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Subaru Factory Monitor Descriptions For Accesstuner And V3 Accessport

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November 2019

Introduction

This document provides descriptions of each of the data monitors available to view and log in the current Accesstuner software and V3 Accessport firmware. Not all monitors are available for all vehicles due to differences in vehicle hardware and/or engine control unit (ECU) capabilities. Some monitors are only available in the latest ECU version (strategy) for a given vehicle.

For help with monitors specific to the COBB Custom Features, please see the separate COBB custom monitor guide.

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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NOTE: ALL MONITORS ARE NOT AVAILABLE FOR ALL VEHICLES DUE TO DIFFERENCES IN VEHICLE HARDWARE AND/OR ENGINE CONTROL UNIT (ECU) DIFFERENCES. SOME MONITORS ARE ONLY AVAILABLE IN THE LATEST ECU VERSION (STRATEGY).

A/C Compressor Switch (A/C Compressor Sw.) -> Air conditioning compressor state as dictated by the ECU. Value is ON (or 1) when the compressor is commanded to engage.

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Aggressive Start 2 Active (Aggr. Start 2 Active) -> Aggressive start state (type 2) which determines specific table switching in the ECU. Value is ON (or 1) when an aggressive start (for type 2 switching) is detected (generally higher and/or quicker positive accelerator movement).

Air Bypass Valve Commanded (Air Bypass Valve Open) -> Commanded air bypass valve state as dictated by the ECU. Valve is either commanded 'Closed' (or 0) or 'Open' (or 1).

Ambient Air Temperature (Est.) (Ambient Air Temp (Est.)) -> Estimated ambient temperature as determined by the ECU based on intake temperature and coolant temperature.

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Ignition Timing Comp Intake Temp A (Final) (Ign Comp IAT A) -> Final intake temperature based ignition timing compensation "A" table with activation compensation applied.

Ignition Timing Comp Intake Temp Max. (Ign Comp IAT Max.) -> Final maximum limit for intake temperature based ignition timing compensation.

Ignition Timing Comp Per Gear (Ign Comp Gear) -> Per gear ignition timing compensation.

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Knock Sensor Level Threshold Cylinder 1 (KS Thresh Cyl 1) -> This is the knock sensor noise level threshold for cylinder #1 as determined by the ECU. When the 'Knock Sensor Noise Level Cylinder 1' value exceeds this value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Knock Sensor Level Threshold Cylinder 2 (KS Thresh Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Level Threshold Cylinder 2 (KS Thresh Cyl 2) -> This is the knock sensor noise level threshold for cylinder #2 as determined by the ECU. When the 'Knock Sensor Noise Level Cylinder 2' value exceeds this value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Level Threshold Cylinder 3 (KS Thresh Cyl 3) -> This is the knock sensor noise level threshold for cylinder #3 as determined by the ECU. When the 'Knock Sensor Noise Level Cylinder 3' value exceeds this value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Level Threshold Cylinder 4 (KS Thresh Cyl 4) -> This is the knock sensor noise level threshold for cylinder #4 as determined by the ECU. When the 'Knock Sensor Noise Level Cylinder 4' value exceeds this value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Noise Level Cylinder 1 (KS Noise Cyl 1) -> This is the current modified knock sensor noise level for cylinder #1 as determined by the ECU. When this value exceeds the 'Knock Sensor Level Threshold Cylinder 1' value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Noise Level Cylinder 2 (KS Noise Cyl 2) -> This is the current modified knock sensor noise level for cylinder #2 as determined by the ECU. When this value exceeds the 'Knock Sensor Level Threshold Cylinder 2' value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Knock Sensor Noise Level Cylinder 3 (KS Noise Cyl 3) -> This is the current modified Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Noise Level Cylinder 3 (KS Noise Cyl 3) -> This is the current modified knock sensor noise level for cylinder #3 as determined by the ECU. When this value exceeds the 'Knock Sensor Level Threshold Cylinder 3' value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Noise Level Cylinder 4 (KS Noise Cyl 4) -> This is the current modified knock sensor noise level for cylinder #4 as determined by the ECU. When this value exceeds the 'Knock Sensor Level Threshold Cylinder 4' value, the ECU will determine that a knock event has occurred (when conditions dictate monitoring). Knock Sensor Thresh. Adder Final (KS Thresh. Adder) -> This value is added to the Note: Due to the small time scale involved in potential knock events (relative to the logging rate), these monitors may not reflect every instance when the noise level has exceeded the threshold.

Knock Sensor Thresh. Adder Final (KS Thresh. Adder) -> This value is added to the final background noise level to determine the final knock threshold level. This value is also used in the calculation of the filter reference noise level which determines the selection of the current knock filter.

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Mass Airflow (Corrected) VE (MAF VE) -> Current volumetric efficiency input to the ideal gas law equation used in determining the final corrected mass airflow.

Mass Airflow Frequency (MAF Freq.) -> Mass airflow sensor output frequency.

Mass Airflow Voltage (MAF Volt.) -> Mass airflow sensor output voltage.

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Requested Torque (Req. Torque) -> Requested torque as determined by the 'Requested Torque' table(s) and used as an input to the 'Target Throttle Angle...' table(s) to determine the target throttle angle.

Requested Torque Delta (Req. Torque Delta) -> This is the requested torque delta (current - previous).

Requested Torque Limit TCM (Final With Comps) (Req Tor TCM Final) -> Final applied requested torque limit as determined by the transmission control module (TCM) during normal operation.

Requested Torque Limit TCM (OEM Base) (Req Tor TCM Base) -> Base requested torque limit as determined by the transmission control module (TCM) during normal operation. This value is further manipulated by specific compensations to determine a final limit.

Requested Torque Ratio (Req. Torq. Ratio) -> Requested Torque Ratio as used as an input to the 'Target Throttle Angle...' tables. This value is calculated as follows: requested torque / requested torque ratio base. The requested torque ratio base is determined by the 'Requested Torque (Ratio Base)' table.

Roughness Cyl. #1 (Roughness Cyl 1) -> Misfire count for cylinder #1 as determined by the ECU.

Roughness Cyl. #2 (Roughness Cyl 2) -> Misfire count for cylinder #2 as determined by the ECU.

Roughness Cyl. #3 (Roughness Cyl 3) -> Misfire count for cylinder #3 as determined by the ECU.

Roughness Cyl. #4 (Roughness Cyl 4) -> Misfire count for cylinder #4 as determined by the ECU.

SI-Drive Mode (SI-Drive Mode) -> This is the final SI-DRIVE mode used to determine requested torque table switching as follows: SPORT ('S' or 1), SPORT# ('S#' or 2), INTELLIGENT ('I' or 3)

Target Throttle Angle (Target Throttle) -> Target throttle plate opening position during non-idle conditions. This value is determined by requested torque and RPM.

TGV Drive Switch (TGV Drive Sw.) -> Tumble generator valves (TGV) position as determined by the ECU. Value is ON (or 1) when the TGVs are open.

TGV Map Ratio (TGV Map Ratio) -> TGV-based map ratio multiplier that determines the switching (and blending) between the TGVs closed and TGVs open tables. The final table value is calculated as follows: (TGVs open table * map ratio) + (TGVs closed table * (1.0 - map ratio)).

TGV Output Switch (TGV Output Sw.) -> Tumble generator (Boost Targets) (Req. Torque (Bst Targets)) -> Requested torque as determined by the 'Requested Torque' table(s) (and with other compensations) and used as an input to the 'Boost Targets' table to determine the boost target.

Requested Torque (Boost Targets) Adder (A/C Load) (Req. Torque (Bst Targets) AC) -> Adder to the the 'Requested Torque (Boost Targets)' value based on A/C compressor load.

Requested Torque (Boost Targets) Adder (Alternator Load) (Req. Torque (Bst Targets) ALT) -> Adder to the the 'Requested Torque (Boost Targets)' value based on alternator load.

Requested Torque Delta (Req. Torque Delta) -> This is the requested torque delta (current - previous).

Requested Torque Limit TCM (Final With Comps) (Req Tor TCM Final) -> Final applied requested torque limit as determined by the transmission control module (TCM) during normal operation.

Requested Torque Limit TCM (OEM Base) (Req Tor TCM Base) -> Base requested torque limit as determined by the transmission control module (TCM) during normal operation. This value is further manipulated by specific compensations to determine a final limit.

Requested Torque Ratio (Req. Torq. Ratio) -> Requested Torque Ratio as used as an input to the 'Target Throttle Angle...' tables. This value is calculated as follows: requested torque / requested torque ratio base. The requested torque ratio base is determined by the 'Requested Torque (Ratio Base)' table.

Roughness Cyl. #1 (Roughness Cyl 1) -> Misfire count for cylinder #1 as determined by the ECU.

Roughness Cyl. #2 (Roughness Cyl 2) -> Misfire count for cylinder #2 as determined by the ECU.

Roughness Cyl. #3 (Roughness Cyl 3) -> Misfire count for cylinder #3 as determined by the ECU.

Roughness Cyl. #4 (Roughness Cyl 4) -> Misfire count for cylinder #4 as determined by the ECU.

SI-Drive Mode (SI-Drive Mode) -> This is the final SI-DRIVE mode used to determine requested torque table switching as follows: SPORT ('S' or 1), SPORT# ('S#' or 2), INTELLIGENT ('I' or 3)

Target Throttle Angle (Target Throttle) -> Target throttle plate opening position during non-idle conditions. This value is determined by requested torque and RPM.

TGV Drive Switch (TGV Drive Sw.) -> Tumble generator valves (TGV) position as determined by the ECU. Value is ON (or 1) when the TGVs are open.

TGV Map Ratio (TGV Map Ratio) -> TGV-based map ratio multiplier that determines the switching (and blending) between the TGVs closed and TGVs open tables. The final table value is calculated as follows: (TGVs open table * map ratio) + (TGVs closed table * (1.0 - map ratio)).

TGV Output Switch (TGV Output Sw.) -> Tumble generator valve output status as determined by the ECU. Value is ON (or 1) when ECU intends to change the position of the TGVs.

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Turbo Dynamics Integral (TD Integral) -> Current total correction (absolute) to wastegate duty based on the 'Turbo Dynamics Integral...' tables. This value accumulates generally over a short period of time based on minimum RPM and boost target thresholds.

rbo Turbo Dynamics Proportional (Integral (WG Position Correction) (TD Integ. (WG Pos Corr)) -> Current total correction to wastegate position based on the 'Turbo Dynamics Integral' table. This value accumulates generally over a short period of time based on specific conditions.

Turbo Dynamics Proportional (TD Proportional) -> Current correction (absolute) to wastegate duty based on the 'Turbo Dynamics Proportional' table.

Turbo Dynamics Proportional (WG Position Correction) (TD Prop. (WG Pos Corr)) -> Current correction to wastegate position based on the 'Turbo Dynamics Propotional' table.

VDC Ban of Torque Down Switch (VDC Ban Torq Sw) -> Ban of torque-down as determined by the ECU to be transmitted to the Vehicle Dynamics Control (VDC) module.

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Wall Wetting 3C (Wall Wetting 3C) -> This is the group 3C multiplier for the group 3 manifold wall wetting compensation. The final wall wetting compensation is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*4.

Wall Wetting 4 (Wall Wetting 4) -> This is the group 4 multiplier for the manifold wall wetting compensation. The final wall wetting compensation is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*4.

Wall Wetting Final (Wall Wetting Final) -> This is the final applied manifold wall wetting compensation (eq ratio adder) to the Commanded Fuel Final.

Warm-Up Enrichment (Warm-up Enrich.) -> Warm-up enrichment fuel adder (EQ ratio) as determined by the 'Warm-up Enrichment...' table(s). This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Warm-Up Enrichment (Homogeneous) (Warm-up Enrich. (H)) -> Warm-up enrichment fuel adder (EQ ratio) in homogeneous fuel mode. This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Warm-Up Enrichment (Stratified) (Warm-up Enrich. (S)) -> Warm-up enrichment fuel adder (EQ ratio) in stratified fuel mode. This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Wastegate Duty (Wastegate Duty) -> Final wastegate duty cycle as determined by the ECU's boost control logic. This value is manipulated in order to hit the boost target.

Wastegate Duty Cycles High (Table) (Wastegate High Table) -> This is the table value from the Wastegate Duty Cycles (High) table before any compensations are applied.

Wastegate Duty Cycles Low (Table) (Wastegate Low Table) -> This is the table value from the Wastegate Duty Cycles (Low) table before any compensations are applied.

Wastegate Duty Max (Wastegate Max) -> Maximum wastegate duty limit as determined by the 'Wastegate Duty Cycles (High)' table(s) with all wastegate compensations and limits applied*3C))*4.

Wall Wetting 4 (Wall Wetting 4) -> This is the group 4 multiplier for the manifold wall wetting compensation. The final wall wetting compensation is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*4.

Wall Wetting Final (Wall Wetting Final) -> This is the final applied manifold wall wetting compensation (eq ratio adder) to the Commanded Fuel Final.

Warm-Up Enrichment (Warm-up Enrich.) -> Warm-up enrichment fuel adder (EQ ratio) as determined by the 'Warm-up Enrichment...' table(s). This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Warm-Up Enrichment (Homogeneous) (Warm-up Enrich. (H)) -> Warm-up enrichment fuel adder (EQ ratio) in homogeneous fuel mode. This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Warm-Up Enrichment (Stratified) (Warm-up Enrich. (S)) -> Warm-up enrichment fuel adder (EQ ratio) in stratified fuel mode. This adder provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Wastegate Duty (Wastegate Duty) -> Final wastegate duty cycle as determined by the ECU's boost control logic. This value is manipulated in order to hit the boost target.

Wastegate Duty Cycles High (Table) (Wastegate High Table) -> This is the table value from the Wastegate Duty Cycles (High) table before any compensations are applied.

Wastegate Duty Cycles Low (Table) (Wastegate Low Table) -> This is the table value from the Wastegate Duty Cycles (Low) table before any compensations are applied.

Wastegate Duty Max (Wastegate Max) -> Maximum wastegate duty limit as determined by the 'Wastegate Duty Cycles (High)' table(s) with all wastegate compensations and limits applied.

Wastegate Initial Position (Final) (Wastegate Init. Pos. Final) -> This is the final wastegate initial position from the Wastegate Initial Position table with all wastegate compensations and limits applied.

Wastegate Initial Position (Table) (Wastegate Init. Pos. Table) -> This is the table value from the Wastegate Initial Position table before any compensations are applied.

Wastegate Position Actual (Wastegate Pos. Actual) -> This is the actual wastegate position as determined by the wastegate valve.

Wastegate Position Commanded (Wastegate Pos. Comm.) -> This is the commanded wastegate position BEFORE the learned correction and/or ramping is applied.

Wastegate Position Commanded Final (Wastegate Pos. Comm. Final) -> This is the final commanded wastegate position with learned correction and/or ramping applied.

Wastegate Position Learned Correction (Wastegate Pos. Learn Corr.) -> This is a learned correction (based on fully closed wastegate states) that is applied to the commanded wastegate position to determine the final commanded wastegate position.