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Subaru Accesstuner Factory Table Descriptions

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May 2021

Introduction

This document provides descriptions of each of the factory (OEM) tables available to tune in the current Accesstuner software. Not all tables are available for all vehicles due to differences in vehicle hardware and/or engine control unit (ECU) capabilities. Some tables are only available in the latest ECU version (strategy) for a given vehicle. For help with tables specific to the COBB Custom Features, please see the separate tuning guide(s) where applicable.

Glossary of Acronyms

    • A/F = Air/Fuel

    • AT = Automatic Transmission

    • AVCS = Subaru's Active Valve Control System (i.e. variable valve timing)

    • CL = Closed Loop fueling

    • CVT = Continuously Variable Transmission

    • DAM = Dynamic Advance Multiplier

    • DIT = Subaru's "Direct Injection Turbo" motor (14-18 FXT, 15+ WRX, 19+ Ascent)

    • EQ Ratio = Equivalence Ratio

    • ECU = Engine Control Unit

    • FXT = Forester XT model

    • LGT = Legacy GT model

    • MAF = Mass Airflow

    • MT = Manual Transmission

    • OL = Open Loop fueling

    • RPM = Revolutions Per Minute (referring to engine speed)

    • TGV = Tumble Generator Valve

    • TPS = Throttle Position Sensor (or more generically referring to throttle position)

    • VDC = Vehicle Dynamics Control

    • VSS = Vehicle Speed Sensor (or more generically referring to vehicle speed)

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A/F Correction #3 Limit (Max) -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limit (Max) A -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limit (Max) B -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limit (Min) -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limit (Min) A -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limit (Min) B -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Correction #3 Limits (Max/Min) -> These values are the minimum and maximum limits for A/F Correction #3, a rear oxygen sensor based longshort-term fueling correction . The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correctionto the closed loop fueling target.

A/F Learning #1 (Idle) Limit (Max) -> This value is the maximum limit for A/F Learning #1 Idle 1 and 2 long-term fuel trims.

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A/F Learning #3 Limit (Max) -> This is the maximum limit for A/F Learning #3, a rear oxygen sensor based long-term fueling correction. The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correction.

A/F Learning #3 Limit (Min) -> This is the minimum limit for A/F Learning #3, a rear oxygen sensor based long-term fueling correction. The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correction.

A/F Learning #3 Limits (Max/Min) -> These values are the minimum and maximum limits for A/F Learning #3, a rear oxygen sensor based long-term fueling correction. The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this correction.Air Bypass Valve (Closed to Open) Commanded (Target

Air Bypass Valve (Closed to Open) Commanded (Target Throttle < Threshold) -> When the final target throttle position is less than this table's value with the "Pre-Conditions" state active (see applicable table help descriptions), the bypass valve will be moved from a closed to open commanded state.

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AVCS Cam Advance Target Map Ratio (Barometric Multiplier) -> This is a multiplier that determines how two AVCS tables (Barometric Multiplier High tables and Barometric Multiplier Low tables) are blended to determine the final table value. The final table value will be determined as follows: (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)). For example, if the Barometric Multiplier is 1.0, then only the Barometric Multiplier High Table will be used. If the multiplier is zero, then only the Barometric Multiplier Low Table will be used. If the multiplier is between 0 and 1, then a blend of both tables will be used.

AVCS Exhaust Cam Retard Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) -> This is an adder to the exhaust cam AVCS TGVs Closed table when the Barometric Multiplier is low. The final adder is determined after applying the "AVCS Exhaust Cam Retard Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).AVCS Exhaust Cam Retard Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation -> This is compensation to the "AVCS Exhaust Cam Retard Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low)" table based on coolant temperature. This has the effect of determining the level (if any) of the adder that is applied to the table. An output value of -100% for this table effectively disables the adder.AVCS Exhaust Cam Retard Target (TGVs Closed) -> This is the exhaust cam retard target for AVCS when the TGVs are closed.

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AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) -> This is an adder to the exhaust cam AVCS target when the TGVs are closed and when the Barometric Multiplier is low. The final adder is determined after applying the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation -> This is compensation to the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low)" table based on coolant temperature. This has the effect of determining the level (if any) of the adder that is applied to the table. An output value of -100% for this table effectively disables the adder.

AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related)(TGVs Open) A (Barometric Multiplier High) -> This is an adder to the exhaust cam AVCS target when the TGVs are open, an "Aggressive Start" state is NOT active and when the Barometric Multiplier is high. The final adder is determined after applying the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

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AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related)(TGVs Open) B (Aggressive Start 1)(Barometric Multiplier Low) -> This is an adder to the exhaust cam AVCS target when the TGVs are open, an "Aggressive Start 1" state is active and when the Barometric Multiplier is low."Aggressive Start" conditions occur when a high and/or rapid accelerator input is used (with other conditions) and will generally persist through the run until accelerator position is no longer high. You can track when "Aggressive Start 1" is active (which corresponds to this table's switching) via the "Aggressive Start 1 Active" monitor. The final adder is determined after applying the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

AVCS Intake Cam Advance Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) -> This is an adder to the intake cam AVCS TGVs Closed table when the Barometric Multiplier is low. The final adder is determined after applying the "AVCS Intake Cam Advance Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).AVCS Intake Cam Advance Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation -> This is compensation to the "AVCS Intake Cam Advance Table Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low)" table based on coolant temperature. This has the effect of determining the level (if any) of the adder that is applied to the table. An output value of -100% for this table effectively disables the adder.AVCS Intake Cam Advance Target -> This is the intake cam advance target for AVCS.

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AVCS Intake Cam Advance Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) -> This is an adder to the intake cam AVCS target when the TGVs are closed and when the Barometric Multiplier is low. The final adder is determined after applying the "AVCS Intake Cam Advance Target Adder (Coolant Temp Related) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

AVCS Intake Cam Advance Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low) Activation -> This is compensation to the "AVCS Intake Cam Advance Target Adder (Coolant Temp Related)(TGVs Closed)(Barometric Multiplier Low)" table based on coolant temperature. This has the effect of determining the level (if any) of the adder that is applied to the table. An output value of -100% for this table effectively disables the adder.

AVCS Intake Cam Advance Target Adder (Coolant Temp Related)(TGVs Open) A (Barometric Multiplier High) -> This is an adder to the intake cam AVCS target when the TGVs are open, an "Aggressive Start" state is NOT active and when the Barometric Multiplier is high. The final adder is determined after applying the "AVCS Intake Cam Advance Target Adder (Coolant Temp Related) Activation" table. The Barometric Multiplier is determined by the "AVCS Cam Advance Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

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Boost Control Activation Min. Requested Torque -> This determines the minimum requested torque necessary for boost control activation (i.e. where ECU actively manipulates changes wastegate position to hit boost target). The corresponding compensation tables are applied to determine the final minimum requested torque threshold.

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Closed Loop Fueling Target Base (Main) Lean Limit and CFF Transfer Modify A (Coolant Temp) -> This manipulates modifies how the final closed loop fuel target is applied to the commanded fuel final (the final target used in the IPW calculation) and can also have an effect of limiting the closed loop fueling target (on the lean side). As an example, if the closed loop fuel target, from the "Closed Loop Fuel Target Base (Main)" tables and other compensations, is 12:1 AFR and this table is 2.000 (AFR adder), then the commanded fuel final (CFF) in closed loop will be (12 + 2.000 = 14:1 AFR, assuming no other CFF compensations). The final closed loop target would still be 12:1 AFR in this case. Furthermore, this table can also limit the final closed loop target on the lean side. This lean limit is calculated as 14.7:1 AFR - AFR adder (or 1 lambda - lambda adder for non-standard units). As another example, if this table is 3.000 (AFR adder), the lean limit will be (14.7 - 3.000 = 11.7:1 AFR). If the closed loop fuel target (from "Base (Main)" table and other compensations) is 12:1 AFR, the final closed loop fuel target would be 11.7:1 AFR (because the lean limit is in effect). The commanded fuel final (CFF) in closed loop would be (11.7 + 3.000 = 14.7:1 AFR, assuming no other CFF compensations). WARNING: The manipulation modification of the transfer of the final closed loop fuel target to the commanded fuel final target by this table can cause more positive fuel trims (i.e. lean condition) in closed loop when this table is greater than zero (or more negative fuel trims when the table is less than zero). Care should be taken when tuning this table, especially where it would be active at higher loads in closed loop.

Closed Loop Fueling Target Base (Main) Lean Limit and CFF Transfer Modify B (Coolant Temp) -> This manipulates modifies how the final closed loop fuel target is applied to the commanded fuel final (the final target used in the IPW calculation) and can also have an effect of limiting the closed loop fueling target (on the lean side). As an example, if the closed loop fuel target, from the "Closed Loop Fuel Target Base (Main)" tables and other compensations, is 12:1 AFR and this table is 2.000 (AFR adder), then the commanded fuel final (CFF) in closed loop will be (12 + 2.000 = 14:1 AFR, assuming no other CFF compensations). The final closed loop target would still be 12:1 AFR in this case. Furthermore, this table can also limit the final closed loop target on the lean side. This lean limit is calculated as 14.7:1 AFR - AFR adder (or 1 lambda - lambda adder for non-standard units). As another example, if this table is 3.000 (AFR adder), the lean limit will be (14.7 - 3.000 = 11.7:1 AFR). If the closed loop fuel target (from "Base (Main)" table and other compensations) is 12:1 AFR, the final closed loop fuel target would be 11.7:1 AFR (because the lean limit is in effect). The commanded fuel final (CFF) in closed loop would be (11.7 + 3.000 = 14.7:1 AFR, assuming no other CFF compensations). WARNING: The manipulation modification of the transfer of the final closed loop fuel target to the commanded fuel final target by this table can cause more positive fuel trims (i.e. lean condition) in closed loop when this table is greater than zero (or more negative fuel trims when the table is less than zero). Care should be taken when tuning this table, especially where it would be active at higher loads in closed loop.

Closed Loop Fueling Target Base (Main) Lean Limit and CFF Transfer Modify C (Coolant Temp) -> This manipulates modifies how the final closed loop fuel target is applied to the commanded fuel final (the final target used in the IPW calculation) and can also have an effect of limiting the closed loop fueling target (on the lean side). As an example, if the closed loop fuel target, from the "Closed Loop Fuel Target Base (Main)" tables and other compensations, is 12:1 AFR and this table is 2.000 (AFR adder), then the commanded fuel final (CFF) in closed loop will be (12 + 2.000 = 14:1 AFR, assuming no other CFF compensations). The final closed loop target would still be 12:1 AFR in this case. Furthermore, this table can also limit the final closed loop target on the lean side. This lean limit is calculated as 14.7:1 AFR - AFR adder (or 1 lambda - lambda adder for non-standard units). As another example, if this table is 3.000 (AFR adder), the lean limit will be (14.7 - 3.000 = 11.7:1 AFR). If the closed loop fuel target (from "Base (Main)" table and other compensations) is 12:1 AFR, the final closed loop fuel target would be 11.7:1 AFR (because the lean limit is in effect). The commanded fuel final (CFF) in closed loop would be (11.7 + 3.000 = 14.7:1 AFR, assuming no other CFF compensations). WARNING: The manipulation modification of the transfer of the final closed loop fuel target to the commanded fuel final target by this table can cause more positive fuel trims (i.e. lean condition) in closed loop when this table is greater than zero (or more negative fuel trims when the table is less than zero). Care should be taken when tuning this table, especially where it would be active at higher loads in closed loop.

Closed Loop Fueling Target Base (Main) Lean Limit and CFF Transfer Modify D (Coolant Temp) -> This manipulates modifies how the final closed loop fuel target is applied to the commanded fuel final (the final target used in the IPW calculation) and can also have an effect of limiting the closed loop fueling target (on the lean side). As an example, if the closed loop fuel target, from the "Closed Loop Fuel Target Base (Main)" tables and other compensations, is 12:1 AFR and this table is 2.000 (AFR adder), then the commanded fuel final (CFF) in closed loop will be (12 + 2.000 = 14:1 AFR, assuming no other CFF compensations). The final closed loop target would still be 12:1 AFR in this case. Furthermore, this table can also limit the final closed loop target on the lean side. This lean limit is calculated as 14.7:1 AFR - AFR adder (or 1 lambda - lambda adder for non-standard units). As another example, if this table is 3.000 (AFR adder), the lean limit will be (14.7 - 3.000 = 11.7:1 AFR). If the closed loop fuel target (from "Base (Main)" table and other compensations) is 12:1 AFR, the final closed loop fuel target would be 11.7:1 AFR (because the lean limit is in effect). The commanded fuel final (CFF) in closed loop would be (11.7 + 3.000 = 14.7:1 AFR, assuming no other CFF compensations). WARNING: The manipulation modification of the transfer of the final closed loop fuel target to the commanded fuel final target by this table can cause more positive fuel trims (i.e. lean condition) in closed loop when this table is greater than zero (or more negative fuel trims when the table is less than zero). Care should be taken when tuning this table, especially where it would be active at higher loads in closed loop.

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Closed Loop Fueling Target Compensation (Rear O2) Limits (Max) -> This is the maximum limit for a rear oxygen sensor based compensation to the closed loop fueling target. The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this compensation.Closed Loop Fueling Target Compensation (

Closed Loop Fueling Target Compensation (Rear O2) Limits (Min) -> This is the minimum limit for a rear oxygen sensor based compensation to the closed loop fueling target. The factory values are effectively disabled in that they represent a range that is extremely large, however, these limits can be tuned to mitigate or eliminate this compensation.

Closed Loop Fueling Target Dynamic Lean Limit Floor -> This table is the floor to a dynamic lean limit of the closed loop fueling target. That is, this dynamic lean limit cannot be richer than this table's value. Changing this table to a leaner value will allow for leaner closed loop fueling targets if called for in the calibration (not leaner than stoichiometric however) when the dynamic lean limit is active.

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Commanded Fuel Final (Base) -> This is the initial (base) value for the "Commanded Fuel Final" (aka CFF). This initial value is further manipulated compensated by the closed/open loop target, post-start/warm-up enrichment, and other adders/limits to determine the final CFF which is the fuel target used in determining the injector pulse-width. A value of 1.000 (eq ratio) in this table means this table will not have any effect on CFF. A value less than 1.000 (eq ratio) will result in a leaner CFF than would be otherwise calculated. A value greater than 1.000 (eq ratio) will result in a richer CFF than would be otherwise calculated.

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Evap-Related Fuel Adder Compensation -> This is the compensation to the evap-related fuel adder. This table's multiplier is applied to the evap fuel adder which is then applied to commanded fueling final. A value of 1.00 in this table retains the factory evap fuel correction. A value of 0 in this table eliminates the correction entirely.

Exhaust Gas Temp. Limits -> This is the exhaust gas temperature (EGT) thresholds above which boost control and fuel enrichment are disabled and an EGT-related diagnostic trouble code will be set (after continuously exceeding threshold for a period of time).

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Ignition Timing Compensation (Intake Temp) B -> This is the compensation to ignition timing based on intake temperature when the knock signal is clear, the DAM is greater than the "Ignition Timing Compensation (Intake Temp) B Min. DAM Switch" threshold, and other conditions are met. If a knock event occurs when this compensation is active, the ECU will ramp the compensation back to zero. Note: See "Ignition Timing Compensation (Intake Temp) B Max. Adder" description which is an additional compensation that may still be applied even if this compensation is zero.

Ignition Timing Compensation (Intake Temp) B Initial Value -> This is an initial compensation that is used in the delay period before the "Ignition Timing Compensation (Intake Temp) B" table becomes active for the first time after a reflash/reset. Once the "Ignition Timing Compensation (Intake Temp) B" table becomes active, the next initial value (applied during the next delay period) will be the last active table value from the "Ignition Timing Compensation (Intake Temp) B" table.


For example, if the initial value is 2 degrees and the entire "Ignition Timing Compensation (Intake Temp) B" table is 3 degrees and the delay period for the compensation begins, ignition compensation will be 2 degrees moving to 3 degrees after the delay period is satisfied. Then the next delay period will start at 3 degrees and move to the "Ignition Timing Compensation (Intake Temp) B" table value (in this case, 3 degrees). However, if the delay period is not satisfied, then the next delay period will still start with the initial value (in this example 2 degrees).


Note: If you zero out the "Ignition Timing Compensation (Intake Temp) B" table, you must also zero out this initial value if you do not want it to be applied.

Ignition Timing Compensation (Intake Temp) B Max. Adder -> This value determines the maximum compensation that can be added to the current "Ignition Timing Compensation (Intake Temp) B" and is calculated as follows: Dynamic advance map value - (dynamic advance map value * DAM). This table's value limits this Max. adder.

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Knock Threshold Level (Cylinder 1)(Ign. Timing High) -> When the final ign. timing is in the "High" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value and hysteresis)), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.


Note: other conditions may dictate remaining with the "High" table set, even though ignition timing has moved to the "Low" threshold area.

Knock Threshold Level (Cylinder 1)(Ign. Timing Low) -> When the final ign. timing is in the "Low" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.

Knock Threshold Level (Cylinder 2)(Ign. Timing High) -> When the final ign. timing is in the "High" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value and hysteresis), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.


Note: other conditions may dictate remaining with the "High" table set, even though ignition timing has moved to the "Low" threshold area.

Knock Threshold Level (Cylinder 2)(Ign. Timing Low) -> When the final ign. timing is in the "Low" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.

Knock Threshold Level (Cylinder 3)(Ign. Timing High) -> When the final ign. timing is in the "High" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value and hysteresis), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.


Note: other conditions may dictate remaining with the "High" table set, even though ignition timing has moved to the "Low" threshold area.

Knock Threshold Level (Cylinder 3)(Ign. Timing Low) -> When the final ign. timing is in the "Low" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.

Knock Threshold Level (Cylinder 4)(Ign. Timing High) -> When the final ign. timing is in the "High" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value and hysteresis), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.


Note: other conditions may dictate remaining with the "High" table set, even though ignition timing has moved to the "Low" threshold area.

Knock Threshold Level (Cylinder 4)(Ign. Timing Low) -> When the final ign. timing is in the "Low" threshold area (as determined by the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" value), the current knock sensor noise level (as determined by the ECU from knock sensor inputs when given cylinder is active) exceeds the threshold in this table, and conditions for monitoring knock noise level are allowed (generally non-idle/moderate throttle), the ECU will determine that a knock event has occurred. If conditions dictate a response to the knock event, a change to feedback knock or DAM/fine knock learning will occur. Increasing the values in this table will raise the noise level required to determine a knock event. Lowering the values will have the opposite effect.

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Load Limit (Max) Secondary Compensation (Barometric) -> This is the compensation to the secondary maximum load limit based on barometric pressure. This table, along with the corresponding "Intake Temp" table, can be used to indirectly overcome raise the 4.0 g/rev maximum value inherent to the "Load Limit (Max) Secondary" table. For example:


Given the following table values:

"Load Limit (Max) Secondary Compensation (Intake Temp) -> This is the compensation to the secondary maximum load limit based on intake temperature. This table can be used to indirectly overcome the " table = 4.0 g/rev maximum value inherent to the

"Load Limit (Max) Secondary Compensation (Barometric)" table .

MAF Adder (CPC Valve Multiplier) -> This value is a multiplier which determines the level of an airflow adder that is applied to current airflow. This adder is related to the CPC valve duty ratio and is typically less than 1.0 g/s.

MAF Calibration -> This table determines the sensor calibration for the mass airflow sensor.

MAF Compensation (Intake Temp) -> This is the compensation to mass airflow based on = 25 %

"Load Limit (Max) Secondary Compensation (Intake Temp)" table = 50 %


Determine the multipliers for each compensation table:

"Barometric" table multiplier = 1 + (25 % * 0.01) = 1.25 multiplier

"Intake Temp" table multiplier = 1 + (50 % * 0.01) = 1.5 multiplier


Determine the final multiplier:

"Barometric" multiplier * "Intake Temp" multiplier = 1.25 * 1.5 = 1.8


The final secondary limit applied by the ECU:

secondary table value * final multiplier = 4.0 g/rev * 1.8 = 7.2 g/rev


Raising both the barometric and intake tables to 100 % with the secondary limit table at 4.0 g/rev would result in the following final secondary limit: 2 * 2 * 4.0 g/rev = 16 g/rev.

Load Limit (Max) Secondary Compensation (Intake Temp) -> This is the compensation to the secondary maximum load limit based on intake temp. This table, along with the corresponding "Barometric" table, can be used to raise the 4.0 g/rev maximum value inherent to the "Load Limit (Max) Secondary" table. For example:


Given the following table values:

"Load Limit (Max) Secondary" table = 4.0 g/rev

"Load Limit (Max) Secondary Compensation (Barometric)" table = 25 %

"Load Limit (Max) Secondary Compensation (Intake Temp)" table = 50 %


Determine the multipliers for each compensation table:

"Barometric" table multiplier = 1 + (25 % * 0.01) = 1.25 multiplier

"Intake Temp" table multiplier = 1 + (50 % * 0.01) = 1.5 multiplier


Determine the final multiplier:

"Barometric" multiplier * "Intake Temp" multiplier = 1.25 * 1.5 = 1.8


The final secondary limit applied by the ECU:

secondary table value * final multiplier = 4.0 g/rev * 1.8 = 7.2 g/rev


Raising both the barometric and intake tables to 100 % with the secondary limit table at 4.0 g/rev would result in the following final secondary limit: 2 * 2 * 4.0 g/rev = 16 g/rev.

MAF Adder (CPC Valve Multiplier) -> This value is a multiplier which determines the level of an airflow adder that is applied to current airflow. This adder is related to the CPC valve duty ratio and is typically less than 1.0 g/s.

MAF Calibration -> This table determines the sensor calibration for the mass airflow sensor.

MAF Compensation (Intake Temp) -> This is the compensation to mass airflow based on intake temperature and the current mass airflow.

...

Primary Open Loop Fueling (High Detonation)(Dyn. Adv. Adder Low) -> This is the desired primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is less than the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table. The use of this table, as well as the "(Dyn. Adv. Adder High)" table, is dependent upon the application of the "Dynamic Advance Max. Adder..." table. This is determined by a multiplier that ranges from 0 to 1 and is dependent upon knock, knock history and conditions that may lead to knock. This multiplier also determines the switch between the boost target high and low table as follows: (high table * multiplier) + (low table * (1.0 - multiplier))to knock. This multiplier also determines the switch between the boost target high and low table as follows: (high table * multiplier) + (low table * (1.0 - multiplier)). The minimum limits and compensation values, as determined by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group.

Primary Open Loop Fueling (TGVs Closed) -> This is the desired primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is greater than or equal to the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table and the TGVs are closed. The minimum limits and compensation values, as determined by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group.

Primary Open Loop Fueling (TGVs Closed)(High Detonation) -> This is the desired primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is greater less than or equal to the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table and the TGVs are closed. The minimum limits and compensation values, as determined by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group.

Primary Open Loop Fueling (TGVs ClosedOpen)(High Detonation) -> This is the desired primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is less greater than or equal to the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table and the TGVs are closedopen. The minimum limits and compensation values, as determined by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group.

Primary Open Loop Fueling (TGVs Open)(High Detonation) -> This is the desired primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is greater less than or equal to the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table and the TGVs are open. The minimum limits and compensation values, as determined by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group.

Primary Open Loop Fueling Base (TGVs Closed) Main -> This is the desired base primary fueling in open loop when the TGVs are closed and AVCS is active. The final value will also be impacted by the "Primary Open Loop Fueling (Base) (High Detonation)Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Base (TGVs Closed) Post-Start AVCS Disabled -> This is the desired base primary fueling in open loop when the Dynamic Advance Multiplier (DAM) is less than the threshold determined by the "Primary Open Loop Fueling (High Detonation) DAM Threshold" table and the TGVs are open. The minimum limits and compensation values, as determined closed and AVCS is disabled for a period after engine start. The final value will also be impacted by the "Primary Open Loop Fueling Min. Enrichment..." and "Primary Open Loop Fueling Compensation..." tables, are also applied to determine the final primary open loop fueling. The activation/application (Base) Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Base (TGVs ClosedOpen) Main -> This is the desired base primary fueling in open loop when the TGVs are closed open and AVCS is active. The final value will also be impacted by the "Primary Open Loop Fueling (Base) Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Base (TGVs ClosedOpen) Post-Start AVCS Disabled -> This is the desired base primary fueling in open loop when the TGVs are closed open and AVCS is disabled for a period after engine start. The final value will also be impacted by the "Primary Open Loop Fueling (Base) Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desiredthat can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded) -> This is the compensation to the primary open loop fueling when the "Closed Loop Delay Max. Load" table is NOT exceeded. The corresponding "Min." table is also applied as a minimum floor to this table to determine a final value. A final value of -100% will set primary open loop fueling to zero (and prevent open loop operation depending on the tune). A final value of 0% will leave primary open loop fueling unchanged. WARNING: Negative values in this table will cause primary open loop fueling to be leaner than expected or the open loop transition not occurring when expected.

Primary Open Loop Fueling Base (TGVs Open) MainCompensation (Closed Loop Delay Max. Load Not Exceeded) Min. -> This is the desired base primary fueling in open loop when the TGVs are open and AVCS is active. The final value will also be impacted by minimum floor to the "Primary Open Loop Fueling (Base) Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Base (TGVs Open) Post-Start AVCS Disabled -> This is the desired base primary fueling in open loop when the TGVs are open and AVCS is disabled for a period after engine start. The final value will also be impacted by the "Primary Open Loop Fueling (Base) Adder..." tables. The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio, if applicable to ECU, with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded) -> This is the compensation to the primary open loop fueling when the "Closed Loop Delay Max. Load" table is NOT exceeded. The corresponding "Min." table is also applied as a minimum floor to this table to determine a final value. A final value of -100% will set primary open loop fueling to zero (and prevent open loop operation depending on the tune). A final value of 0% will leave primary open loop fueling unchanged. WARNING: Negative values in this table will cause primary open loop fueling to be leaner than expected or the open loop transition not occurring when expected.

Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded) Min. -> This is the minimum floor to the "Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded)" table. That is, the final compensation from that table will be limited to no lower than this minimum floor.

Primary Open Loop Fueling Compensation (Coolant Temp) -> This is the compensation to the primary open loop fueling based on coolant temperature. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing) -> This is the compensation to the primary open loop fueling based on the combined correction between the "Ignition Timing Compensation (Barometric/Boost)" table (if applicable to ECU) and "Ignition Timing Compensation (Intake Temp) A" or "Ignition Timing Compensation (Intake Temp)" table. Compensation is applied to the primary fuel map's value in EQ ratio units which can be converted as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing)(TGVs Closed) -> This is the compensation to the primary open loop fueling based on the final "Ignition Timing Compensation (Intake Temp) A" value. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing)(TGVs Open) -> This is the compensation to the primary open loop fueling based on the final "Ignition Timing Compensation (Intake Temp) A" value. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Max. Enrichment (Intake Temp) -> This is the maximum enrichment limit for primary open loop fueling (if active) based on intake temperature and RPM. This maximum is applied after all of the primary fueling compensations are applied.

Primary Open Loop Fueling Min. Activation -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichment, as determined by the "Primary Open Loop Fueling..." table look-up and compensated by the "Primary Open Loop Fueling Compensation (Ign. Timing)" table (EJ 2.5L ECUs only), is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabled.

Primary Open Loop Fueling Min. Activation A -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichmentCompensation (Closed Loop Delay Max. Load Not Exceeded)" table. That is, the final compensation from that table will be limited to no lower than this minimum floor.

Primary Open Loop Fueling Compensation (Coolant Temp) -> This is the compensation to the primary open loop fueling based on coolant temperature. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing) -> This is the compensation to the primary open loop fueling based on the combined correction between the "Ignition Timing Compensation (Barometric/Boost)" table (if applicable to ECU) and "Ignition Timing Compensation (Intake Temp) A" or "Ignition Timing Compensation (Intake Temp)" table. Compensation is applied to the primary fuel map's value in EQ ratio units which can be converted as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing)(TGVs Closed) -> This is the compensation to the primary open loop fueling based on the final "Ignition Timing Compensation (Intake Temp) A" value. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Compensation (Ign. Timing)(TGVs Open) -> This is the compensation to the primary open loop fueling based on the final "Ignition Timing Compensation (Intake Temp) A" value. Compensation is applied to the primary fuel map's value in EQ ratio units which can be calculated as follows: (14.7/primary fuel AFR map value) or (1.0/primary fuel lambda map value).

Primary Open Loop Fueling Max. Enrichment (Intake Temp) -> This is the maximum enrichment limit for primary open loop fueling (if active) based on intake temperature and RPM. This maximum is applied after all of the primary fueling compensations are applied.

Primary Open Loop Fueling Min. Activation -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichment, as determined by the "Primary Open Loop Fueling..." table look-up and compensated by the "Primary Open Loop Fueling Compensation (Ign. Timing)" table (EJ 2.5L ECUs only), is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabled.

Primary Open Loop Fueling Min. Activation A -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichment, as determined by the "Primary Open Loop Fueling..." table look-up and compensated by the "Primary Open Loop Fueling Compensation (Ign. Timing)..." table, is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabled.

Primary Open Loop Fueling Min. Activation B -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichment, as determined by the "Primary Open Loop Fueling..." table look-up and compensated by the "Primary Open Loop Fueling Compensation (Ign. Timing)..." table, is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabled.

Primary Open Loop Fueling Min. Enrichment (Accelerator) -> This is the minimum enrichment limit for primary open loop fueling based on accelerator pedal position. This limit is applied when the closed loop delay has been satisfied (i.e. transition thresholds over delay period met or delay deactivation threshold(s) met). Warning: Because this limit is applied after the "Min. Activation" check, non-stoich values in this table can potentially force open loop fueling in areas of the Primary Open Loop Fueling table that are leaner than the "Min. Activation" threshold (which would normally prevent switching to open loop).

Primary Open Loop Fueling Min. Enrichment (Final) -> This is the minimum enrichment limit for primary open loop fueling (if active). The final limit is also modified by the final value determined by the "Closed Loop Fueling Target Base (Main) Adder (DAM)..." tables, which, although applied to the closed loop fueling target, are also carried over in open loop as a modifier to this minimum primary open loop fueling.

Primary Open Loop Fueling Min. Enrichment (High Accelerator Position) -> This is the minimum enrichment limit for primary open loop fueling when the accelerator pedal position exceeds 85% over a short period. This limit is applied even if primary open loop fueling is not active. In closed loop, non-stoichiometric primary open loop fueling is transferred to the closed loop target.

Primary Open Loop Fueling Min. Enrichment (Pre-Final)(Force OL) Activation Threshold -> This is a threshold for a value that is generally higher with higher airflow that, when exceeded, will apply a minimum enrichment that is similar to the factory primary open loop tune. This can potentially cause the open loop fueling target to be richer than expected and can also force open loop fueling operation (when this minimum is richer than 14.7:1 AFR) even if the rest of the tune dictates closed loop operation. To avoid unintended over-enrichment or for full time closed loop operation, set this table to 65535.

Primary Open Loop Fueling Min. Enrichment (TPS) -> This is the minimum enrichment limit for primary open loop fueling based on throttle position. This limit is applied when the closed loop delay has been satisfied (i.e. transition thresholds over delay period met or delay deactivation threshold(s) met). Warning: Because this limit is applied after the "Min. Activation" check, non-stoich values in this table can potentially force open loop fueling in areas of the Primary Open Loop Fueling table that are leaner than the "Min. Activation" threshold (which would normally prevent switching to open loop).

Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate) -> If the primary open loop fueling, as determined by the "Primary Open Loop Fueling..." table look-up and compensated by , exceeds this value when transitioning between closed loop and open loop, an intermediate enrichment value will be used before the desired fueling is used. The intermediate value is determined by this value and the "Primary Open Loop Fueling Compensation (Ign. Timing)..." table, is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabledMin. Enrichment Threshold (CL to OL Intermediate) Max. Steps" value.

Primary Open Loop Fueling Min. Activation BEnrichment Threshold (CL to OL Intermediate) Max. Steps -> This value is the minimum enrichment for activation of primary open loop fueling. If enrichment, as determined by maximum steps that, along with the "Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate)" enrichment value, determine the intermediate enrichment before the normal primary enrichment is used when transitioning from closed loop to open loop. ." table look-up and compensated by the "Primary Open Loop Fueling Compensation (Ign. Timing)..." table, is greater than or equal to this value, primary open loop fueling will be enabled. If enrichment is less than this value, the primary fuel map is disabled.

Primary Open Loop Fueling Min. Enrichment (Accelerator) -> This is the minimum enrichment limit for primary open loop fueling based on accelerator pedal position. This limit is applied when the closed loop delay has been satisfied (i.e. transition thresholds over delay period met or delay deactivation threshold(s) met). Warning: Because this limit is applied after the "Min. Activation" check, non-stoich values in this table can potentially force open loop fueling in areas of the Primary Open Loop Fueling table that are leaner than the "Min. Activation" threshold (which would normally prevent switching to open loop).

Primary Open Loop Fueling Min. Enrichment (Final) -> This is the minimum enrichment limit for primary open loop fueling (if active). The final limit is also modified by the final value determined by the "Closed Loop Fueling Target Base (Main) Adder (DAM)..." tables, which, although applied to the closed loop fueling target, are also carried over in open loop as a modifier to this minimum primary open loop fueling.

Primary Open Loop Fueling Min. Enrichment (High Accelerator Position) -> This is the minimum enrichment limit for primary open loop fueling when the accelerator pedal position exceeds 85% over a short period. This limit is applied even if primary open loop fueling is not active. In closed loop, non-stoichiometric primary open loop fueling is transferred to the closed loop target.

Primary Open Loop Fueling Min. Enrichment (Pre-Final)(Force OL) Activation Threshold -> This is a threshold for an arbitrary value that is generally higher with higher airflow that, when exceeded, will apply a minimum enrichment that is similar to the factory primary open loop tune. This can potentially cause your open loop fueling target to be richer than expected and can also force open loop fueling operation (when this minimum is richer than 14.7:1 AFR) even if the rest of the tune dictates closed loop operation. To eliminate this minimum enrichment and forced open loop from coming into play, set this table to 65535.

Primary Open Loop Fueling Min. Enrichment (TPS) -> This is the minimum enrichment limit for primary open loop fueling based on throttle position. This limit is applied when the closed loop delay has been satisfied (i.e. transition thresholds over delay period met or delay deactivation threshold(s) met). Warning: Because this limit is applied after the "Min. Activation" check, non-stoich values in this table can potentially force open loop fueling in areas of the Primary Open Loop Fueling table that are leaner than the "Min. Activation" threshold (which would normally prevent switching to open loop).

Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate) -> If the primary open loop fueling, as determined by the "Primary Open Loop Fueling..." table look-up, exceeds this value when transitioning between closed loop and open loop, an intermediate enrichment value will be used before the desired fueling is used. The intermediate value is determined by this value and the "Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate) Max. Steps" value.

Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate) Max. Steps -> This value is the maximum steps that, along with the "Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate)" enrichment value, determine the intermediate enrichment before the normal primary enrichment is used when transitioning from closed loop to open loop. When the transition from closed loop to open loop occurs, a counter, starting at zero, is incremented. 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.

Primary Open Loop Fueling Ramping Adder (Increasing Enrichment) -> This value determines the ramping speed to the currently determined primary open loop fueling target. This ramping behavior prevents sudden changes to the fueling target as the commanded primary open loop fueling enrichment increases. Higher values in this table will increase ramping speed (adopt newer richer primary open loop fueling targets faster), while lower values will do the opposite. Setting all cells to their maximum value will disable the ramping behavior completely. Note: there is no ramping behavior when transitioning to leaner targets.

Radiator Fan Coolant Temp. Modes -> This table's values represent When the transition from closed loop to open loop occurs, a counter, starting at zero, is incremented. 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.

Primary Open Loop Fueling Ramping Adder (Increasing Enrichment) -> This value determines the ramping speed to the currently determined primary open loop fueling target. This ramping behavior smooths changes to the fueling target as the commanded primary open loop fueling enrichment increases. Higher values in this table will increase ramping speed (adopt newer richer primary open loop fueling targets faster), while lower values will do the opposite. If ramping is not desired, set all cells to their maximum value. Note: there is no ramping behavior when transitioning to leaner targets.

Radiator Fan Coolant Temp. Modes -> This table's values are coolant temperature thresholds, which, along with the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determine the #1 and #2 radiator fan operation. The values represent the coolant temperature thresholds which determine an "ECT Mode" (ranging from 0 to 2) as well the hysteresis for each mode. Whether the A/C is on or not also impacts fan control. Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature.

Radiator Fan Coolant Temp. Modes A -> This table's values are coolant temperature thresholds, which, along with the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determine the #1 and #2 radiator fan operation. The values represent the coolant temperature thresholds which determine an "ECT Mode" (ranging from 0 to 2) as well the hysteresis for each mode. Whether the A/C is on or not also impacts fan control. Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature.

Radiator Fan Coolant Temp. Modes A (Segment 1) -> This table's values (along with the other "Segment 2" table) represent coolant temperature thresholds, which, along with the thresholds in the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determines the #1 and #2 radiator fan operation. The values represent the minimum and maximum coolant temperature thresholds which determine the "ECT Mode" (ranging from 1 to 3) as well the hysteresis for each mode. For example, if the "1 Max / 2 Min" cell is 200F and the "2 Hysteresis" cell is 30F, then the ECT Mode will switch from mode 1 to 2 when coolant temp exceeds 200F but will then require coolant temp dropping below 170F to switch from mode 2 to mode 1 (200F threshold - 30F hysteresis).


Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature.

Radiator Fan Coolant Temp. Modes A (Segment 2) -> This table's values (along with the other "Segment 1" table) represent coolant temperature thresholds, which, along with the thresholds in the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determines the #1 and #2 radiator fan operation. The values represent the minimum and maximum coolant temperature thresholds which determine the "ECT Mode" (ranging from 1 to 3) as well the hysteresis for each mode. For example, if the "1 Max / 2 Min" cell is 200F and the "2 Hysteresis" cell is 30F, then the ECT Mode will switch from mode 1 to 2 when coolant temp exceeds 200F but will then require coolant temp dropping below 170F to switch from mode 2 to mode 1 (200F threshold - 30F hysteresis).


Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature.

Radiator Fan Coolant Temp. Modes B -> This table's values are coolant temperature thresholds, which, along with the thresholds in the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determines determine the main fan #1 and sub #2 radiator fan operation. The individual values represent the minimum and maximum coolant temperature thresholds which determine a mode an "ECT Mode" (ranging from 0 to 2) that is also dependent on whether coolant temperature is increasing or decreasing. The modes correspond to the values in the table, in order, as follows - (EJ 2.0L ECU): M0 max|M1 min(dec), M1 min(inc), M2 min(dec), and M2 min(inc), (EJ 2.5L ECU): M0 max(dec), M1 min, M0 max(inc), and M1 max|M2 min. as well the hysteresis for each mode. Whether the A/C is on or not also impacts fan control. Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature.

Radiator Fan Coolant Temp. Modes AB (Segment 1) -> This table's values (along with the other "Segment 2" table) represent coolant temperature thresholds, which, along with the thresholds in the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determines the main fan #1 and sub #2 radiator fan operation. The individual values represent the minimum and maximum coolant temperature thresholds which determine a mode the "ECT Mode" (ranging from 0 1 to 2) that is also dependent on whether coolant temperature is increasing or decreasing. The modes correspond to the values in the table, in order, as follows: M0 max(dec), M1 min, M0 max(inc), and M1 max|M2 min. Whether the A/C is on or not also impacts fan control. 3) as well the hysteresis for each mode. For example, if the "1 Max / 2 Min" cell is 200F and the "2 Hysteresis" cell is 30F, then the ECT Mode will switch from mode 1 to 2 when coolant temp exceeds 200F but will then require coolant temp dropping below 170F to switch from mode 2 to mode 1 (200F threshold - 30F hysteresis).


Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature. Additional undefined factors may also influence the behavior of the system.

Radiator Fan Coolant Temp. Modes B (Segment 2) -> This table's values (along with the other "Segment 1" table) represent coolant temperature thresholds, which, along with the thresholds in the "Radiator Fan Veh. Speed Modes" table and the "Radiator Fan Mode Switching Determination" table, determines the main fan #1 and sub #2 radiator fan operation. The individual values represent the minimum and maximum coolant temperature thresholds which determine a mode the "ECT Mode" (ranging from 0 1 to 2) that is also dependent on whether coolant temperature is increasing or decreasing. The modes correspond to the values in the table, in order, as follows: M0 max(dec), M1 min, M0 max(inc), and M1 max|M2 min. Whether the A/C is on or not also impacts fan control. 3) as well the hysteresis for each mode. For example, if the "1 Max / 2 Min" cell is 200F and the "2 Hysteresis" cell is 30F, then the ECT Mode will switch from mode 1 to 2 when coolant temp exceeds 200F but will then require coolant temp dropping below 170F to switch from mode 2 to mode 1 (200F threshold - 30F hysteresis).


Generally, lower values in this table will result in a greater likelihood of the radiator fan(s) coming on based on coolant temperature. Additional undefined factors may also influence the behavior of the system.

Radiator Fan Mode Switching Determination -> This is the primary control of the main fan and sub fan #1 and #2 radiator fans based on the modes determined by the VSS Mode ("Radiator Fan Veh. Speed Modes" and "Radiator Fan Coolant Temp. Modes" tables and whether the A/C is on or off. The values in the table correspond to, in order, the following, which represent the current (vehicle speed mode/coolant temp mode/air conditioning status): 0/0/OFF, 0/1/OFF, 0/2/OFF, 0/0/ON, 0/1/ON, 0/2/ON, 1/0/OFF, 1/1/OFF, 1/2/OFF, 1/0/ON, 1/1/ON, 1/2/ON, 2/0/OFF, 2/1/OFF, 2/2/OFF, 2/0/ON, 2/1/ON, 2/2/ON, 3/0/OFF, 3/1/OFF, 3/2/OFF, 3/0/ON, 3/1/ON, and 3/2/ON..." tables), ECT Mode ("Radiator Fan Coolant Temp. Modes..." tables), whether the A/C is on or off (A/C Status "ON" or "OFF") and potentially other states (depending on model). Note: The ECU may override this behavior in specific conditions.

Radiator Fan Veh. Speed Modes -> This table's values represent are vehicle speed thresholds, which, along with the thresholds in the "Radiator Fan Coolant Temp. Modes..." table(s) and the "Radiator Fan Mode Switching Determination" table, determines determine the main fan #1 and sub #2 radiator fan operation. The individual values represent the minimum and maximum vehicle speed thresholds which determine a mode (ranging from 0 to 3) that is also dependent on whether vehicle speed is increasing or decreasing. The modes correspond to the values in the table, in order, as follows - (EJ 2.0L ECU): M0 max|M1 min(dec), M1 min(inc), M1 max(dec)|M2 min(dec), M1 max(inc)|M2 min(inc), M2 max(dec), and M2 max(inc)|M3 min., (EJ 2.5L ECU): M0 max(dec)|M1 min(dec), M0 max(inc)|M1 min(inc)|M1 max(dec), M1 min(dec), M1 max|M2 min, M2 max(dec)|M3 dec(dec), and M2 max(inc)|M3 min. Whether the A/C is on or not also impacts fan control. Generally, higher the "VSS Mode" as well the hysteresis for each mode. Generally, higher threshold values in this table will result in a greater likelihood of the radiator fan(s) coming on based on vehicle speed. Additional undefined factors may also influence the behavior of the system.

Requested Torque -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as in input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position.

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Requested Torque Ratio Base -> The requested torque value, as determined by the "Requested Torque..." table(s), is divided by this table's value to determine the requested torque to requested torque base ratio which is used as an input to the "Target Throttle Angle..." tables. WARNING! Modifying this table may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and requested torque base has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

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Target Throttle Angles -> This is the target throttle opening based on requested torque and RPM. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Alternate)(TGVs Closed) A -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Alternate)(TGVs Closed) B -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Alternate)(TGVs Open) A -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Alternate)(TGVs Open) B -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Idle Airflow Target) -> This is the target throttle opening based on the idle airflow target. This target throttle opening is added to the non-idle target throttle angle to determine the final target throttle angle. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Idle Airflow Target) Base Min -> This is the initial minimum target throttle opening applied to the "Target Throttle Angles (Idle Airflow Target)" value. The final minimum is determined after the "Target Throttle Angles (Idle Airflow Target) Base Min (Applied Max)" is applied. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Idle Airflow Target) Base Min (Applied Max) -> This value is the maximum target throttle opening applied to the "Target Throttle Angles (Idle Airflow Target) Base Min" value to determine the final minimum idle target throttle opening. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Idle Airflow Target) Min -> This value is the maximum target throttle opening applied to the "Target Throttle Angles (Idle Airflow Target) Base Min" value to determine the final minimum idle target throttle opening. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Closed) -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Closed) A -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Closed) B -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Open) -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Open) A -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (Main)(TGVs Open) B -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (TGVs Closed) -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are closed. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles (TGVs Open) -> This is the target throttle opening based on the requested torque ratio and RPM when the TGVs are open. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles A -> This is the target throttle opening based on requested torque and RPM. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles B -> This is the target throttle opening based on requested torque and RPM. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

Target Throttle Angles Max -> This is the maximum target throttle opening based on the requested torque ratio and RPM. The actual final target throttle opening will generally be HIGHER due to an additional idle layer added to this target and, on some ECUs, lower precision at higher targets vs. lower targets. WARNING! Modifying the target throttle tables may cause unexpected throttle behavior when the ECU manipulates modifies requested torque for functions such as cruise control and traction control (VDC) as the relationship between requested torque and target throttle angle has changed. Make sure you thoroughly test cruise control and traction control (VDC) functionality to verify there are no negative side effects caused by your throttle table changes.

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Wastegate Solenoid Frequency -> This is the drive/operational frequency for the wastegate solenoid. WARNING: adjusting this value may significantly alter boost control response as well as the wastegate duty cycle values required to achieve a desired boost target. Increasing frequency may result in excessive overboosting without major changes (reductions) in the wastegate calibration, especially on DIT and EJ 2.0L models. 10-30 Hz is a typical range, but please refer to your solenoid supplier for specifications.count = 1323