B SYSTEM FAILURE (BANK 2). Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). Change to disabled to deactivate. Off-road use only.

EXHAUST AVCS SYSTEM 2 RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). Change to disabled to deactivate. Off-road use only.

INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). Change to disabled to deactivate. Off-road use only.

REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). Change to disabled to deactivate. Off-road use only.

REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. Change to disabled to deactivate. Off-road use only.

H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. Change to disabled to deactivate. Off-road use only.

HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. Change to disabled to deactivate. Off-road use only.

MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. Change to disabled to deactivate. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. Change to disabled to deactivate. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. Change to disabled to deactivate. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. Change to disabled to deactivate. Off-road use only.

MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

MASS AIR FLOW CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

MASS AIR FLOW CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

PRESSURE SENSOR CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

PRESSURE SENSOR CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. Change to disabled to deactivate. Off-road use only.

INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. Change to disabled to deactivate. Off-road use only.

COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). Change to disabled to deactivate. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. Change to disabled to deactivate. Off-road use only.

FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). Change to disabled to deactivate. Off-road use only.

REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). Change to disabled to deactivate. Off-road use only.

REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). Change to disabled to deactivate. Off-road use only.

REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). Change to disabled to deactivate. Off-road use only.

O2 SENSOR SLOW RESPONSE RICH TO LEAN B1 S2. Change to disabled to deactivate. Off-road use only.

O2 SENSOR SLOW RESPONSE LEAN TO RICH B1 S2. Change to disabled to deactivate. Off-road use only.

O2 SENSOR DELAYED RESPONSE RICH TO LEAN B1 S2. Change to disabled to deactivate. Off-road use only.

O2 SENSOR DELAYED RESPONSE LEAN TO RICH B1 S2. Change to disabled to deactivate. Off-road use only.

REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). Change to disabled to deactivate. Off-road use only.

REAR O2 CIRCUIT MALFUNCTION DETECTED (BANK 1, SENSOR 2). Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. Change to disabled to deactivate. Off-road use only.

O2 SENSOR SLOW RESPONSE RICH TO LEAN B1 S1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR SLOW RESPONSE LEAN TO RICH B1 S1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR DELAYED RESPONSE RICH TO LEAN B1 S1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR DELAYED RESPONSE LEAN TO RICH B1 S1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. Change to disabled to deactivate. Off-road use only.

O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). Change to disabled to deactivate. Off-road use only.

SENSOR HEATER CIRCUIT MALFUNCTION (BANK 2, SENSOR 2). Change to disabled to deactivate. Off-road use only.

SYSTEM TOO LEAN (BANK 1). Change to disabled to deactivate. Off-road use only.

SYSTEM TOO RICH (BANK 1). Change to disabled to deactivate. Off-road use only.

SYSTEM TOO LEAN (BANK 2). Change to disabled to deactivate. Off-road use only.

SYSTEM TOO RICH (BANK 2). Change to disabled to deactivate. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. Change to disabled to deactivate. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. Change to disabled to deactivate. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. Change to disabled to deactivate. Off-road use only.

INJECTOR CIRCUIT MALFUNCTION CYLINDER 1. Change to disabled to deactivate. Off-road use only.

INJECTOR CIRCUIT MALFUNCTION CYLINDER 2. Change to disabled to deactivate. Off-road use only.

INJECTOR CIRCUIT MALFUNCTION CYLINDER 3. Change to disabled to deactivate. Off-road use only.

INJECTOR CIRCUIT MALFUNCTION CYLINDER 4. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

FUEL PUMP PRIMARY CIRCUIT. Change to disabled to deactivate. Off-road use only.

WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

WASTEGATE SOLENOID 'A' LOW. Change to disabled to deactivate. Off-road use only.

WASTEGATE SOLENOID 'A' HIGH. Change to disabled to deactivate. Off-road use only.

CYLINDER 1 INJECTOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

CYLINDER 2 INJECTOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

CYLINDER 3 INJECTOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

CYLINDER 4 INJECTOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

CYLINDER 1 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

CYLINDER 2 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

CYLINDER 3 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

CYLINDER 4 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

CYLINDER 5 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

CYLINDER 6 MISFIRE DETECTED. Change to disabled to deactivate. Off-road use only.

KNOCK SENSOR 1 CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

KNOCK SENSOR 1 CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

KNOCK SENSOR 2 CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

KNOCK SENSOR 2 CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. Change to disabled to deactivate. Off-road use only.

CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). Change to disabled to deactivate. Off-road use only.

IGNITION COIL PRIMARY/SECONDARY CIRCUIT. Change to disabled to deactivate. Off-road use only.

IGNITION COIL A PRIMARY/SECONDARY CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

IGNITION COIL B PRIMARY/SECONDARY CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

IGNITION COIL C PRIMARY/SECONDARY CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

IGNITION COIL D PRIMARY/SECONDARY CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). Change to disabled to deactivate. Off-road use only.

CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). Change to disabled to deactivate. Off-road use only.

EXHAUST GAS RECIRCULATION FLOW. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. Change to disabled to deactivate. Off-road use only.

CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. Change to disabled to deactivate. Off-road use only.

EVAP EMISSION CONTROL SYSTEM LEAK DETECTED (GROSS LEAK). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. Change to disabled to deactivate. Off-road use only.

COOLING FAN RATIONALITY CHECK. Change to disabled to deactivate. Off-road use only.

VEHICLE SPEED SENSOR A. Change to disabled to deactivate. Off-road use only.

VEHICLE SPEED SENSOR LOW INPUT. Change to disabled to deactivate. Off-road use only.

VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. Change to disabled to deactivate. Off-road use only.

IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. Change to disabled to deactivate. Off-road use only.

IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. Change to disabled to deactivate. Off-road use only.

IDLE CONTROL SYSTEM CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

IDLE CONTROL SYSTEM CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

COLD START IDLE AIR CONTROL SYSTEM PERFORMANCE. Change to disabled to deactivate. Off-road use only.

COLD START IGNITION TIMING PERFORMANCE. Change to disabled to deactivate. Off-road use only.

STARTER REQUEST CIRCUIT. Change to disabled to deactivate. Off-road use only.

IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). Change to disabled to deactivate. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). Change to disabled to deactivate. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). Change to disabled to deactivate. Off-road use only.

ALTERNATOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

ALTERNATOR CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

SYSTEM VOLTAGE LOW. Change to disabled to deactivate. Off-road use only.

SYSTEM VOLTAGE HIGH. Change to disabled to deactivate. Off-road use only.

CRUISE CONTROL SET SIGNAL. Change to disabled to deactivate. Off-road use only.

SERIAL COMMUNICATION LINK. Change to disabled to deactivate. Off-road use only.

POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. Change to disabled to deactivate. Off-road use only.

INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. Change to disabled to deactivate. Off-road use only.

INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. Change to disabled to deactivate. Off-road use only.

CONTROL MODULE PERFORMANCE. Change to disabled to deactivate. Off-road use only.

THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). Change to disabled to deactivate. Off-road use only.

COOLING FAN 1 CONTROL CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

COOLING FAN 1 CONTROL CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

TRANSMISSION CONTROL SYSTEM (MIL REQUEST). Change to disabled to deactivate. Off-road use only.

BRAKE SWITCH INPUT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

ATF TEMP SENSOR CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

AT VEHICLE SPEED SENSOR CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

GEAR 1 INCORRECT RATIO. Change to disabled to deactivate. Off-road use only.

GEAR 2 INCORRECT RATIO. Change to disabled to deactivate. Off-road use only.

GEAR 3 INCORRECT RATIO. Change to disabled to deactivate. Off-road use only.

GEAR 4 INCORRECT RATIO. Change to disabled to deactivate. Off-road use only.

TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. Change to disabled to deactivate. Off-road use only.

PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. Change to disabled to deactivate. Off-road use only.

SHIFT SOLENOID A ELECTRICAL. Change to disabled to deactivate. Off-road use only.

SHIFT SOLENOID B ELECTRICAL. Change to disabled to deactivate. Off-road use only.

AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

NEUTRAL SWITCH INPUT CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

NEUTRAL SWITCH INPUT CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

TCM COMMUNICATION CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

TCM COMMUNICATION CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

VVL SYSTEMS 1 PERFORMANCE. Change to disabled to deactivate. Off-road use only.

VVL SYSTEMS 2 PERFORMANCE. Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). Change to disabled to deactivate. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). Change to disabled to deactivate. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). Change to disabled to deactivate. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). Change to disabled to deactivate. Off-road use only.

FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. Change to disabled to deactivate. Off-road use only.

O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. Change to disabled to deactivate. Off-road use only.

ABNORMAL RETURN SPRING. Change to disabled to deactivate. Off-road use only.

PCV SYSTEM CIRCUIT (OPEN). Change to disabled to deactivate. Off-road use only.

MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). Change to disabled to deactivate. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. Change to disabled to deactivate. Off-road use only.

FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM CONTROL A CIRCUIT SHORTED. Change to disabled to deactivate. Off-road use only.

FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. Change to disabled to deactivate. Off-road use only.

EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. Change to disabled to deactivate. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONT. SYS. AIR FILTER CLOG. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONT. SYS.. Change to disabled to deactivate. Off-road use only.

CANISTER PURGE CONTROL SOLENOID VALVE 2 LOW. Change to disabled to deactivate. Off-road use only.

CANISTER PURGE CONTROL SOLENOID VALVE 2 HIGH. Change to disabled to deactivate. Off-road use only.

POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. Change to disabled to deactivate. Off-road use only.

EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). Change to disabled to deactivate. Off-road use only.

EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). Change to disabled to deactivate. Off-road use only.

EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

EGR SIGNAL 3 CIRCUIT (LOW). Change to disabled to deactivate. Off-road use only.

EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). Change to disabled to deactivate. Off-road use only.

EGR SIGNAL 4 CIRCUIT (LOW). Change to disabled to deactivate. Off-road use only.

EGR SIGNAL 4 CIRCUIT (HIGH). Change to disabled to deactivate. Off-road use only.

STARTER SWITCH CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

INTAKE MANIFOLD RUNNER CONTROL (STUCK CLOSED). Change to disabled to deactivate. Off-road use only.

INTAKE MANIFOLD RUNNER CONTROL CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

EXHAUST GAS TEMPERATURE TOO HIGH. Change to disabled to deactivate. Off-road use only.

BACK-UP VOLTAGE CIRCUIT MALFUNCTION. Change to disabled to deactivate. Off-road use only.

CONTROL MODULE PROGRAMMING ERROR. Change to disabled to deactivate. Off-road use only.

SBDS INTERACTIVE CODES. Change to disabled to deactivate. Off-road use only.

THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). Change to disabled to deactivate. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. Change to disabled to deactivate. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. Change to disabled to deactivate. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. Change to disabled to deactivate. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. Change to disabled to deactivate. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. Change to disabled to deactivate. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. Change to disabled to deactivate. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. Change to disabled to deactivate. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. Change to disabled to deactivate. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. Change to disabled to deactivate. Off-road use only.

BANK 1 AFR IMBALANCE. Change to disabled to deactivate. Off-road use only.

BANK 2 AFR IMBALANCE. Change to disabled to deactivate. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. Change to disabled to deactivate. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT LOW INPUT. Change to disabled to deactivate. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. Change to disabled to deactivate. Off-road use only.

EVAP LEAK DETECTION PUMP CONTROL CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

EVAP LEAK DETECTION PUMP CONTROL CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

EVAP LEAK DETECTION PUMP SENSE CIRCUIT RANGE/PERF. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. Change to disabled to deactivate. Off-road use only.

SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. Change to disabled to deactivate. Off-road use only.

CHARGING SYSTEM VOLTAGE LOW. Change to disabled to deactivate. Off-road use only.

CHARGING SYSTEM VOLTAGE HIGH. Change to disabled to deactivate. Off-road use only.

ECM/PCM INTERNAL ENGINE OFF TIMER PERFORMANCE. Change to disabled to deactivate. Off-road use only.

CAN COMMUNICATION BUS A OFF. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH TCM. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH VDC. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH BIU. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM TCM. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM VDC. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM BIU. Change to disabled to deactivate. Off-road use only.

PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION A TIMING SLOW RESPONSE BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION A TIMING SLOW RESPONSE BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION B TIMING SLOW RESPONSE BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION A ACTUATOR CIRCUIT BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST AVCS SYSTEM 1 RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION B ACTUATOR CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST AVCS SYSTEM 1 RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 1 SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANK AND CAM TIMING B SYSTEM FAILURE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANKSHAFT POSITION - CAMSHAFT POSITION CORRELATION BANK 2 SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANK AND CAM TIMING B SYSTEM FAILURE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION A ACTUATOR CIRCUIT BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION B ACTUATOR CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST AVCS SYSTEM 2 RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE VALVE CONTROL SOLENOID CIRCUIT RANGE/PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

H02S HEATER CONTROL CIRCUIT HIGH BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT RANGE/PERFORMANCE (BANK 2, SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT HIGH (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT LOW BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

HO2S HEATER CONTROL CIRCUIT HIGH BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OSV SOLENOID VALVE L CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL RAIL SYSTEM PRESSURE TOO LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL RAIL SYSTEM PRESSURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ENGINE COOLANT TEMPERATURE CIRCUIT RANGE PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OXYGEN SENSOR SLOW RESPONSE RICH TO LEAN BANK 1 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR SLOW RESPONSE LEAN TO RICH BANK 1 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR DELAYED RESPONSE RICH TO LEAN BANK 1 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR DELAYED RESPONSE LEAN TO RICH BANK 1 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR SLOW RESPONSE RICH TO LEAN B1 S1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR SLOW RESPONSE LEAN TO RICH B1 S1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR DELAYED RESPONSE RICH TO LEAN B1 S1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL RAIL PRESSURE SENSOR CIRCUIT RANGE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL RAIL PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL RAIL PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INJECTOR CIRCUIT OPEN CYLINDER 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INJECTOR CIRCUIT OPEN CYLINDER 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INJECTOR CIRCUIT OPEN CYLINDER 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INJECTOR CIRCUIT OPEN CYLINDER 4. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

RANDOM MULTIPLE CYLINDER MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR A CIRCUIT RANGE PERFORMANCE BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IGNITION COIL A PRIMARY SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IGNITION COIL B PRIMARY SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IGNITION COIL C PRIMARY SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IGNITION COIL D PRIMARY SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR B CIRCUIT RANGE PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAMSHAFT POSITION SENSOR B CIRCUIT RANGE PERFORMANCE BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAP EMISSION CONTROL SYSTEM LEAK DETECTED (GROSS LEAK). Change to disabled to deactivate. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. Off-road use only.

VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only.

VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

COLD START IDLE AIR CONTROL SYSTEM PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

COLD START IGNITION TIMING PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P050E). To disable this DTC, make sure the box above is unchecked. Off-road use only.

STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P0516). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P0517). To disable this DTC, make sure the box above is unchecked. Off-road use only.

IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM VOLTAGE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked. Off-road use only.

POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ECM PCM PROCESSOR. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P060A). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P060B). To disable this DTC, make sure the box above is unchecked. Off-road use only.

STARTER RELAY CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

STARTER RELAY CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

NO. 1 FUEL INJECTOR DRIVER CIRCUIT PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P062F). To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked. Off-road use only.

BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.

GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.

GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.

GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.

AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P081A). To disable this DTC, make sure the box above is unchecked. Off-road use only.

NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

VVL SYSTEMS 1 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

VVL SYSTEMS 2 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE DEPOSIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked. Off-road use only.

PORT INJECTOR FUEL PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

DIRECT INJECTOR FUEL PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P119F)E. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P119F). To disable this DTC, make sure the box above is unchecked. Off-road use only.

HIGH PRESSURE FUEL PUMP CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

DI INJECTOR CIRCUIT OPEN CYLINDER 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

DI INJECTOR CIRCUIT OPEN CYLINDER 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

DI INJECTOR CIRCUIT OPEN CYLINDER 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.

DI INJECTOR CIRCUIT OPEN CYLINDER 4. To disable this DTC, make sure the box above is unchecked. Off-road use only.

PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.

MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM CONTROL A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONT. SYS. AIR FILTER CLOG. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION CONT. SYS. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CANISTER PURGE CONTROL SOLENOID VALVE 2 LOW. Change to disabled to deactivate. Off-road use only.

- CANISTER PURGE CONTROL SOLENOID VALVE 2 HIGH. Change to disabled to deactivate. Off-road use only.

POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SOLENOID VALVE SIGNAL #1 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SOLENOID VALVE SIGNAL #2 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SIGNAL 3 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SOLENOID VALVE SIGNAL #3 CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SIGNAL 4 CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. Off-road use only.

EGR SIGNAL 4 CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked. Off-road use only.

STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE MANIFOLD RUNNER CONTROL (STUCK CLOSED). To disable this DTC, make sure the box above is unchecked. Off-road use only.

INTAKE MANIFOLD RUNNER CONTROL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BATTERY CURRENT SENSOR CIRCUIT (LOW). To disable this DTC, make sure the box above is unchecked. Off-road use only.

BATTERY CURRENT SENSOR CIRCUIT (HIGH). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CHARGING CONTROL SYSTEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ENGINE STALL HISTORY. To disable this DTC, make sure the box above is unchecked. Off-road use only.

STARTABILITY MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SBDS INTERACTIVE CODES. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL A CIRCUIT SHORT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OCV SOLENOID VALVE SIGNAL B CIRCUIT SHORT BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE ACTUATOR CONTROL MOTOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR A MINIMUM STOP PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE ACTUATOR CONTROL THROTTLE BODY RANGE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only.

THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OXYGEN AF SENSOR SIGNAL STUCK LEAN BANK 1 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

OXYGEN AF SENSOR SIGNAL STUCK RICH BANK 1 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BANK 1 AFR IMBALANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BANK 2 AFR IMBALANCE. Change to disabled to deactivate. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAP LEAK DETECTION PUMP CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAP LEAK DETECTION PUMP CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAP LEAK DETECTION PUMP SENSE CIRCUIT RANGE PERF. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.

SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.

CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.

ECM PCM INTERNAL ENGINE OFF TIMER PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P9571). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P9572). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P9576). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P9577). To disable this DTC, make sure the box above is unchecked. Off-road use only.

(P9578). To disable this DTC, make sure the box above is unchecked. Off-road use only.

CAN COMMUNICATION BUS A OFF. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH TCM. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH VDC. Change to disabled to deactivate. Off-road use only.

CAN LOST COMMUNICATION WITH BIU. Change to disabled to deactivate. Off-road use only.

LOST COMMUNICATION WITH INSTRUMENT PANEL CLUSTER (IPC) CONTROL MODULE. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM TCM. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM VDC. Change to disabled to deactivate. Off-road use only.

CAN INVALID DATA RECEIVED FROM BIU. Change to disabled to deactivate. Off-road use only.

INVALID DATA RECEIVED FROM INSTRUMENT PANEL CLUSTER CONTROL MODULE. Change to disabled to deactivate. Off-road use only.