16BITBASE USDM Subaru Impreza WRX MT/AT 192kb 68HC16Y5 wrx02
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
This map contains the desired boost targets. The final target is also impacted by the 'Target Boost Compensation...' tables.
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This is the change in target boost based on coolant temperature.
This is the change in target boost based on intake temperature and engine speed.
7.898.519.139.7410.3710.9811.6012.2212.8413.4614.0814.70
This is the change in target boost based on atmospheric pressure.
Multiplier
The function of this parameter is to reduce target boost as atmospheric pressure decreases keeping the turbo within its efficiency range. This multiplier is applied to the current atmospheric pressure and the '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).
Offset
This offset is involved in the calculation of a multiplier designed to reduce target boost as atmospheric pressure decreases. 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).
1st2nd3rd4th5th\6th
This is the change in target boost based on estimated gear selection. For 6-speeds, the compensation value for 5th gear is used for 5th and 6th.
1st2nd3rd4th5th\6th
This is the change in target boost based on manual transmission estimated gear selection. For 6-speeds, the compensation value for 5th gear is used for 5th and 6th.
1st2nd3rd4th5th
This is the change in target boost based on automatic transmission gear selection.
Below
If vehicle speed is greater than or equal to this value, per gear compensations for boost and/or wastegate are disabled. If vehicle speed is less than this value, per gear compensations are enabled.
9.7510.9812.2213.4614.70
A check engine light will be triggered when actual boost continuously exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table. This table allows for a reduction in boost CEL limits as atmospheric pressure becomes progressively lower.
8.519.7510.9812.2213.4614.70
A check engine light will be triggered when actual boost continuously exceeds the corresponding threshold in this table for a period of time as determined by the 'Boost Limit CEL Delay' table.
Period of Boost Continuously Exceeding Limit Before CEL is Triggered
When the 'Boost Limit (CEL)' threshold is exceeded, the value in this table determines the required delay before a check engine light will be triggered. If boost does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset.
8.519.7510.9812.2213.4614.70
Fuel cut will be activated when actual boost exceeds the corresponding threshold in this table.
Disable BelowRe-Enable
Boost control is disabled (WGDC is set to zero) when the ignition advance multiplier (IAM) drops below the first value. Boost control is enabled when the IAM is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). Additionally, boost control will not be disabled unless the current applied fine knock correction is less than the threshold determined by the 'Boost Control Disable (Fine Correction)' table.
Disable Below
Boost control is disabled (wastegate duty is set to zero) when the current fine knock correction is less than the value in this table for the delay period determined by the 'Boost Control Disable Delay (Fine Correction)' table and if the IAM drops below the first value in the 'Boost Control Disable (IAM)' table.
Period of Fine Knock Correction Continuously Below Threshold Before Boost Control Disable
This is the delay period that must be met where if the current fine knock correction is continuously less than the value designated by the 'Boost Control Disable (Fine Correction)' table and the IAM drops below the first value in the 'Boost Control Disable (IAM)' table, then boost control will be disabled (wastegate duty is set to zero).
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.
4008001200160020002400280032003600400044004800520056006000
When leaving idle (as determined by the idle switch), wastegate duty will be initially set to this value as referenced by engine speed. The idle switch is based on throttle position. The final wastegate duty will still be limited by the 'Max Wastegate Duty' table.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
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This is the change in max wastegate duty based on intake temperature.
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This is the change in initial and max wastegate duty based on intake temperature.
-40-22-41432506886104122140158176194212230
This is the change in initial and max wastegate duty based on coolant temperature.
8.519.7510.9812.2213.4614.70
This is the change in max wastegate duty based on atmospheric pressure.
8.519.7510.9812.2213.4614.70
This is the change in initial and max wastegate duty based on atmospheric pressure.
1st2nd3rd4th5th\6th
This is the change in initial and max wastegate duty based on estimated gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th.
1st2nd3rd4th5th\6th
This is the change in initial and max wastegate duty based on manual transmission estimated gear selection. For 6-speeds, the value for 5th gear is used for 5th and 6th.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is only utilized when boost error swings quickly from negative to positive or vice versa. It allows an absolute percentage of correction to be applied to current wastegate duty based on the difference between target boost and actual boost.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is utilized continuously whenever a minimum amount of boost error exists. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for immediate boost error. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.
This is the correction to wastegate duty at different levels of boost error (target boost - actual boost) in order to achieve target boost. This table is designed to modify wastegate duty to correct for boost error over time. It allows an absolute percentage of correction to be applied to wastegate duty based on the difference between target boost and actual boost.
Enable Above
If engine speed is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If engine speed drops below this value and target boost drops below the threshold in the 'TD Activation Threshold (Target Boost)' table, then turbo dynamics correction is disabled.
Disabled BelowEnable Above
These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table.
Disabled BelowEnable Above
These are the target boost thresholds for active turbo dynamics correction. When target boost is less than the first value, turbo dynamics correction is disabled and both the integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table.
Enable Above
If target boost is greater than or equal to this value, turbo dynamics correction is possible (integral correction further requires the threshold in the 'TD Integral Activation (Boost Error)' table to be met). If target boost drops below this value and engine speed drops below the threshold in the 'TD Activation Threshold (RPM)' table, then turbo dynamics correction is disabled.
Integral Cumulative MinimumIntegral Cumulative Maximum
These are the minimum and maximum limits for turbo dynamics integral cumulative correction.
Negative Trigger BelowPositive Trigger Above
These are the boost error thresholds for active turbo dynamics burst correction. When boost error swings very quickly from below the first value to above the second value, or vice versa, turbo dynamics burst correction is active.
Active BelowActive Above
These are the boost error thresholds for active turbo dynamics continuous correction. When boost error is less than the first value or is greater than or equal to the second value, correction for turbo dynamics continuous is active. When boost error is greater than or equal to the first value and less than the second value, turbo dynamics continuous correction is not active.
Integral Negative Active BelowIntegral Positive Active Above
These are the boost error thresholds for active turbo dynamics integral correction. When boost error is less than the first value, turbo dynamics integral negative correction is enabled. When boost error (target boost - actual boost) is greater than or equal to the second value, turbo dynamics integral positive correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Integral Active BelowIntegral Active Above
These are the boost error thresholds for active turbo dynamics integral correction. When boost error (target boost - actual boost) is less than the first value or greater than or equal to the second value, turbo dynamics integral correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Multiplier
This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables.
Offset
This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well.
Multiplier
This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables.
Offset
This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well.
Multiplier
This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables.
Offset
This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well.
Multiplier
This multiplier is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. This multiplier is applied to MPS voltage and the offset, as determined by the 'Manifold Pressure Sensor Offset' table, is added to the result. When making changes to this table, be sure to make the same changes to all of the multiple multiplier tables.
Offset
This offset is involved in calculating manifold absolute pressure from manifold pressure sensor voltage. A multiplier, as determined by the 'Manifold Pressure Sensor Multiplier' table, is applied to MPS voltage and this offset is added to the result. When making changes to these tables, be sure to make the same changes to all of the multiple offset tables as well.
Above
When manifold pressure sensor voltage is equal to or greater than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (High Input)' table.
Above
When manifold pressure sensor voltage is equal to or greater than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (High Input)' table.
Period of MPS Voltage Continuously Exceeding Threshold Before CEL is triggered
When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset.
Period of MPS Voltage Continuously Exceeding Threshold Before CEL is triggered
When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset.
Below
When manifold pressure sensor voltage is less than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (Low Input)' table.
Below
When manifold pressure sensor voltage is less than this value for a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay (Low Input)' table.
Period of MPS Voltage Continuously Below Threshold Before CEL is triggered
When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset.
Period of MPS Voltage Continuously Below Threshold Before CEL is triggered
When the manifold pressure sensor voltage threshold is exceeded, the value in this table determines the delay before a CEL will be triggered. If the voltage does not exceed the threshold for the entire delay, then the CEL is NOT triggered and the delay is reset.
This fuel map is used in open loop when not in idle mode and when all the Group N conditions are met.
Group N Conditions Met
This fuel value is used in open loop in idle mode and when all the Group N conditions are met.
This fuel map is used in open loop when not in idle mode and when any of the Group N conditions are not met.
This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
Below
The ECU will begin using the 'Primary Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value.
Richer than
This is the minimum enrichment (leanest estimated AFR) for active primary open loop fueling. This threshold is compared to the enrichment as determined by the 'Primary Open Loop Fueling' table(s).
13.032.050.969.888.8107.7
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 throttle position sensor voltage. 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.
13.032.050.969.888.8107.7
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.
13.032.050.969.888.8107.7
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.
Richer than
When transitioning between closed loop and open loop fueling, if the target enrichment is greater than this value (i.e. richer), an intermediate enrichment value will be used before the target enrichment is used. The intermediate value is determined by this value and the 'Maximum Primary Fueling CL to OL Intermediate Steps' value.
Maximum
When transitioning between closed loop and open loop fueling, these maximum steps, along with the 'Min Primary Fueling CL to OL Intermediate Enrich' value, determine the number of steps and the intermediate enrichment at each step before the normal primary enrichment is used. When the transition from CL to OL occurs, a counter, starting at zero, is incremented each execution. At zero (if maximum step value is also not zero), the intermediate enrichment value is used. When the counter reaches the maximum value, the primary enrichment is used and the intermediate sequence ends. If the counter is greater than zero and less than the maximum step value, the counter and the maximum value are used to determine the ratio of intermediate to primary enrichment. For example, if the counter is 1 and the maximum value is 2, then the additional enrichment on top of the intermediate enrichment will be one-half of the difference between the primary enrichment and the intermediate value. If the counter is 2 and the maximum value is 3, then the ratio would be two-thirds. To disable the intermediate enrichment behavior, set the maximum steps to zero.
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Compensation to the primary fuel enrichment offset as determined from the 'Primary Open Loop Fueling' table(s).
This is the scaling for the front oxygen sensor.
This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, the AFR, as reported by the o2 sensor, will still be limited to 11.025:1 on the rich side 29.4:1 on the lean side.
Closed Loop Base Fueling Before Compensations
This is the target base fueling during closed loop before any compensations are applied. Because there will usually be positive compensations to the underlying value, the actual target will typically be slightly leaner.
Closed Loop Base Fueling Before any Compensations
This is the target base fueling during closed loop before any compensations are applied. Because there will usually be positive compensations to the underlying value, the actual target will typically be slightly leaner.
Rich LimitLean Limit
These are the minimum and maximum limits for the closed loop fueling target.
This is the compensation to the 'Closed Loop Base Fueling Target' based on load and engine speed. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
This is the compensation to the 'Closed Loop Base Fueling Target' based on load and engine speed for manual transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
This is the compensation to the 'Closed Loop Base Fueling Target' based on load and engine speed for automatic transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
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This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
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This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for manual transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
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This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for manual transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
-40-22-41432506886104122140158176194212230
This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for manual transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
-40-22-41432506886104122140158176194212230
This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for automatic transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
-40-22-41432506886104122140158176194212230
This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for automatic transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
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This is the compensation to the 'Closed Loop Base Fueling Target' based on coolant temp for automatic transmissions. To determine the estimated AFR for a given condition, simply add the value in this table to the 'Closed Loop Base Fueling Target'. Other compensations (some undefined), are also applied.
Above
When coolant temp is greater than or equal to this value, the 'CL Fueling Target Compensation (ECT)' is no longer applied.
A-1A-2A-3A-4B-1B-2B-3B-4C-1C-2C-3C-4D-1D-2D-3D-4
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 four delay groups will be accessed at any given time depending on transmission type and other factors than can vary by ROM. And only one of the four values from each group determines the delay which depends on the time since the last engine start (first value in each grouping is the earliest range). If the 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.
04008001200160020002400280032003600400044004800520056006000
When the 'CL to OL Delay' value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position rises above the threshold in this table, the process to exit closed loop begins. The current delay value is 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.
Begin CL to OL Transition over Delay Continuously Exceeding
When the CL to OL Delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When throttle position rises above the threshold in this table, the process to exit closed loop begins. The current delay value is 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.
Hysteresis Below 'CL to OL Transition with Delay Throttle' Map Value
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).
04008001200160020002400280032003600400044004800520056006000
When the CL to OL Delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When 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.
Begin CL to OL Transition over Delay Continuously Exceeding
When the CL to OL Delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When 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.
Begin CL to OL Transition over Delay Continuously Exceeding
When the CL to OL Delay value is non-zero, this table will be used to determine the transition from closed loop to open loop and back again. When 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.
Hysteresis Below 'CL to OL Transition with Delay (BPW)' Map Value
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
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)
(Below) - Check Other CL Tables(Above) - Clear CL Delay
When the EGT is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 - (8-16)(Above) - Clear CL Delay - (8-16)(Below) - Check Other CL Tables - (0-7)(Above) - Clear CL Delay - (0-7)
When the EGT is the same or greater than the second value (depending on the advance multiplier), the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value (depending on the advance multiplier), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 - (Range 1)(Above) - Clear CL Delay - (Range 2)(Above) - Clear CL Delay - (Range 3)(Above) - Clear CL Delay - (Range 4)
Only one of these values is used as a comparison which is determined by the time since the last engine start (first value is the earliest). When throttle position is greater than or equal to the selected value in this table, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 throttle position is greater than or equal to this value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 vehicle speed is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (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 coolant temp is the less than this value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When coolant temp is greater than or equal to this value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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.
High Atmospheric Pressure AboveLow Atmospheric Pressure Below
If atmospheric pressure is equal to or exceeds the first value, then the 'CL Delay Maximum (Throttle) (Low Atm. Pressure)(AT)' table is used. If it is below the second value, the 'CL Delay Maximum (Throttle) (High Atm. Pressure)(AT)' table is used. For manual transmissions, the first value determines the threshold for CL to OL Delay table value selection with some roms.
(Below) - Check Other CL Tables(Above) - Clear CL Delay
When throttle position is the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (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 the same or greater than the second value, the CL to OL Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the CL to OL Delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (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.
6.59.011.514.016.5
Injector latency (dead-time) referenced by battery voltage.
Injector Flow Constant
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.
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 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 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 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
Compensation
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
Compensation
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
Compensation
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
Compensation
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
Enable BelowDisable Above
When engine speed is greater than or equal to the disable value, 'Per Injector Primary Fuel Offset Compensations' will not be applied. When engine speed is less than the enable value, these compensations will be applied.
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This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
-40104
This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
-40-22-41432506886104122140158176194212230
This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
-40-22-41432506886104122140158176194212230
This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
-40104
This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
-40-22-41432506886104122140158176194212230
This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED
3.564.806.037.278.519.7510.9812.2213.4614.7
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the manifold absolute pressure.
37.947.356.866.375.785.2
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the throttle position.
1.822.132.442.753.073.38
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the throttle position.
115215315415515
-22-13-45142332
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.
115215315415515
-22-13-45142332
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.
115215315415515
-22-13-45142332
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.
115515
-4032
This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.
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.
Active Above
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.
0.001.242.483.714.956.197.438.669.90
This is the change in 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost).
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This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
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This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature. This additional compensation table is only active when throttle tip-in is greater than the value specified by the 'Tip-in Enrichment Compensation B (ECT) Activation' table.
Active Above
This is the minimum throttle tip-in for the 'Tip-in Enrichment Compensation B (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.
80012001600200024002800320036004000
This is the change in 'Throttle Tip-in Enrichment' based on engine speed.
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.
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This is one of three factors which determines the 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 enrichment offsets determined by group 1 is applied directly to primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is one of three factors which determines the 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 enrichment offsets determined by group 1 is applied directly to primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
0.130.250.380.500.630.750.881.001.13
This is the compensation of the 'Primary Base Enrichment Additive 1' value based on load.
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This is the initial afterstart 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 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart 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 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart 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 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart 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 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the decay step value which reduces the afterstart enrichment offset for group 2. This reduces the offset for group 2 to zero starting at the "initial" value. Group 2 is one of three factors which determines the primary fuel afterstart enrichment.
-40-22-41432506886104122140158176194212230
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40104
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40-22-41432506886104122140158176194212230
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
-40104
This is the initial afterstart enrichment offset for group 3. This value decays to zero based on the "decay step" value. Group 3 is one of three factors which determines the 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 enrichment offsets determined by tables 2 and 3 are averaged and added along with table 1 to primary enrichment to determine the final primary enrichment. To determine an approximate AFR for a particular condition, first determine the primary enrichment as determined by the open loop fuel maps (and after other compensations/limits are applied) and calculate the base fueling multiplier as 14.7/x. Then add the additional afterstart enrichment as determined from group 1, and 2/3 (see individual help text) and the approximate AFR will be 14.7/x.
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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 tables 1 and 2.
-40104
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 tables 1 and 2.
-40-22-41432506886104122140158176194212230
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 tables 1 and 2.
-40104
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 tables 1 and 2.
Offset
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.
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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).
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
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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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
-40-22-41432506886104122140158176194212230
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.
Offset
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.
MinimumMaximum
These are the minimum and maximum limits for A/F Learning #1. A/F Learning #1 is the long-term correction applied to fueling based on feedback from the front oxygen sensor.
Max Range A / Min Range B Max Range B / Min Range C Max Range C / Min Range D
These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.
Max Range A / Min Range B Max Range B / Min Range C Max Range C / Min Range D
These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.
Multiplier
This multiplier is applied to manifold absolute pressure and the 'Speed Density Base Load Determination (Offset)' is added to the result to determine a base load.
Offset
This offset is applied to the value determined by the 'Speed Density Base Load Determination (MAP Multiplier)' and MAP to determine base load.
This is the compensation to base load based on manifold absolute pressure and RPM. The base load is determined by manifold absolute pressure and the 'Speed Density Base Load Determination (MAP Multiplier)' and 'Speed Density Base Load Determination (Offset)'. When enabled, the 'Speed Density Alternate Base Load Compensation' is applied to the base load in place of the 'Speed Density Base Load Compensation (MAP v. RPM)'.
When Alternate Mode is Enabled
When the 'Speed Density Alternate Base Load Compensation' is enabled, this value is applied to the base load in place of the 'Speed Density Base Load Compensation (MAP v. RPM)'
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This is the compensation to load based on intake temperature. This compensation is applied after 'Speed Density Base Load Compensation (MAP v. RPM)' or 'Speed Density Alternate Base Load Compensation' is applied.
The final load (after all compensations) is limited to the maximum values in this table.
Disabled BelowDisabled Above
When coolant temp is greater than or equal to the first value and less than the second value, and all other Group N conditions are met (some undefined), anti-lag and launch control can be enabled (as dictated by other specific thresholds/conditions). If coolant temp is less than the first value or greater than or equal to the second, anti-lag and launch control will be disabled.
Disable BelowPotentially Enable AbovePotentially Enable BelowDisable Above
When RPM is greater than or equal to the second value and less than the fourth value, and all other Group N conditions are met (some undefined), anti-lag and launch control can be enabled (as dictated by other specific thresholds/conditions). If RPM is less than the first value or greater than or equal to the fourth, anti-lag and launch control will be disabled.
Bit Array
Warning - Untested. This 8-bit array determines the enabling or disabling of certain features. Bit 3 SET/NOT SET = Anti-lag and launch control ENABLED/DISABLED. Bit 7 SET/NOT SET = Per gear wastegate and boost DISABLED/ENABLED. Bit 4 = unknown (related to CL/OL fueling). Bit 5 = unknown (related to ISCV duty). The factory default is 136d, which indicates that Anti-Lag/Launch Control are ENABLED and per gear wastegate and boost compensation are DISABLED. The disabling of anti-lag and launch control is managed through the Group N conditions check, which means, when those features are disabled through this mode byte, map switching will default to the 'Group N Conditions Not Met' tables.
Above
When vehicle speed is greater than this value, launch control mode is disabled.
Below
When RPM is less than this value, launch control mode is disabled.
Disable BelowEnable Above
When RPM is less than the first value, launch control fuel cut is disabled. When RPM is greater than or equal to the second value, launch control fuel cut is enabled (when launch mode and Group N conditions are met).
This is the scaling for the mass airflow sensor.
This is the scaling for the mass airflow sensor.
This is the scaling for the mass airflow sensor. Unused in the Group N ECU.
Above
If the MAF sensor voltage is greater than or equal to this value, a CEL will be activated.
This is the compensation of airflow based on intake temp.
This is the compensation of airflow based on intake temp.
This is the compensation of engine load based on engine speed and manifold pressure.
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 / 16)) + feedback knock correction + fine knock correction.
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 / 16)) + feedback knock correction + fine knock correction.
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 / 16)) + feedback knock correction + fine knock correction.
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 / 16)) + feedback knock correction + fine knock correction.
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 / 16)) + feedback knock correction + fine knock correction.
400600800100012001400160018002000
This is the base timing in idle mode when the transmission is in neutral.
400600800100012001400160018002000
This is the base timing in idle mode when the transmission is in neutral.
4002000
This is the base timing in idle mode when the transmission is in neutral.
400600800100012001400160018002000
This is the base timing in idle mode when the transmission is in neutral.
This is the base level of timing at idle when all of the Group N conditions are met.
This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.
This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is greater than or equal to the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.
400600800100012001400160018002000
This is the base timing in idle mode when vehicle speed is greater than or equal to the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.
400600800100012001400160018002000
This is the base timing in idle mode when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.
400600800100012001400160018002000
This is the base timing in idle mode when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.
4002000
This is the base timing in idle mode when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.
400600800100012001400160018002000
This is the base timing in idle mode when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.
Table Switching Threshold
This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables when any of the Group N Conditions are not Met.
Table Switching Threshold
This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables.
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 = (knock correction advance max map value * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction.
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 = (knock correction advance max map value * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction.
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 = (knock correction advance max map value * (current advance multiplier / 16)) + feedback knock correction + fine learning knock correction.
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This is the change in total ignition timing based on intake temperature.
Enable Above
The minimum load necessary in order for the 'Timing Compensation (IAT)' table to be active.
-40-22-41432506886104122140158176194212230
This is the change in total ignition timing based coolant temperature.
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This is the change in total ignition timing at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the change in total ignition timing at idle based on coolant temperature.
-40104
This is the change in total ignition timing at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the change in total ignition timing at idle based on coolant temperature.
This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however, it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on engine speed and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
06400
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
8001200160020002400280032003600400044004800520056006000
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
06400
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
8001200160020002400280032003600400044004800520056006000
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
06400
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
8001200160020002400280032003600400044004800520056006000
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
06400
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
8001200160020002400280032003600400044004800520056006000
This is the change in total ignition timing per cylinder based on engine speed. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
Enable Above
The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.
Enable Below
This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.
Enable Above
The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables.
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which feedback corrections can be made by the ECU. Feedback correction is the immediate negative correction to timing advance due to knock as determined by the knock sensor.
Disable 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.
Potential Change in Current Feedback Correction Per Knock 'Event'
The step value for each negative adjustment to current feedback correction.
Feedback Correction Limit
The limit for feedback correction.
Change in Negative Feedback Correction After Each 'No Knock' Delay
When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table. Feedback correction will never be greater than zero.
'No Knock' Delay Period for Negative Feedback Correction Advance
When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero.
Above
When coolant temp is greater than equal to this value, Feedback correction is disabled if all other conditions (most undefined) are also met. Disabling of feedback correction is necessary for changes to fine learning correction or the IAM (i.e. rough correction).
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.
Disable BelowEnable AboveEnable 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.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5 Max Range 5 / Min Range 6 Max Range 6 / Min Range 7 Max Range 7 / Min Range 8
These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5 Max Range 5 / Min Range 6 Max Range 6 / Min Range 7 Max Range 7 / Min Range 8
These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied.
40080012001600200024002800320036004000440048005200560060006400
The step value for each individual negative adjustment to the fine correction learning table in RAM.
Potential Change in Fine Correction Stored Value Per Knock 'Event'
The step value for each individual negative adjustment to the fine correction learning table.
Fine Correction Stored Value Negative Limit
The limit for each negative fine correction learning stored value.
Potential Change in Fine Correction Stored Value After Each 'No Knock' Delay
The step value for each individual positive adjustment to the fine correction learning table.
Fine Correction Stored Value Positive Limit
The limit for each positive fine correction learning stored value.
'No Knock' Delay Period for Positive Change to Fine Correction Stored Value
This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the fine correction learning table can be made.
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ECU. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (Load)' table must also be satisfied for potential rough correction learning.
Disable 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.
Enable Above
This is the minimum current 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.
40080012001600200024002800320036004000
This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the ignition advance multiplier (IAM) can be made when the IAM is being re-evaluated.
ECU Reset and Active Rough Correction Initial Value
This is the initial value for the ignition advance multiplier (IAM). The IAM is set to this value after an ECU reset and at the beginning of a rough correction learning session where the IAM would be re-evaluated.
Initial IAM Step Value during Active Rough Correction Learning
This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins during a rough correction learning session. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is 0 or 1, or the IAM hits 0 or 16 for a period of time, the IAM re-evaluation ends. This how the ECU determines that the IAM has settled on the appropriate value.
This map selects the degree of intake cam advance for AVCS.
This map selects the degree of intake cam advance for AVCS when all of the Group N conditions are met.
This map selects the degree of intake cam advance for AVCS when any of the Group N conditions are not met.
When the EGT reaches or exceeds the corresponding value in this table, boost control and fuel enrichment are disabled. In addition, a CEL will be triggered after a predetermined period of time.
On AboveOff Below
These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed.
Off BelowOn Above
These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed.
Change in Ignition Timing when Rev Limiter is Engaged
Change in total ignition timing when hitting the rev limiter.
On Above - ATOn Above - MTOff Below - ATOff Below - MT
Vehicle speed at which fuel is cut. When enabled, this deactivates the fuel cut speed limiter regardless of the thresholds defined by the 'Speed Limiting (Fuel Cut)' table. Off-road use only.
Max Reduction AbovePartial Reduction BelowNo Reduction Below
The vehicle speeds at which wastegate duty is progressively reduced. When enabled, this deactivates the wastegate speed limiter regardless of the thresholds defined by the 'Speed Limiting (Wastegate)' table. Off-road use only.
0.210.360.520.670.830.991.141.301.461.611.771.922.082.242.392.552.712.863.023.173.333.493.643.803.964.114.274.424.584.74
This is the scaling for the exhaust gas temperature sensor.
0.210.360.520.670.830.991.141.301.461.611.771.922.082.242.392.552.712.863.023.173.333.493.643.803.964.114.274.424.584.74
This is the scaling for the fuel temp sensor.
0.210.360.520.670.830.991.141.301.461.611.771.922.082.242.392.552.712.863.023.173.333.493.643.803.964.114.274.424.584.74
This is the scaling for the intake temperature sensor.
0.450.610.760.921.071.231.391.541.701.862.012.172.322.482.642.792.953.113.263.423.573.733.894.044.204.364.514.67
This is the scaling for the coolant temperature sensor.
M0 max|M1 min(dec)M1 min(inc)M2 min(dec)M2 min(inc)
These are thresholds based on coolant temp which, along with the mode specified by the vehicle speed threshold table, are involved in determining radiator fan control. Radiator fan modes for coolant temp range from 0 to 2. Current mode thresholds are dependent on whether the coolant temperature is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control.
M0 max|M1 min(dec)M1 min(inc)M1 max(dec)|M2 min(dec)M1 max(inc)|M2 min(inc)M2 max(dec)M2 max(inc)|M3 min
These are thresholds based on vehicle speed which, along with the mode specified by the coolant temp threshold table, are involved in determining radiator fan control. Radiator fan modes for vehicle speed range from 0 to 3. Current mode thresholds are dependent on whether the vehicle speed is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control.
0/0/OFF0/1/OFF0/2/OFF0/0/ON0/1/ON0/2/ON1/0/OFF1/1/OFF1/2/OFF1/0/ON1/1/ON1/2/ON2/0/OFF2/1/OFF2/2/OFF2/0/ON2/1/ON2/2/ON3/0/OFF3/1/OFF3/2/OFF3/0/ON3/1/ON3/2/ON
Based on the modes as determined by the 'Radiator Fan Modes' coolant temp and vehicle speed tables and whether the A/C is on or off, this table determines which radiator fans will be active for each combination of modes.
Min 1st Gear / Max 2nd Gear Min 2nd Gear / Max 3rd Gear Min 3rd Gear / Max 4th Gear Min 4th Gear / Max 5th Gear
The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios have changed from the original factory set-up.
On AboveOff Below
This is one of the thresholds for active intercooler spray when autowash mode is activated. All other thresholds must also be met.
On AboveOff Below
This is one of the thresholds for active intercooler spray when autowash mode is activated. All other thresholds must also be met.
On AboveOff Below
This is one of the thresholds for active intercooler spray when autowash mode is activated. All other thresholds must also be met.
On AboveOff Below
This is one of the thresholds for active intercooler spray when autowash mode is activated. All other thresholds must also be met.
On AboveOff Below
This is one of the thresholds for active intercooler spray when autowash mode is activated. All other thresholds must also be met.
This is the target engine speed at idle based on coolant temperature and throttle position.
This is the target engine speed at idle based on coolant temperature and throttle position.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40104
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40104
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
-40-22-41432506886104122140158176194212230
This is the target engine speed at idle based on coolant temperature.
Minimum Target Idle Speed with A/C On
Minimum target idle speed when A/C is on - Manual transmission vehicles.
Minimum Target Idle Speed with A/C On
Minimum target idle speed when A/C is on - Automatic transmission vehicles.
Minimum Target Idle Speed During Warm-Up
Minimum target idle speed during warm-up after initial startup - Manual transmission vehicles.
Minimum Target Idle Speed During Warm-Up
Minimum target idle speed during warm-up after initial startup - Automatic transmission vehicles.
Minimum Target Idle Speed During Warm-Up
Minimum target idle speed during warm-up after initial startup.
Minimum Target Idle Speed During High Electrical Load
Minimum target idle speed during high electrical load - Manual transmission vehicles.
Minimum Target Idle Speed During High Electrical Load
Minimum target idle speed during high electrical load - Automatic transmission vehicles. Off-road and racing use only. Must NEVER be enabled on vehicles that will be driven on public roads.
When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this minimum threshold is set to its lowest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this maximum threshold is set to its highest value, expanding the valid range for one of the catalyst monitor tests. This fix does NOT impact the required OBD-II driving cycle necessary for readiness monitoring. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this bypasses the activation of specific TGV related DTCs. Off-road use only.
When enabled, this prevents the activation of misfire DTCs. Off-road use only.
CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CONTROL CIRCUIT (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TURBO CHARGER BYPASS VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR OXYGEN SENSOR CIRCUIT LOW (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR OXYGEN SENSOR CIRCUIT HIGH (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
MANIFOLD ABSOLUTE PRESSURE/BAROMETRIC PRESSURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR OXYGEN SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TURBOCHARGER WASTEGATE SOLENOID B LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TURBOCHARGER WASTEGATE SOLENOID B HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.
IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAP EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN RELAY 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE SPEED INPUT CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (OPEN CIRCUIT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT MALFUNCTION (SHORT CIRCUIT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR MICROCOMPUTER PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR #1 HEATER CIRCUIT PERFORMANCE/RANGE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
DIFFERENTIAL PRESSURE SENSOR. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL PUMP CONTROL UNIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE CONTROL VALVE SOLENOID CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE CONTROL VALVE SOLENOID CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (POSITIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST CONTROL VALVE SOLENOID CIRCUIT LOW (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST CONTROL VALVE SOLENOID CIRCUIT HIGH (NEGATIVE PRESSURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
2 STAGE TWIN TURBO SYSTEM (SINGLE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
2 STAGE TWIN TURBO SYSTEM (TWIN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE CONTROL SOLENOID VALVE MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
RELIEF VALVE CONTROL SOLENOID 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
RELIEF VALVE CONTROL SOLENOID 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. Off-road use only.
OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
OCV SOLENOID VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
OCV SOLENOID VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK PRESSURE CONTROL SOLENOID HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAP CONTROL SYSTEM VENT CONTROL FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK SENSOR CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK SENSOR CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK SENSOR CONTROL VALVE RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN RELAY 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
POSITIVE CRANKCASE VENTILATION (BLOWBY) FUNCTION PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
STARTER SWITCH CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE TOO HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BACK-UP VOLTAGE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL POSITION SWITCH CIRCUIT HIGH INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL POSITION SWITCH CIRCUIT LOW INPUT FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT DIAGNOSIS INPUT SIGNAL CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT DIAGNOSIS INPUT SIGNAL CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT DIAGNOSIS INPUT SIGNAL CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE POSITION SENSOR CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRUISE CONTROL SET SIGNAL CIRCUIT MALFUNCTION FOR AT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE TORQUE CONTROL SIGNAL #1 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE TORQUE CONTROL SIGNAL #2 CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL STUCK CLOSED (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT / OPEN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER CONTROL CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT LOW (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TGV - INTAKE MANIFOLD RUNNER POSITION SENSOR/ SWITCH CIRCUIT HIGH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
POST CATALYST FUEL TRIM SYSTEM TOO LEAN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
POST CATALYST FUEL TRIM SYSTEM TOO RICH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
A4SG900C 200 A4SG900C 1B14400305 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SGA00C 200 A4SGA00C 1B14400405 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SGC00C 200 A4SGC00C 1B14400505 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SGD10C 200 A4SGD10C 1B14400605 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SGE00C 200 A4SGE00C 1B14400705 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SGE01C 200 A4SGE01C 1B14400805 02 USDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TC300L 200 A4TC300L 3614486205 03 USDM Subaru Impreza WRX MT 68HC16Y5 wrx02 192kb
A4TC300K 200 A4TC300K 3614446205 03 USDM Subaru Impreza WRX AT 68HC16Y5 wrx02 192kb
A4TC101L 200 A4TC101L 3614486105 03 USDM Subaru Impreza WRX MT 68HC16Y5 wrx02 192kb
A4TC101K 200 A4TC101K 3614446105 03 USDM Subaru Impreza WRX AT 68HC16Y5 wrx02 192kb
A4TC400L 200 A4TC400L 3614486305 03 USDM Subaru Impreza WRX MT 68HC16Y5 wrx02 192kb
A4TC401L 200 A4TC401L 3614486405 03 USDM Subaru Impreza WRX MT 68HC16Y5 wrx02 192kb
A4TF400E 200 A4TF400E 2E14446106 04 USDM Subaru Impreza WRX AT 68HC16Y5 wrx04 192kb
A4TF300E 200 A4TF300E 2E14446006 04 USDM Subaru Impreza WRX AT 68HC16Y5 wrx04 192kb
A4TF300F 200 A4TF300F 2E14486006 04 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4TF500F 200 A4TF500F 2E14486106 04 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4TF510F 200 A4TF510F 2E14486206 04 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4TF510E 200 A4TF510E 2E14446206 04 USDM Subaru Impreza WRX AT 68HC16Y5 wrx04 192kb
A4TF520F 200 A4TF520F 2E14486306 04 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4TF800F 200 A4TF800F 3E14484006 05 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4TF800E 200 A4TF800E 3E14444006 05 USDM Subaru Impreza WRX AT 68HC16Y5 wrx04 192kb
A4TF7000 200 A4TF7000 3E14483006 05 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
A4SE300D 200 A4SE300D 1B44580105 01/02 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SE700D 200 A4SE700D 1B44580405 01/02 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SE700E 200 A4SE700E 2344500405 01/02 EDM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4SE900D 200 A4SE900D 1B44580505 01/02 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RG060Q 200 A4RG060Q 2944594105 01/02 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb
A4RG060P 200 A4RG060P 2954594105 01/02 ADM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TE001G 200 A4TE001G 2E44584105 03 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TE100G 200 A4TE100G 2E44586005 03 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RM100H 200 A4RM100H 2E44594105 03 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb
A4RM000H 200 A4RM000H 2E44594005 03 EDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RL100J 200 A4RL100J 2A44506005 03 EDM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4RN200H 200 A4RN200H 2E44596105 03 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb
A4RN2000 200 A4RN2000 2E44596105 03 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb A4RN1000 200 A4RN1000 2944596105 01/02 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb
A4TE300D 200 A4TE300D 3D44583005 05 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TE3000 200 A4TE3000 3D44583005 05 EDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RN300G 200 A4RN300G 3D44593005 05 EDM Subaru Impreza STi MT 68HC16Y5 wrx02 192kb
A4SD900B 200 A4SD900B 1B04490605 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4SD501A 200 A4SD501A 1B04400405 01/02 JDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SD800A 200 A4SD800A 1B04400505 01/02 JDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SD900A 200 A4SD900A 1B04400605 01/02 JDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SD800B 200 A4SD800B 1B04490505 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TE000A 200 A4TE000A 2E04404005 03 JDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TE200A 200 A4TE200A 3D04403005 04 JDM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SDA01Q 200 A4SDA01Q 2904497105 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4SDA01B 200 A4SDA01B 1B04490805 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4SDA00P 200 A4SDA00P 2904485005 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4SDA00Q 200 A4SDA00Q 2904495005 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TE002B 200 A4TE002B 2E04496005 03 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TE001B 200 A4TE001B 2E04494005 03 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TE002C 200 A4TE002C 2E044A6005 03 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RG052N 200 A4RG052N 29046B6005 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4RG051N 200 A4RG051N 29044A7105 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RG050N 200 A4RG050N 29044A4105 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RG050R 200 A4RG050R 29044B6005 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RG0500 200 A4RG0500 29044A4105 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TJ121C 200 A4TJ121C 43045A4005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TJ111C 200 A4TJ111C 3D044A4005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TJ111B 200 A4TJ111B 3D04594005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TJ120S 200 A4TJ120S 3D045B4005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TJ121B 200 A4TJ121B 4304594005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4TJ121S 200 A4TJ121S 43045B4005 05 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb A4RI200I 200 A4RI200I 2A04484005 01/02 JDM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4RI300I 200 A4RI300I 2A04486005 01/02 JDM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4RI401I 200 A4RI401I 3B04484105 01/02 JDM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4SE700I 200 A4SE700I 1B54500405 01/02 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SE700F 200 A4SE700F 2354500405 01/02 ADM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb
A4SE900I 200 A4SE900I 1B54500505 01/02 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TE001I 200 A4TE001I 2E54504105 03 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RM100G 200 A4RM100G 2E54594105 03 ADM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TH000N 200 A4TH000N 3A54504005 04 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RN300I 200 A4RN300I 3D54593005 04 ADM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TH100H 200 A4TH100H 3D54583005 05 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TH100L 200 A4TH100L 3D545B6005 05 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb A4TH000O 200 A4TH000O 3A54584005 04 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RM200K 200 A4RM200K 3DA4583005 05 SADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4RM100F 200 A4RM100F 2EA4584005 05 SADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4SHC00G 200 A4SHC00G 2604446505 02 JDM Subaru Legacy B4 MT/AT 68HC16Y5 wrx02 192kb
A4SHC01G 200 A4SHC01G 2604446605 02 JDM Subaru Legacy B4 MT/AT 68HC16Y5 wrx02 192kb
A4SH701G 200 A4SH701G 2604446305 02 JDM Subaru Legacy BH MT/AT 68HC16Y5 wrx02 192kb
A4SH701H 200 A4SH701H 2604686305 02 JDM Subaru Legacy B4 MT/AT 68HC16Y5 wrx02 192kb
A4SH701K 200 A4SH701K 2654786105 02 ADM Subaru Liberty B4 MT/AT 68HC16Y5 wrx02 192kb
A4SHA10R 200 A4SHA10R 2D54544005 03 ADM Subaru Liberty B4 MT/AT 68HC16Y5 wrx02 192kb
A4SD700B 200 A4SD700B 1B04490405 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TE0000 200 A4TE0000 2E54504105 03 ADM Subaru Impreza WRX MT/AT 68HC16Y5 wrx02 192kb
A4TJ1X00 200 A4TJ1X00 3D04EA4605 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
4SLEHB00 200 4SLEHB00 2604446405 02 JDM Subaru Legacy BH MT/AT 68HC16Y5 wrx02 192kb
A4RL100K 200 A4RL100K 2AA4506005 03 SADM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb A4SD600B 200 A4SD600B 1B04490305 01/02 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4SE700J 200 A4SE700J 23A4500405 01/02 SADM Subaru Forester Turbo MT/AT 68HC16Y5 wrx02 192kb A4SHB00G 200 A4SHB00G 2604446405 02 JDM Subaru Legacy BH MT/AT 68HC16Y5 wrx02 192kb
A4SHB00H 200 A4SHB00H 2604686405 02 JDM Subaru Legacy B4 MT/AT 68HC16Y5 wrx02 192kb
A4TE002Q 200 A4TE002Q 2E044A6005 03 JDM Subaru Impreza STi MT/AT 68HC16Y5 wrx02 192kb
A4TF810F 200 A4TF810F 3E14486006 05 USDM Subaru Impreza WRX MT 68HC16Y5 wrx04 192kb
32BITBASE USDM Subaru Impreza STi MT 512kb SH7055 sti04
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.
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.
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.
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. 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.
This is the change in target boost based on coolant temperature.
This is the change in target boost based on coolant temperature.
Active 1st Gear Compensation
Change in target boost in 1st gear at vehicle speeds below the 'Target Boost Compensation (1st Gear) Speed Disable' value.
Disable Compensation Above
Vehicle speed at which the 'Target Boost Compensation (1st Gear)' is disabled.
This is the change in target boost based on intake temperature.
This is the change in target boost based on intake temperature.
This is the change in boost targets based on atmospheric pressure.
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).
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).
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).
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).
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.
Fuel cut will be activated when actual boost exceeds the corresponding threshold in this table.
DisableRe-Enable
Boost control is disabled (wastegate duty is set to zero) when the ignition advance multiplier (IAM) drops below the first value. Boost control is enabled when the IAM is equal to or greater than the second value (this is only applicable if boost has already been disabled previously). Additionally, boost control will not be disabled unless the current applied fine knock correction is less than the threshold determined by the 'Boost Control Disable (Fine Correction)' table.
Disable Below
Boost control is disabled (wastegate duty is set to zero) when the current fine knock correction is less than the value in this table for the delay period determined by the 'Boost Control Disable Delay (Fine Correction)' table and if the IAM drops below the first value in the 'Boost Control Disable (IAM)' table.
Period of Fine Knock Correction Continuously Below Threshold Before Boost Control Disable
This is the delay period that must be met where if the current fine knock correction is continuously less than the value designated by the 'Boost Control Disable (Fine Correction)' table and the IAM drops below the first value in the 'Boost Control Disable (IAM)' table, then boost control will be disabled (wastegate duty is set to zero).
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.
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.
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.
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. 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 maximum values for wastegate duty. Wastegate compensation tables also are applied to these values.
These are the maximum values for wastegate duty. Wastegate compensation tables also are applied to these 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.
These are the alternative max 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 factory WGDC ramping logic which appears to temporarily freeze WGDC at 30.2%.
When enabled, this bypasses the 'Max Wastegate Duty Alternate' logic.
Maximum
This is the maximum limit for wastegate duty. Regardless of the values in the 'Max Wastegate Duty' table, wastegate duty will not exceed this value.
This is the change in wastegate duty based on intake temperature. This is applied to both the initial and max wastegate duty values.
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 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 coolant temperature. This is applied to both the initial and max wastegate 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 change in wastegate duty based on atmospheric pressure. 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 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.
Disable BelowEnable Above
These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table.
Disable BelowEnable Above
These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table.
Disable BelowEnable Above
These are the engine speed thresholds for active turbo dynamics correction. When engine speed is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When engine speed is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (Target Boost)' table.
Disable 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 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 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 target boost thresholds for active turbo dynamics correction. When target boost is less than or equal to the first value, turbo dynamics correction is disabled and both integral and proportional correction are set to zero. When target boost is greater than or equal to the second value, correction is enabled if the threshold is also exceeded in the 'TD Activation Thresholds (RPM)' table.
Integral Cumulative MinimumIntegral Cumulative Maximum
These are the minimum and maximum limits for turbo dynamics integral cumulative correction.
Active Below
This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Active Below
This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Active Below
This is the boost error threshold for active turbo dynamics integral negative correction. When boost error (target boost - actual boost) is greater than this table's value, turbo dynamics integral negative correction is disabled. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Active Above
This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Active Above
This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Active Above
This is the boost error threshold for active turbo dynamics integral positive correction. When boost error (target boost - actual boost) is less than this table's value, turbo dynamics integral positive correction is disabled. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Wastegate Duty)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
Enable Above
This is the wastegate duty threshold for active turbo dynamics integral positive correction. When current wastegate duty is less than this table's value, turbo dynamics integral positive correction is disabled. When current wastegate duty is greater than or equal to this value, turbo dynamics integral positive correction is enabled but only if the thresholds are also met in the 'TD Integral Positive Activation (Boost Error)' table. In addition, turbo dynamics correction must already be active as determined by the 'TD Activation Threshold' tables.
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.
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)
This is the scaling for the manifold pressure sensor. The multiplier is applied to manifold pressure sensor voltage and the offset is added to the result to determine manifold absolute pressure.
High Input CEL AboveLow Input CEL Below
When manifold pressure sensor voltage is greater than or equal to the first value or less than the second value, over a specific period of time, a CEL will be triggered. The time delay is determined by the 'Manifold Pressure Sensor CEL Delay' table.
High InputLow Input
This is the period of time for which the manifold pressure sensor voltage must exceed the threshold as specified by the 'Manifold Pressure Sensor Limits (CEL)' table in order for a CEL to be triggered.
This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This 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.
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 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 greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) is greater than or equal to the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. 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 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) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. 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) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid.
This fuel map is used in open loop when the ignition advance multiplier (IAM) drops below the threshold specified by the 'Primary Open Loop Fuel Map Switch (IAM)' table. Because there is no feedback in open loop, the actual AFR may differ from the values presented in this table. In addition, the ECU applies a long-term correction (A/F Learning) to open loop fueling from patterns it recognizes in closed loop fueling. Other compensations and minimum enrichment factors exist as well. Because the underlying values of this table are enrichment offsets relative to stoichiometric, AFRs leaner than 14.7, as presented, are not valid. 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.
Below
The ECU will begin using the 'Open Loop Fueling (Failsafe)' map when the ignition advance multiplier falls below this value.
Richer than
This is the minimum enrichment (leanest estimated AFR) for active primary open loop fueling. This threshold is compared to the enrichment as determined by the 'Primary Open Loop Fueling' table which is compensated by the 'Primary Open Loop Fueling Compensation (Timing Compensation)' table.
This is the minimum enrichment (effective AFR lean limit) for primary open loop fueling based on throttle position. This minimum enrichment is applied if primary open loop fueling is active as previously determined by the 'Minimum Active Primary Open Loop Enrichment' threshold. It is also applied before compensation is applied by the 'Primary Open Loop Fueling Compensation (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 scaling for the front oxygen sensor.
This is the scaling for the front oxygen sensor.
Minimum
This is the rich limit for the front oxygen sensor. Regardless of the scaling of the front oxygen sensor, it will not read richer than this value.
This is the compensation of the front oxygen sensor at different atmospheric pressures. Calculate the compensation as follows: ((Front O2 AFR - 14.7) x Compensation Value) + 14.7. Regardless of compensation, AFR will still be limited on the rich side by the 'Front Oxygen Sensor Rich Limit' table and limited to an AFR of 29.4 on the lean side.
This is the 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 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 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 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 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 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 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. 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.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.
Above
When coolant temp is greater than or equal to this value, the 'CL Fueling Target Compensation (ECT)' is no longer applied.
A1A2A3B1B2B3C1C2C3
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.
Primary
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.
SI-DRIVE Intelligent Mode if Non-Zero
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.
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.
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.
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 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 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.
Hysteresis Below 'CL to OL Transition with Delay Throttle' Map Value
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).
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 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 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 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.
Hysteresis Below 'CL to OL Transition with Delay (BPW)' Map Value
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)
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.
(Below) - Check Other CL Tables(Above) - Clear CL Delay
When the EGT is the same or greater than the second value, the closed loop Delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the EGT drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 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.
(Below) - Check Other CL Tables(Above) - Clear CL Delay
When vehicle speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When vehicle speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (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 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) - Check Other CL Tables (Above) - Clear CL Delay if Load Counter Threshold Exceeded
When the engine load is the same or greater than the second value, a counter value is incremented. If engine load remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Load Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine load drops below the first value, the engine load counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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.
Engine Load Counter Threshold
This is the delay in clearing the primary closed loop delay value if engine load is greater than or equal to the value determined by the 'CL Delay Maximum (Engine Load)' table.
1st*2nd*3rd*4th*5th\6th*
When engine speed is the same or greater than the second value (by gear), the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value (by gear), other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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*
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*
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.
(Below) - Check Other CL Tables(Above) - Clear CL Delay
This table is used when the current gear is not being determined by the ECU, such as neutral. When engine speed is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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.
(Above) - Clear CL Delay if Engine Speed Counter Threshold Exceeded
When engine speed is the same or greater than the second value, a counter value is incremented. If engine speed remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'CL Delay Engine Speed B Counter Threshold' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When engine speed drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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.
Engine Speed B Counter Threshold
This is the delay in clearing the primary closed loop delay value if engine speed is greater than or equal to the value determined by the 'CL Delay Maximum Engine Speed B' table.
(Above) - Clear CL Delay if Throttle Counter Threshold Exceeded
When the accelerator pedal opening % is the same or greater than the second value, a counter value is incremented. If the accelerator pedal opening % remains equal to greater than the second value, the counter will be continue to be incremented and if it exceeds the 'Closed Loop Delay (Accelerator Pedal)' value, the primary closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % drops below the first value, the counter value is set to zero and other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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.
Throttle A Counter Threshold
This is the delay in clearing the primary closed loop delay value if accelerator pedal opening % is greater than or equal to the value determined by the 'Closed Loop Accelerator Pedal' table.
When the accelerator pedal opening % is the same or greater than the second value, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When the accelerator pedal opening % below the first value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, depending on the delay value, the 'CL to OL Transition with Delay (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.
High Atmospheric Pressure Table AboveLow Atmospheric Pressure Table Below
If atmospheric pressure is equal to or exceeds the first value, then the 'CL Delay Maximum (Throttle) (Low Atmospheric Pressure)' table is used. If it is below the second value, the 'CL Delay Maximum (Throttle) (High Atmospheric Pressure)' table is used.
(Below) - Check Other CL Tables(Above) - Clear CL Delay
When throttle position is greater than or equal to the selected value in this table, the closed loop delay value is set to zero which can result in switching from closed loop to open loop depending on the current enrichment value as determined by the 'Open Loop Fueling' map. When throttle position is less than the selected value, other specific closed loop triggers are reviewed. If all these triggers are below their thresholds, then the closed loop delay is determined from the 'CL to OL Delay' table. In this case, assuming a non-zero delay value, the 'CL to OL Transition with Delay (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 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.
Injector latency (dead-time)
Injector latency (dead-time)
Injector Flow Constant
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 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.
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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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.
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.
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.
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.
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 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 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.
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.
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.
Active Above
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.
This is the change in 'Throttle Tip-in Enrichment' based on boost error (the difference between target boost and actual boost).
This is the change in 'Throttle Tip-in Enrichment' based on engine speed.
This is the change in 'Throttle Tip-in Enrichment' based on manifold pressure.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
Active Above
This is the minimum throttle tip-in for the 'Tip-in Enrichment D (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.
This is the change in 'Throttle Tip-in Enrichment' based on coolant temperature.
Active Above
This is the minimum throttle tip-in for the 'Tip-in Enrichment D (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.
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.
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.
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.
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.
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.
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 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). 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 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 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). 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 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). 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 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 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 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 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 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 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 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 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 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 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.
Offset
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.
MinimumMaximum
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.
These are the maximum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation.
These are the minimum limits for A/F Learning #1 and #2 referenced by coolant temperature. A/F Learning #1/#2 is the long-term correction applied to fueling based on feedback from the oxygen sensors during closed loop operation.
Max Range A / Min Range B Max Range B / Min Range C Max Range C / Min Range D
These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.
Max Range A / Min Range B Max Range B / Min Range C Max Range C / Min Range D
These are the airflow ranges in which the different long-term fuel trims are calculated in closed loop and applied to the same airflow ranges for both closed loop and open loop.
Maximum
This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table.
This is the maximum airflow that will be used by the ECU. Airflow will be capped at this limit regardless of the airflow values in the 'MAF Sensor Scaling' table.
This is the scaling for the mass airflow sensor.
This is the compensation of airflow based on intake temp.
This is the compensation of airflow based on intake temp.
This is the compensation of airflow based on intake temp.
Maximum
This is the maximum allowable engine load. Engine load will be capped at this limit regardless of actual engine load.
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.
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.
Maximum
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.
This is the compensation of engine load based on RPM and manifold pressure.
This is the compensation of engine load based on RPM and manifold pressure.
This is the compensation of engine load based on RPM and manifold pressure. 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 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 throttle opening.
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.
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.
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.
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.
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.
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.
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.
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.
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.
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 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 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 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 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.
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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 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 is the base timing in idle mode when the transmission is in neutral.
This is the base timing in idle mode when the transmission is in neutral.
This is the base timing in idle mode when the transmission is in neutral.
This is the base timing in idle mode when the transmission is in neutral.
This is the base timing in idle mode when the transmission is in neutral.
This is the base timing in idle mode when the transmission is in neutral.
Table Switching Threshold
This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables.
This is the minimum base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Minimum Vehicle Speed Enable' threshold.
Above
The 'Base Timing Idle Minimum' table is active when vehicle speed is greater than this value.
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 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 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 = ((KC advance primary max map value + KC advance final additive A) * IAM) + KC advance final additive B + feedback knock correction + fine learning knock correction.
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.
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 = ((KC advance primary max map value + KC advance final additive A) * IAM) + KC advance final additive B + feedback knock correction + fine learning knock correction.
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)'.
Disable BelowEnable AboveEnable BelowDisable Above
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.
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 (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.
Enable Above
The minimum load necessary in order for the 'Timing Compensation (IAT)' table to be active.
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').
Active Above
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.
Max KCA Based Additive to 'Timing Compensation B (IAT)'
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.
This is the change in total ignition timing based on coolant temperature.
This is the change in total ignition timing based on coolant temperature.
This is the change in total ignition timing based on coolant temperature.
This is the change in total ignition timing based on coolant temperature.
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 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 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 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. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
This is the change in total ignition timing per cylinder based on RPM and engine load. It is not currently known which table corresponds to which cylinder, however it is suspected that table A corresponds to cylinder #1. When logging 'ignition timing' only cylinder A is monitored.
Enable Above
The minimum load necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.
Enable Below
This is the maximum engine speed for which the 'Timing Compensation Per Cylinder' tables are active. Active per cylinder compensation is also dependent on the 'Timing Comp Minimum Load (Per Cylinder)' and 'Timing Comp Minimum Coolant Temp (Per Cylinder)' tables.
Enable Above
The minimum coolant temp necessary in order for the 'Timing Compensation Per Cylinder' tables to be active. Active per cylinder compensation is also dependent on the 'Timing Comp Maximum RPM (Per Cylinder)' and 'Timing Comp Minimum Engine Load (Per Cylinder)' tables.
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which feedback corrections can be made by the ECU. Feedback correction is the immediate negative correction to timing advance due to knock as determined by the knock sensor.
Disable 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.
This is the minimum engine load where feedback correction can be made by the ECU. Feedback correction is the immediate negative correction to advance due to knock as determined by the knock sensor.
Potential Change in Current Feedback Correction Per Knock 'Event'
The step value for each negative adjustment to current feedback correction.
The step value for each negative adjustment to current feedback correction.
Feedback Correction Limit
The limit for feedback correction.
Change in Negative Feedback Correction After Each 'No Knock' Delay
When feedback correction is negative and the knock signal is then clear, feedback correction does not immediately reset to zero. Instead, the negative correction is increased by the value in this table for each time period that passes with no knock as determined by the 'Feedback Correction Negative Advance Delay' table. Feedback correction will never be greater than zero.
'No Knock' Delay Period for Negative Feedback Correction Advance
When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero.
When feedback correction is negative, this is the delay period over which if the knock signal is clear, the negative feedback correction will be incremented by the value in the 'Feedback Correction Negative Advance Value' table. This process will continue as long as the knock signal remains clear and the delay periods are satisfied until feedback correction is zero.
Feedback Correction High RPM Carry-Over Compensation
If current feedback correction is non-zero as engine speed passes the last value in the 'Feedback Correction Range (RPM)' table, that feedback correction value continues to be applied even though engine speed is above the feedback correction disable RPM. The multiplier in this table determines the portion of that value that is applied. When engine speed drops back below the enable range, normal feedback correction activity will resume.
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.
Disable BelowEnable Above
This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.
Enable BelowDisable Above
This is the engine speed range in which changes to the fine learning knock correction table in RAM can be potentially made by the ECU. Changes are based on knock or the relative lack of knock as determined by the knock sensor. In addition, other requirements must be met before changes can be made.
Disable BelowEnable AboveEnable 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.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5 Max Range 5 / Min Range 6 Max Range 6 / Min Range 7
These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5 Max Range 5 / Min Range 6 Max Range 6 / Min Range 7 Max Range 7 / Min Range 8
These are the engine speed ranges that make up the fine learning correction table stored in RAM. These rpm ranges, as well as the load ranges specified by the 'Fine Correction Columns (Load)' table, determine how each fine correction value is stored as well as applied.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5
These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied.
Max Range 1 / Min Range 2 Max Range 2 / Min Range 3 Max Range 3 / Min Range 4 Max Range 4 / Min Range 5 Max Range 5 / Min Range 6 Max Range 6 / Min Range 7 Max Range 7 / Min Range 8
These are the engine load ranges that make up the fine learning correction table stored in RAM. These load ranges, as well as the rpm ranges specified by the 'Fine Correction Rows (RPM)' table, determine how each fine correction value is stored as well as applied.
Potential Change in Fine Correction Stored Value Per Knock 'Event'
The step value for each individual negative adjustment to the fine correction learning table in RAM.
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 step value for each individual negative adjustment to the fine correction learning table in RAM.
Fine Correction Stored Value Negative Limit
The limit for each negative fine correction learning stored value.
Potential Change in Fine Correction Stored Value After Each 'No Knock' Delay
The step value for each individual positive adjustment to the fine correction learning table.
Fine Correction Stored Value Positive Limit
The limit for each positive fine correction learning stored value.
'No Knock' Delay Period for Positive Change to Fine Correction Stored Value
This is the required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the fine correction learning table can be made.
Disable BelowEnable AboveEnable BelowDisable Above
This is the engine speed range in which changes to the ignition advance multiplier (IAM) can potentially be made by the ecu. When this and other specific requirements are met, the IAM is decreased when knock is encountered, as determined by the knock sensor, or the IAM is increased with the lack of knock over a specific period of time as determined by the 'Rough Correction Learning Delay (Increasing)' table. The enable range in the 'Rough Correction Range (Load)' table must also be satisfied for potential rough correction learning.
Disable 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.
Enable 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.
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 required minimum period of time with no knock, as determined by the knock sensor, before a potential positive adjustment to the ignition advance multiplier (IAM) can be made when the IAM is being re-evaluated.
Post-Reset or Active Rough Correction Initial Reset Value
This is the initial value for the ignition advance multiplier (IAM). The IAM is set to this value after an ECU reset and at the beginning of a rough correction learning session where the IAM would be re-evaluated.
Initial IAM Step Value for Active Rough Correction
This is the initial change in the ignition advance multiplier (IAM) when re-evaluation of the IAM begins during a rough correction learning session. When this starts, the IAM is reset to the 'Advance Multiplier (Initial)' value and the step value is added to or subtracted from this value depending on knock. The step value is reduced by half when, during this session, the IAM changes from increasing to decreasing, or vice versa. When the step value is 0, or the IAM hits 0 or 1.0 for a period of time, the IAM re-evaluation ends. This how the ECU determines that the IAM has settled on the appropriate value.
This map selects the degree of intake cam advance for the variable valve timing system.
This map selects the degree of intake cam advance for the variable valve timing system.
This map selects the degree of intake cam advance for the variable valve timing system.
This map selects the degree of intake cam advance for the variable valve timing system 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 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 Exhaust Cam Retard for the variable valve timing system.
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 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 table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed. This value is used to determine the target throttle plate angle as determined by the 'Target Throttle Plate Position (Requested Torque)' table.
This table determines the driver requested torque based on the accelerator pedal angle and engine speed 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 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 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 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 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.
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.
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.
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 target throttle plate opening.
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 target throttle plate opening.
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 target throttle plate opening.
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 target throttle plate opening.
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 target from the 'Requested Torque (Accelerator Pedal)' table 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 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.
On AboveOff Below
These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed.
Off BelowOn Above
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.
Off BelowOn Above
These are the engine speeds at which the rev limiter is engaged and disengaged. When engine speed is equal to or exceeds the 'On' value, fuel cut is active, after which, if engine speed drops below the 'Off' value, fueling is resumed.
Below
After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value.
Below
After the rev limiter is engaged and engine speed drops below the 'Off' RPM, fueling will not resume until manifold pressure drops below this table's value.
On Above
The speed limiter is engaged when vehicle speed is greater than this value.
Off Below
The speed limiter is disengaged when vehicle speed is equal to or drops below this value after already engaging the limiter.
None BelowHigh AboveHigher AboveHighest Above
The vehicle speed at which throttle is reduced.
On Above (AT)On Above (MT)Off Below (AT)Off Below (MT)
The vehicle speeds at which the speed limiter is engaged or disengaged which varies by transmission type.
None 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.
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.
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.
Offset (psi)Multiplier (psi/v)
This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ECU.
M0 max(-)M1 minM0 max(+)M1 max|M2 min
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 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 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 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 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 min(-)M0 max(+)|M1 min(+)|M1 max(-)M1 min(-)M1 max|M2 minM2 max(-)|M3 dec(-)M2 max(+)|M3 min
These are thresholds based on vehicle speed which, along with the mode specified by the coolant temp threshold table, are involved in determining radiator fan control. Radiator fan modes for vehicle speed range from 0 to 3. Current mode thresholds are dependent on whether the vehicle speed is increasing or decreasing. Generally, as the coolant temp mode is higher and the vehicle speed mode is lower, the more likely the radiator fan(s) will come on. Whether the A/C is on or not also impacts the fan control. Other undefined thresholds may also change the behavior of the system.
Offset (psi)Multiplier (psi/v)
This is the scaling for the atmospheric pressure sensor. The multiplier is applied to atmospheric pressure sensor voltage and the offset is added to the result. The atmospheric pressure sensor is located inside the ECU.
Min 1st Gear / Max 2nd Gear Min 2nd Gear / Max 3rd Gear Min 3rd Gear / Max 4th Gear Min 4th Gear / Max 5th Gear Min 5th Gear / Max 6th Gear
The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios have changed from the original factory set-up.
Min 1st Gear / Max 2nd Gear Min 2nd Gear / Max 3rd Gear Min 3rd Gear / Max 4th Gear Min 4th Gear / Max 5th Gear Min 5th Gear / Max 6th Gear
The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for 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 Gear Min 2nd Gear / Max 3rd Gear Min 3rd Gear / Max 4th Gear Min 4th Gear / Max 5th Gear Min 5th Gear / Max 6th Gear
The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios have changed from the original factory set-up.
Min 1st Gear / Max 2nd Gear Min 2nd Gear / Max 3rd Gear Min 3rd Gear / Max 4th Gear Min 4th Gear / Max 5th Gear Min 5th Gear / Max 6th Gear
The ECU estimates the current gear based on rpm and vehicle speed and these are the thresholds for that determination. These should not be modified unless the transmission gear ratios have changed from the original factory set-up.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures.
Idle speed target at different coolant temperatures. 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.
Off-road and racing use only. Must NEVER be enabled on vehicles that will be driven on public roads.
PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. Off-road use only.
PASS CODE (NO DTC DETECTED). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST AVCS SYSTEM 1 RANGE/PERFORMANCE. 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 - TIMING OVER-ADVANCED OR SYSTEM PERFORMANCE (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.
MASS AIR FLOW CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
MASS AIR FLOW CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTAKE AIR TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE COOLANT TEMPERATURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE COOLANT TEMPERATURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE POSITION SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INSUFFICIENT COOLANT TEMPERATURE FOR CLOSED LOOP FUEL CONTROL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INSUFFICIENT COOLANT TEMPERATURE FOR STABLE OPERATION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLANT THERMOSTAT (COOLANT TEMPERATURE BELOW THERMOSTAT REGULATING TEMPERATURE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN (A/F) SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT OXYGEN SENSOR CIRCUIT SLOW RESPONSE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT NO ACTIVITY DETECTED (BANK 1 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 1 SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
REAR O2 CIRCUIT NO ACTIVITY DETECTED (BANK 1, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT LOW VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT SLOW RESPONSE BANK 1 SENSOR 3. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT LOW VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT HIGH VOLTAGE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT OPEN BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT LOW VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT HIGH VOLTAGE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT SLOW RESPONSE BANK 2 SENSOR 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 CIRCUIT NO ACTIVITY DETECTED (BANK 2, SENSOR 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO LEAN (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO RICH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO LEAN (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM TOO RICH (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TEMPERATURE SENSOR 'A' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
OIL TEMPERATURE SENSOR CIRCUIT RANGE/PERFORMANCE PROBLEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
OIL TEMPERATURE SENSOR CIRCUIT MALFUNCTION HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/SWITCH 'B' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL PUMP PRIMARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
WASTEGATE SOLENOID 'A' HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 1 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 2 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 3 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 4 INJECTOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 1 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 2 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 3 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 4 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 5 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CYLINDER 6 MISFIRE DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 1 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 1 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 2 CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
KNOCK SENSOR 2 CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRANKSHAFT POSITION SENSOR 'A' CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRANKSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT RANGE/PERFORMANCE (BANK 1 OR SINGLE SENSOR). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'A' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
IGNITION COIL PRIMARY/SECONDARY CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
CAMSHAFT POSITION SENSOR 'B' CIRCUIT (BANK 2). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS RECIRCULATION FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION INCORRECT UPSTREAM FLOW DETECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SWITCHING VALVE A CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SWITCHING VALVE B CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM RELAY A CONTROL CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CATALYST SYSTEM EFFICIENCY BELOW THRESHOLD (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION SYSTEM INCORRECT PURGE FLOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT OPEN. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM VENT CONTROL CIRCUIT SHORTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PRESSURE SENSOR HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (VERY SMALL LEAK). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM LEAK DETECTED (FUEL CAP LOOSE/OFF). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION CONTROL SYSTEM PURGE CONTROL VALVE CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL LEVEL SENSOR CIRCUIT INTERMITTENT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN RATIONALITY CHECK. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR A. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VEHICLE SPEED SENSOR INTERMITTENT/ERRATIC/HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM RPM LOWER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM RPM HIGHER THAN EXPECTED. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
STARTER REQUEST CIRCUIT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
IDLE CONTROL SYSTEM MALFUNCTION (FAIL-SAFE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR CIRCUIT LOW (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR CIRCUIT HIGH (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ALTERNATOR CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ALTERNATOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CRUISE CONTROL SET SIGNAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SERIAL COMMUNICATION LINK. To disable this DTC, make sure the box above is unchecked. Off-road use only.
POWERTRAIN CONTROL MODULE PROGRAMMING ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.
INTERNAL CONTROL MODULE READ ONLY MEMORY (ROM) ERROR. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CONTROL MODULE PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE ACTUATOR CONTROL RANGE/PERFORMANCE (BANK 1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN 1 CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
COOLING FAN 1 CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TRANSMISSION CONTROL SYSTEM (MIL REQUEST). To disable this DTC, make sure the box above is unchecked. Off-road use only.
BRAKE SWITCH INPUT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TRANSMISSION RANGE SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATF TEMP SENSOR CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER TURBINE SPEED SIGNAL CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT VEHICLE SPEED SENSOR CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ENGINE SPEED INPUT CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 1 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 2 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 3 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
GEAR 4 INCORRECT RATIO. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER CLUTCH CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TORQUE CONVERTER CLUTCH SYSTEM (LOCK-UP DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PRESSURE CONTROL SOLENOID (LINE PRESSURE DUTY SOL.) ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SHIFT SOLENOID A ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SHIFT SOLENOID B ELECTRICAL. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT LOW CLUTCH TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT 2-4 BRAKE PRESSURE SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
AT 2-4 BRAKE TIMING SOLENOID VALVE CIRCUIT MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL SWITCH INPUT CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
NEUTRAL SWITCH INPUT CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT RANGE/PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TCM COMMUNICATION CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VVL SYSTEMS 1 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
VVL SYSTEMS 2 PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 2 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE POSITION SENSOR 1 CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 1 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 1 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 2 (VALVE OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SYSTEM 2 (VALVE CLOSE). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 1 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
TUMBLE GENERATED VALVE SIGNAL 2 CIRCUIT MALFUNCTION (SHORT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (LOW INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
ATMOSPHERIC PRESSURE SENSOR CIRCUIT MALFUNCTION (HIGH INPUT). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
FRONT O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) (BANK1 SENSOR1). To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT RANGE/PERFORMANCE (LOW) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
O2 SENSOR CIRCUIT RANGE/PERFORMANCE (HIGH) BANK 2 SENSOR 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
ABNORMAL RETURN SPRING. To disable this DTC, make sure the box above is unchecked. Off-road use only.
PCV SYSTEM CIRCUIT (OPEN). To disable this DTC, make sure the box above is unchecked. Off-road use only.
MISFIRE DETECTED (HIGH TEMPERATURE EXHAUST GAS). To disable this DTC, make sure the box above is unchecked. Off-road use only.
EXHAUST GAS TEMPERATURE SENSOR MALFUNCTION. To disable this DTC, make sure the box above is unchecked. Off-road use only.
FUEL TANK PRESSURE CONTROL SOLENOID VALVE CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
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.
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.
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.
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/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'E' CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'A'/'B' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only.
THROTTLE/PEDAL POSITION SENSOR/ SWITCH 'D'/'E' VOLTAGE RATIONALITY. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT RANGE/ PERFORMANCE. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT LOW INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
BAROMETRIC PRESSURE CIRCUIT HIGH INPUT. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
EVAPORATIVE EMISSION SYSTEM SWITCHING VALVE CONTROL CIRCUIT HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT RANGE/PERFORMANCE BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT LOW BANK. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM AIR FLOW/PRESSURE SENSOR CIRCUIT HIGH BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK OPEN BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM SWITCHING VALVE STUCK CLOSED BANK 2. To disable this DTC, make sure the box above is unchecked. Off-road use only.
SECONDARY AIR INJECTION SYSTEM PUMP STUCK ON BANK 1. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CHARGING SYSTEM VOLTAGE LOW. To disable this DTC, make sure the box above is unchecked. Off-road use only.
CHARGING SYSTEM VOLTAGE HIGH. To disable this DTC, make sure the box above is unchecked. Off-road use only.
A2ZJ500J 2000 A2ZJ500J 2E12495106 04 USDM Subaru Impreza STi MT SH7055 sti04 512kb
A2ZJ700J 2000 A2ZJ700J 2E12495206 04 USDM Subaru Impreza STi MT SH7055 sti04 512kb
A2ZJ710J 2000 A2ZJ710J 2E12495306 04 USDM Subaru Impreza STi MT SH7055 sti04 512kb
A2ZJ201D 2000 A2ZJ201D 3112405106 04 USDM Subaru Forester XT AT SH7055 sti04 512kb
A2ZJ500I 2000 A2ZJ500I 3112485106 04 USDM Subaru Forester XT MT SH7055 sti04 512kb
A2ZJ512I 2000 A2ZJ512I 3112485406 04 USDM Subaru Forester XT MT SH7055 sti04 512kb
A2ZJB10J 2000 A2ZJB10J 3D12594006 05 USDM Subaru Impreza STi MT SH7058 sti05 1024kb
A2ZJB11J 2000 A2ZJB11J 3D12594106 05 USDM Subaru Impreza STi MT SH7058 sti05 1024kb
A2WC500C 2000 A2WC500C 2F12505106 05 USDM Subaru Legacy GT AT SH7058 sti05 1024kb
A2WC500N 2000 A2WC500N 2F12785106 05 USDM Subaru Legacy GT MT SH7058 sti05 1024kb
A2WC510C 2000 A2WC510C 2F12505206 05 USDM Subaru Legacy GT AT SH7058 sti05 1024kb
A2WC510N 2000 A2WC510N 2F12785206 05 USDM Subaru Legacy GT MT SH7058 sti05 1024kb
A2WC510S 2000 A2WC510S 2F12795206 05 USDM Subaru Outback XT MT SH7058 sti05 1024kb A2WC511N 2000 A2WC511N 2F12785306 05 USDM Subaru Legacy GT MT SH7058 sti05 1024kb A2WC521C 2000 A2WC521C 2F12505506 05 USDM Subaru Legacy GT AT SH7058 sti05 1024kb
A2WC521N 2000 A2WC521N 2F12785506 05 USDM Subaru Legacy GT MT SH7058 sti05 1024kb
A2WC522N 2000 A2WC522N 2F12785606 05 USDM Subaru Legacy GT MT SH7058 sti05 1024kb A2WC511R 2000 A2WC511R 2F12515306 05 USDM Subaru Outback XT AT SH7058 sti05 1024kb A2WC521R 2000 A2WC521R 2F12515506 05 USDM Subaru Outback XT AT SH7058 sti05 1024kb A2WC400I 2000 A2WC400I 3B12584006 05 USDM Subaru Forester XT MT SH7058 sti05 1024kb
A2WC410I 2000 A2WC410I 3B12584106 05 USDM Subaru Forester XT MT SH7058 sti05 1024kb
A2WC411I 2000 A2WC411I 3B12584206 05 USDM Subaru Forester XT MT SH7058 sti05 1024kb A2WC410D 2000 A2WC410D 3B12504106 05 USDM Subaru Forester XT AT SH7058 sti05 1024kb
A2WC500L 2000 A2WC500L 3F12484106 05 USDM Subaru Baja Turbo MT SH7058 sti05 1024kb
A2WC501L 2000 A2WC501L 3F12484206 05 USDM Subaru Baja Turbo MT SH7058 sti05 1024kb A2ZJE11J 2000 A2ZJE11J 4312594006 06 USDM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DH200X 2000 A8DH200X 4312584006 06 USDM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DH201X 2000 A8DH201X 4312584106 06 USDM Subaru Impreza WRX MT SH7058 sti05 1024kb A8DH200W 2000 A8DH200W 4312504006 06 USDM Subaru Impreza WRX AT SH7058 sti05 1024kb
A8DK100X 2000 A8DK100X 4D12584006 07 USDM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DK100W 2000 A8DK100W 4D12504006 07 USDM Subaru Impreza WRX AT SH7058 sti05 1024kb
A2WF200N 2000 A2WF200N 4512783106 06 USDM Subaru Legacy GT MT SH7058 sti05 1024kb
A2WF200S 2000 A2WF200S 4512793106 06 USDM Subaru Outback XT MT SH7058 sti05 1024kb A2WF200C 2000 A2WF200C 4512503106 06 USDM Subaru Legacy GT AT SH7058 sti05 1024kb
A2WF200R 2000 A2WF200R 4512513106 06 USDM Subaru Outback XT AT SH7058 sti05 1024kb
A8DH100I 2000 A8DH100I 4212585006 06 USDM Subaru Forester XT MT SH7058 sti05 1024kb
A8DH101D 2000 A8DH101D 4212505106 06 USDM Subaru Forester XT AT SH7058 sti05 1024kb
A2UG000J 2000 A2UG000J 4D12784006 07 USDM Subaru Impreza STi MT SH7058 sti05 1024kb
A2UJ000J 2000 A2UJ000J 4D12784206 07 USDM Subaru Impreza STi MT SH7058 sti05 1024kb
A2ZJ500F 2000 A2ZJ500F 3144504006 04 EDM Subaru Forester XT MT/AT SH7055 sti04 512kb
A2WC401F 2000 A2WC401F 3B42584006 04 EDM Subaru Forester XT MT SH7055 sti04 512kb
A2WC420F 2000 A2WC420F 3B42584116 04 EDM Subaru Forester XT MT SH7055 sti04 512kb
A2ZJA10P 2000 A2ZJA10P 3B44503116 05 EDM Subaru Forester XT MT/AT SH7055 sti04 512kb
A8DH100P 2000 A8DH100P 4242504106 06 EDM Subaru Forester XT AT SH7058 sti05 1024kb
A8DH100F 2000 A8DH100F 4242584106 06 EDM Subaru Forester XT MT SH7058 sti05 1024kb
A8DH200Z 2000 A8DH200Z 4342594006 06 EDM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DG300Z CC176 A8DG300Z 4342592006 06 EDM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DH200Y 2000 A8DH200Y 4342584006 06 EDM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DK100Z 2000 A8DK100Z 4D42594006 07 EDM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DK100Y 2000 A8DK100Y 4D42584006 07 EDM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DK100K 2000 A8DK100K 4D425A6006 07 EDM Subaru Impreza WRX MT SH7058 sti05 1024kb A2ZJ500M 2000 A2ZJ500M 3152584006 04 ADM Subaru Forester XT MT SH7055 sti04 512kb
A2ZJ500H 2000 A2ZJ500H 3152504006 04 ADM Subaru Forester XT AT SH7055 sti04 512kb
A2WC400M 2000 A2WC400M 3B52583006 05 ADM Subaru Forester XT MT SH7055 sti04 512kb
A8DH100H 2000 A8DH100H 4252504106 06 ADM Subaru Forester XT AT SH7058 sti05 1024kb
A8DH100M 2000 A8DH100M 4252584106 06 ADM Subaru Forester XT MT SH7058 sti05 1024kb
A8DH200U 2000 A8DH200U 43A2584006 06 SADM Subaru Impreza WRX MT SH7058 sti05 1024kb A8DK100O 2000 A8DK100O 4D52584006 07 ADM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DK100L 2000 A8DK100L 4D525A6006 07 ADM Subaru Impreza WRX MT SH7058 sti05 1024kb A2ZJA00P 2000 A2ZJA00P 3B44503006 05 EDM Subaru Forester XT MT/AT SH7055 sti04 512kb
A2ZJ800G 2000 A2ZJ800G 2F54505006 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb
A2ZJD02G 2000 A2ZJD02G 2F54505406 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb
A2ZJD00G 2000 A2ZJD00G 2F54505206 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb A2WD001G 2000 A2WD001G 3C54504106 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb
A2WD010G 2000 A2WD010G 3C54504216 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb
A2WD010Y 2000 A2WD010Y 4F54507016 06 ADM Subaru Liberty GT AT SH7055 sti04 512kb A2WD010T 2000 A2WD010T 3C54784216 05 ADM Subaru Liberty GT MT SH7055 sti04 512kb
A2WD012T 2000 A2WD012T 3C54784316 05 ADM Subaru Liberty GT MT SH7055 sti04 512kb A2WD012G 2000 A2WD012G 3C54504316 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb A2ZJC00G 2000 A2ZJC00G 2F54505106 04 ADM Subaru Liberty GT AT SH7055 sti04 512kb
A2WD002T 2000 A2WD002T 3C54784206 05 ADM Subaru Liberty GT MT SH7055 sti04 512kb
A2WC420M 2000 A2WC420M 3B52583116 05 ADM Subaru Forester XT MT SH7055 sti04 512kb
A8DH200V 2000 A8DH200V 4352594006 06 ADM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DH200O 2000 A8DH200O 4352584006 06 ADM Subaru Impreza WRX MT SH7058 sti05 1024kb
A8DK100V 2000 A8DK100V 4D52594006 07 ADM Subaru Impreza STi MT SH7058 sti05 1024kb
A8DK100U 2000 A8DK100U 4DA2584006 07 SADM Subaru Impreza WRX MT SH7058 sti05 1024kb
A2WC000E 2000 A2WC000E 3B02594006 04 JDM Subaru Forester STi MT SH7055 sti04 512kb
A2WC012E 2000 A2WC012E 3B02594316 04-07 JDM Subaru Forester STi MT SH7055 sti04 512kb
A2ZJD00B 2000 A2ZJD00B 2F04785306 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb
A2ZJD02B 2000 A2ZJD02B 2F04785506 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb A2ZJD01A 2000 A2ZJD01A 2F04505506 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb
A2WD001A 2000 A2WD001A 3C04504106 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb
A2WD000A 2000 A2WD000A 3C04504006 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb A2WD012A 2000 A2WD012A 3C04504316 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb
A2WD010B 2000 A2WD010B 3C04784216 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb
A2WD010A 2000 A2WD010A 3C04504216 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb A2ZJ601A 2000 A2ZJ601A 2F04505106 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb
A2ZJ600B 2000 A2ZJ600B 2F04785006 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb
E2VH202C 2000 E2VH202C 4312087206 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb
E2VH102C 2000 E2VH102C 4312084006 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb
E2VH112C 2000 E2VH112C 4312087106 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb E2ZJ101G 2000 E2ZJ101G 3E12044006 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb
E2ZJ103G 2000 E2ZJ103G 3E12084006 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb E2ZJ111G 2000 E2ZJ111G 3E12044106 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb
E2ZJ113G 2000 E2ZJ113G 3E12084106 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb E2ZJ123G 2000 E2ZJ123G 3E12084206 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb E2UE102L 2000 E2UE102L 4D12084006 07 USDM Subaru Impreza 2.5i MT SH7058 sti05 1024kb
E2VG222B 2000 E2VG222B 4512187106 06 USDM Subaru Outback 2.5i MT/AT SH7058 sti05 1024kb
E2VG212E 2000 E2VG212E 4252187006 06 ADM Subaru Forester 2.5 MT/AT SH7058 sti05 1024kb
E2ZD308E 2000 E2ZD308E 2F04015206 04 JDM Subaru Legacy 2.0 MT/AT SH7055 sti04 512kb
E2ZD508C 2000 E2ZD508C 2F421A6106 04 EDM Subaru Outback 2.5i MT SH7055 sti04 512kb
D0XJ002B 2000 D0XJ002B 401A344206 06 USDM Subaru B9 Tribeca AT SH7058 sti05 1024kb
D0XJ001M 2000 D0XJ001M 455A384006 06 ADM Subaru Liberty 3.0R MT SH7058 sti05 1024kb
D2WD610H 2000 D2WD610H 3C5A387116 04 ADM Subaru Liberty 3.0R MT SH7055 sti04 512kb
D2ZU200A 2000 D2ZU200A 2F0A367306 04 JDM Subaru Legacy 3.0R SH7055 sti04 512kb
D0XJ001T 2000 D0XJ001T 455A344006 06 ADM Subaru Liberty 3.0R AT SH7058 sti05 1024kb
A2WC400H 2000 A2WC400H 3B52503006 05 ADM Subaru Forester XT AT SH7055 sti04 512kb
A2WC500K 2000 A2WC500K 3F12404106 05 USDM Subaru Baja Turbo AT SH7058 sti05 1024kb
A2WC510R 2000 A2WC510R 2F12515206 05 USDM Subaru Outback XT AT SH7058 sti05 1024kb A2WD012B 2000 A2WD012B 3C04784316 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb A2WD010Z 2000 A2WD010Z 4F54787016 06 ADM Subaru Liberty GT MT SH7055 sti04 512kb
A2WA20 2000 A2WA20 3B02593006 04 JDM Subaru Forester STi MT SH7055 sti04 512kb
A2ZJ500L 2000 A2ZJ500L 3712485006 04 USDM Subaru Baja Turbo MT SH7055 sti04 512kb
A2ZJ500K 2000 A2ZJ500K 3712405006 04 USDM Subaru Baja Turbo AT SH7055 sti04 512kb
A2WC013E 2000 A2WC013E 3B02594416 04-07 JDM Subaru Forester STi MT SH7055 sti04 512kb A2WC400D 2000 A2WC400D 3B12504006 05 USDM Subaru Forester XT AT SH7058 sti05 1024kb
A2WC522S 2000 A2WC522S 2F12795606 05 USDM Subaru Outback XT MT SH7058 sti05 1024kb A2WF101K 2000 A2WF101K 4812403106 06 USDM Subaru Baja Turbo AT SH7058 sti05 1024kb
A2ZJ800A 2000 A2ZJ800A 2F04505206 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb
A2ZJA00Q 2000 A2ZJA00Q 3BA4503006 05 SADM Subaru Forester XT MT/AT SH7055 sti04 512kb A2ZJD00A 2000 A2ZJD00A 2F04505406 04 JDM Subaru Legacy GT AT SH7055 sti04 512kb D2WD200A 2000 D2WD200A 3C0A383106 04 JDM Subaru Legacy 3.0R MT SH7055 sti04 512kb
E2UE101L 2000 E2UE101L 4D12044006 07 USDM Subaru Impreza 2.5i AT SH7058 sti05 1024kb
E2VH100C 2000 E2VH100C 431208A006 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb
E2ZJ121G 2000 E2ZJ121G 3E12044206 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb E2ZJ121H 2000 E2ZJ121H 3B12044206 05 USDM Subaru Forester 2.5 MT/AT SH7058 sti05 1024kb
D0XJ001R 2000 D0XJ001R 454A344006 06 EDM Subaru Legacy 3.0R AT SH7058 sti05 1024kb
A2UI001C 2000 A2UI001C 4B12525207 07 USDM Subaru Legacy GT AT SH7058 subarucan 1024kb
AZ1G201I 2004 AZ1G201I 5A12784107 08/09 USDM Subaru Impreza STi MT SH7058 subarucan 1024kb
AZ1E401A 2004 AZ1E401A 5112584107 08 USDM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1G201G 2004 AZ1G201G 5A42784107 08 EDM Subaru Impreza STi MT SH7058 subarucan 1024kb
A2UG000L 2000 A2UG000L 4B12785007 07 USDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
A2TB001L 2000 A2TB001L 5212785107 08 USDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
A2TB000L 2000 A2TB000L 5212785007 08 USDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
AZ1G202I 2004 AZ1G202I 6912783007 08/09 USDM Subaru Impreza STi MT SH7058 subarucan 1024kb AZ1G101R 2004 AZ1G101R 5C12504007 09 USDM Subaru Forester XT AT SH7058 subarucan 1024kb
AZ1G401V 2004 AZ1G401V 6612784007 09 USDM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1G300F 2004 AZ1G300F 5A04784107 08 JDM Subaru Impreza STi MT SH7058 subarucan 1024kb
AZ1E400C 2004 AZ1E400C 5152584007 08 ADM Subaru Impreza WRX MT SH7058 subarucan 1024kb
A2TB000N 2000 A2TB000N 52125A5007 08 USDM Subaru Legacy GT MT SH7058 subarucan 1024kb
A2TB001C 2000 A2TB001C 5212525107 08 USDM Subaru Legacy(Outback) GT(XT) AT SH7058 subarucan 1024kb
A2UG001G 2000 A2UG001G 4B52504107 08 ADM Subaru Liberty GT AT SH7058 subarucan 1024kb
A8DK100P 2000 A8DK100P 4E42504007 07 EDM Subaru Forester XT AT SH7058 subarucan 1024kb
A2UI000Z 2000 A2UI000Z 4B5258A007 08 ADM Subaru Liberty GT MT SH7058 subarucan 1024kb
A2UG002T 2000 A2UG002T 4B52584207 07 ADM Subaru Liberty GT MT SH7058 subarucan 1024kb
A2TB100A 2000 A2TB100A 5204504007 08 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A8DK100I 2000 A8DK100I 4E12584107 07/08 USDM Subaru Forester XT MT SH7058 subarucan 1024kb
A8DK100D 2000 A8DK100D 4E12504107 07 USDM Subaru Forester XT AT SH7058 subarucan 1024kb
A8DK100M 2000 A8DK100M 4E52584007 07 ADM Subaru Forester XT MT SH7058 subarucan 1024kb
EZ1D105C 2004 EZ1D105C 52121A7007 08 USDM Subaru Legacy 2.5i MT SH7058 subarucan 1024kb
DZ1G001F 2004 DZ1G001F 574B343107 09 EDM Subaru Tribeca AT SH7058 subarucan 1024kb
D2ZZ001E 2000 D2ZZ001E 3C4A354006 05 EDM Subaru Legacy 3.0R AT SH7055 sti04 512kb
AZ1G200J 2004 AZ1G200J 5AA2784007 08 SADM Subaru Impreza STi MT SH7058 subarucan 1024kb
A8DK100E 2000 A8DK100E 4EA2504007 07 SADM Subaru Forester XT AT SH7058 subarucan 1024kb
E2VH111C 2000 E2VH111C 4312047106 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb EZ1G107M 2004 EZ1G107M 5C52184007 09 ADM Subaru Forester 2.5 MT SH7058 subarucan 1024kb
E2TB102M 2000 E2TB102M 52521A4007 08 ADM Subaru Liberty 2.5i MT SH7058 subarucan 1024kb
EZ1E102H 2004 EZ1E102H 5112144007 08 USDM Subaru Impreza 2.5i AT SH7058 subarucan 1024kb
EZ1D302D 2004 EZ1D302D 5212167307 09 USDM Subaru Legacy 2.5i AT SH7058 subarucan 1024kb
EZ1D201D 2004 EZ1D201D 5212167107 08 USDM Subaru Legacy 2.5i AT SH7058 subarucan 1024kb
EZ1D302C 2004 EZ1D302C 52121A7307 09 USDM Subaru Legacy 2.5i MT SH7058 subarucan 1024kb
D2TC001P 2000 D2TC001P 621A356007 09 USDM Subaru Legacy 3.0R AT SH7058 subarucan 1024kb
AZ1H101W 2004 AZ1H101W 6304504007 08 JDM Subaru Impreza SGT AT SH7058 subarucan 1024kb
A2UI000A 2000 A2UI000A 4B04505207 07 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2TB100U 2000 A2TB100U 5104584007 08 JDM Subaru Impreza SGT MT SH7058 subarucan 1024kb
E2TB101Q 2000 E2TB101Q 5104144007 08 JDM Subaru Exiga 2.0i AT SH7058 subarucan 1024kb
A2PG420A 2000 A2PG420A 4B04535107 07 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2SB000A 2000 A2SB000A 6204504007 08 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2SB000Y 2000 A2SB000Y 6202504007 08 JDM Subaru Outback XT AT SH7058 subarucan 1024kb
A2TB001N 2000 A2TB001N 52125A5107 08/09 USDM Subaru Legacy(Outback) GT(XT) MT SH7058 subarucan 1024kb
A2TB100B 2000 A2TB100B 5204584007 07 JDM Subaru Legacy GT MT SH7058 subarucan 1024kb
A2TB100K 2000 A2TB100K 5204784007 07 JDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
A2TB100V 2000 A2TB100V 5104504007 08 JDM Subaru Impreza SGT AT SH7058 subarucan 1024kb
A2TB100Y 2000 A2TB100Y 520450C007 07 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2UG000B 2000 A2UG000B 4B04585007 06 JDM Subaru Legacy GT MT SH7058 subarucan 1024kb
A2UG000C 2000 A2UG000C 4B12525007 07 USDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2UG000N 2000 A2UG000N 4B125A5007 07 USDM Subaru Legacy GT MT SH7058 subarucan 1024kb A2UH000A 2000 A2UH000A 4B04505107 06 JDM Subaru Legacy GT AT SH7058 subarucan 1024kb
A2UI000K 2000 A2UI000K 4B04785207 07 JDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
A2UI000Y 2000 A2UI000Y 4B5250A007 08 ADM Subaru Liberty GT AT SH7058 subarucan 1024kb
A2UI001L 2000 A2UI001L 4B12785207 07 USDM Subaru Legacy GT spec.B MT SH7058 subarucan 1024kb
A2WC011E 2000 A2WC011E 3B02594216 04-07 JDM Subaru Forester STi MT SH7055 sti04 512kb A2WC400K 2000 A2WC400K 3F12404006 05 USDM Subaru Baja Turbo AT SH7058 sti05 1024kb
A2WC412D 2000 A2WC412D 3B12504306 05 USDM Subaru Forester XT AT SH7058 sti05 1024kb
A2WC412I 2000 A2WC412I 3B12584306 05 USDM Subaru Forester XT MT SH7058 sti05 1024kb
A2WC500R 2000 A2WC500R 2F12515106 05 USDM Subaru Outback XT AT SH7058 sti05 1024kb A2WC511C 2000 A2WC511C 2F12505306 05 USDM Subaru Legacy GT AT SH7058 sti05 1024kb A2WD001B 2000 A2WD001B 3C04784106 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb
A2WF100K 2000 A2WF100K 4812403006 06 USDM Subaru Baja Turbo AT SH7058 sti05 1024kb A2WF100L 2000 A2WF100L 4812483006 06 USDM Subaru Baja Turbo MT SH7058 sti05 1024kb
A2WF101L 2000 A2WF101L 4812483106 06 USDM Subaru Baja Turbo MT SH7058 sti05 1024kb A2ZJC00B 2000 A2ZJC00B 2F04785206 04 JDM Subaru Legacy GT MT SH7055 sti04 512kb
A8DH20 2000 A8DH20 434259A006 06 EDM Subaru Impreza STi MT SH7058 sti05 1024kb A8DH101I 2000 A8DH101I 4212585106 06 USDM Subaru Forester XT MT SH7058 sti05 1024kb A8DH202X 2000 A8DH202X 4312584206 06 USDM Subaru Impreza WRX MT SH7058 sti05 1024kb A8DK100F 2000 A8DK100F 4E42584007 07 EDM Subaru Forester XT MT SH7058 subarucan 1024kb
A8DK100H 2000 A8DK100H 4E52504007 07 ADM Subaru Forester XT AT SH7058 subarucan 1024kb
A8DK101X 2000 A8DK101X 4D12584106 07 USDM Subaru Impreza WRX MT SH7058 sti05 1024kb AE5F301D 2004 AE5F301D 5B525A4107 10 ADM Subaru Liberty GT MT SH7058 subarucan 1024kb
AZ1E400E 2004 AZ1E400E 51A2584007 08 SADM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1E400U 2004 AZ1E400U 5142584007 08 EDM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1E401B 2004 AZ1E401B 5112504107 08 USDM Subaru Impreza WRX AT SH7058 subarucan 1024kb
AZ1G101M 2004 AZ1G101M 5C42584007 09/10 EDM Subaru Forester XT MT SH7058 subarucan 1024kb
AZ1G101N 2004 AZ1G101N 5C42504007 09/10 EDM Subaru Forester XT AT SH7058 subarucan 1024kb
AZ1G105L 2004 AZ1G105L 5C04505207 09 JDM Subaru Forester XT AT SH7058 subarucan 1024kb
AZ1G202G 2004 AZ1G202G 5A42784207 08 EDM Subaru Impreza STi MT SH7058 subarucan 1024kb AZ1G301F 2004 AZ1G301F 5A04784207 08 JDM Subaru Impreza STi MT SH7058 subarucan 1024kb AZ1G400U 2004 AZ1G400U 6642584007 09 EDM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1G400W 2004 AZ1G400W 6652784007 09 ADM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1G500F 2004 AZ1G500F 6904784007 09 JDM Subaru Impreza STi MT SH7058 subarucan 1024kb
AZ1G502L 2004 AZ1G502L 6902744007 09 JDM Subaru Impreza STi AT SH7058 subarucan 1024kb
AZ1H102W 2004 AZ1H102W 6304504107 08 JDM Subaru Exiga 2.0GT AT SH7058 subarucan 1024kb D2TB201R 2000 D2TB201R 524A344007 08 EDM Subaru Legacy 3.0R AT SH7058 subarucan 1024kb
D2UG101B 2000 D2UG101B 4C1A344007 07 USDM Subaru B9 Tribeca AT SH7058 subarucan 1024kb
D2UH001M 2000 D2UH001M 4B5A384007 07 ADM Subaru Liberty 3.0R MT SH7058 subarucan 1024kb
D2UK001Q 2000 D2UK001Q 4B0A368007 07 JDM Subaru Legacy 3.0R AT SH7058 subarucan 1024kb
D2WD603H 2000 D2WD603H 3C5A384106 05 ADM Subaru Liberty 3.0R MT SH7055 sti04 512kb
D2WD604A 2000 D2WD604A 3C0A384206 05 JDM Subaru Legacy 3.0R MT SH7055 sti04 512kb DZ1E402B 2004 DZ1E402B 671B344007 09 USDM Subaru Tribeca AT SH7058 subarucan 1024kb
E2SB001K 2000 E2SB001K 6202154007 08 JDM Subaru Legacy 2.5i AT SH7058 subarucan 1024kb
E2TB011I 2000 E2TB011I 5312146007 08 USDM Subaru Forester 2.5 AT SH7058 subarucan 1024kb
E2UE101J 2000 E2UE101J 4E52144007 06/07 ADM Subaru Forester 2.5 AT SH7058 subarucan 1024kb
E2UE102J 2000 E2UE102J 4E52184007 06/07 ADM Subaru Forester 2.5 MT SH7058 subarucan 1024kb
E2UE202L 2000 E2UE202L 4D12084106 06 USDM Subaru Impreza 2.5i MT SH7058 sti05 1024kb
E2VG211D 2000 E2VG211D 4212047006 06 USDM Subaru Forester 2.5 MT/AT SH7058 sti05 1024kb E2VG221D 2000 E2VG221D 4212047106 07 USDM Subaru Forester 2.5 MT/AT SH7058 sti05 1024kb
E2VH101C 2000 E2VH101C 4312044006 06 USDM Subaru Impreza 2.5i MT/AT SH7058 sti05 1024kb E2WD500D 2000 E2WD500D 3C02057416 05 JDM Subaru Outback 2.5i AT SH7055 sti04 512kb
E2ZJ133G 2000 E2ZJ133G 3E12084306 05 USDM Subaru Impreza 2.5RS MT/AT SH7058 sti05 1024kb
EZ1D302B 2004 EZ1D302B 5222167307 09 USDM Subaru Legacy 2.5i AT SH7058 subarucan 1024kb
EZ1E102G 2004 EZ1E102G 5112184007 08 USDM Subaru Impreza 2.5i MT SH7058 subarucan 1024kb
EZ1E401G 2004 EZ1E401G 5112187007 08/09 USDM Subaru Impreza 2.5i MT SH7058 subarucan 1024kb EZ1G109K 2004 EZ1G109K 5C12187007 09 USDM Subaru Forester 2.5 MT SH7058 subarucan 1024kb
Z1G20000 2004 Z1G20000 5A4278A107 08/09 EDM Subaru Impreza STi MT SH7058 subarucan 1024kb AZ1G400X 2004 AZ1G400X 66A2784007 09 SADM Subaru Impreza WRX MT SH7058 subarucan 1024kb
AZ1G701I 2004 AZ1G701I 7212786007 10 USDM Subaru Impreza STi MT SH7058 subarucan 1024kb