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Subaru Factory Monitor Descriptions For Accesstuner And V3 Accessport

...


January 2020

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

A/F Correction #1 Accelerator Position (Accel Position) -> Accelerator pedal opening angle percentage as determined by the accelerator position sensor.

Accelerator Voltage MAIN (Accel Volt) -> Main accelerator pedal position sensor output voltage.

Accelerator Voltage SUB (Accel Volt Sub) -> Sub accelerator pedal position sensor output voltage.

AF Correction 1 (AF Correction 1) -> Short-term (immediate) fueling correction in closed loop based on input from the front oxygen sensor. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

A/F AF Correction #33 (AF Correction 3) -> Short-term (immediate) fueling correction in closed loop based on input from the rear oxygen sensor. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

A/F AF Learning #11 (AF Learning 1) -> Long-term (learned) fueling correction based on patterns of 'A/F Correction #1' in closed loop, which is based on input from the front oxygen sensor. This is a percentage correction of the injector pulse width. These values are determined and applied based on four separate mass airflow ranges. This value represents the current correction that is being applied. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

A/F AF Learning #1 1 Idle 1 (AF Learning Idle1) -> Long-term (learned) fueling correction during idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Idle 2 (AF Learning Idle2) -> Long-term (learned) fueling correction during idle conditions above RPM breakpoint.

A/F AF Learning #1 1 Range A (AF Learning 1 A) -> Long-term (learned) fueling correction for airflow range 'A' based on patterns of 'A/F Correction #1'. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. This value is determined and applied based on the first mass airflow range only. The mass airflow ranges are determined by the axis of the 'A/F Learning #1' table.

A/F AF Learning #1 1 Range A1 (AF Learning 1 A1) -> Long-term (learned) fueling correction for load range 'A' during non-idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Range A2 (AF Learning 1 A2) -> Long-term (learned) fueling correction for load range 'A' during non-idle conditions above the RPM breakpoint.

A/F AF Learning #1 1 Range B (AF Learning 1 B) -> Long-term (learned) fueling correction for airflow range 'B' based on patterns of 'A/F Correction #1'. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. This value is determined and applied based on the second mass airflow range only. The mass airflow ranges are determined by the axis of the 'A/F Learning #1' table.

A/F AF Learning #1 1 Range B1 (AF Learning 1 B1) -> Long-term (learned) fueling correction for load range 'B' during non-idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Range B2 (AF Learning 1 B2) -> Long-term (learned) fueling correction for load range 'B' during non-idle conditions above the RPM breakpoint.

A/F AF Learning #1 1 Range C (AF Learning 1 C) -> Long-term (learned) fueling correction for airflow range 'C' based on patterns of 'A/F Correction #1'. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. This value is determined and applied based on the third mass airflow range only. The mass airflow ranges are determined by the axis of the 'A/F Learning #1' table.

A/F AF Learning #1 1 Range C1 (AF Learning 1 C1) -> Long-term (learned) fueling correction for load range 'C' during non-idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Range C2 (AF Learning 1 C2) -> Long-term (learned) fueling correction for load range 'C' during non-idle conditions above the RPM breakpoint.

A/F AF Learning #1 1 Range D (AF Learning 1 D) -> Long-term (learned) fueling correction for airflow range 'D' based on patterns of 'A/F Correction #1'. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. This value is determined and applied based on the fourth mass airflow range only. The mass airflow ranges are determined by the axis of the 'A/F Learning #1' table.

A/F AF Learning #1 1 Range D1 (AF Learning 1 D1) -> Long-term (learned) fueling correction for load range 'D' during non-idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Range D2 (AF Learning 1 D2) -> Long-term (learned) fueling correction for load range 'D' during non-idle conditions above the RPM breakpoint.

A/F AF Learning #1 1 Range E1 (AF Learning 1 E1) -> Long-term (learned) fueling correction for load range 'E' during non-idle conditions below the RPM breakpoint.

A/F AF Learning #1 1 Range E2 (AF Learning 1 E2) -> Long-term (learned) fueling correction for load range 'E' during non-idle conditions above the RPM breakpoint.

A/F AF Learning #33 (AF Learning 3) -> Long-term (learned) fueling correction based on patterns of 'A/F Correction #3', which is based on input from the rear oxygen sensor. This is a percentage correction of the injector pulse width. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

A/F AF Sensor #1 1 Current (AF Sens 1 Curr.) -> Front oxygen sensor output current in milliamps (mA).

A/F AF Sensor #1 1 Ratio (AF Sens 1 Ratio) -> Air/fuel ratio based on the front oxygen sensor.

A/F AF Sensor #3 3 Voltage (AF Sens 3 Volt.) -> Rear oxygen sensor output voltage.

A/F AF Sensor #3 3 Voltage DIRECT (Direct) (AF Sens 3 Volt . Direct) -> Rear oxygen sensor output voltage direct (higher precision and full 0-5v range as compared to non-direct monitor).

Accelerator Position (Accel. Position) -> Accelerator pedal opening angle percentage as determined by the accelerator position sensor.

Accelerator Voltage (Main) (Accel Volt) -> Main accelerator pedal position sensor output voltage.

Accelerator Voltage (Sub) (Accel Volt Sub) -> Sub accelerator pedal position sensor output voltage.

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

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

AT Fuel Cut Switch (AT Fuel Cut Sw.) -> Automatic transmission fuel cut request as relayed by the transmission control module.

AT Lock - up Switch (AT Lock - up Sw.) -> Lock-up status of the automatic transmission as relayed by the transmission control module.

AT Retard Switch (AT Retard Sw.) -> Automatic transmission ignition retard request as relayed by the transmission control module.

AT Torque - Down Perm . Switch (AT Torq . Per . Sw) -> Automatic transmission torque-down permission as relayed by the transmission control module.

AVCS Exhaust Left (AVCS Exh . Left) -> Exhaust Active Valve Control System (AVCS) timing for the left bank based on the corresponding exhaust camshaft position sensor.

AVCS Exhaust Right (AVCS Exh . Right) -> Exhaust Active Valve Control System (AVCS) timing for the right bank based on the corresponding exhaust camshaft position sensor.

AVCS Exhaust Target Final With Comps TABLE (AVCS Exh Table) (TGV Closed) (AVCS Exh. TGV CL Table) -> -> This is the table value from the AVCS Exhaust Cam Retard Target (TGVs Closed) table before any compensations are applied.

AVCS Exhaust Target (Table)(TGV Open)TABLE TGV CLOSED (AVCS Exh . TGV OP CL Table) -> This is the table value from the AVCS Exhaust Cam Retard Target (TGVs OpenClosed) table before any compensations are applied.

AVCS Exhaust Target Final With Comps (Table)TABLE TGV OPEN (AVCS Exh . TGV OP Table) -> This is the table value from the AVCS Exhaust Cam Retard Target (TGVs Open) table before any compensations are applied.

AVCS Intake Left (AVCS In . Left) -> Intake Active Valve Control System (AVCS) timing for the left bank based on the corresponding intake camshaft position sensor.

AVCS Intake Right (AVCS In . Right) -> Intake Active Valve Control System (AVCS) timing for the right bank based on the corresponding intake camshaft position sensor.

AVCS Intake Target (Table)Final With Comps TABLE (AVCS In . Table) -> This is the table value from the AVCS Intake Cam Advance Target table before any compensations are applied.

AVCS Intake Target (Table)(TGV Closed)TABLE (AVCS In . TGV CL Table) -> This is the table value from the AVCS Intake Cam Advance Target (TGVs Closed) table before any compensations are applied.

AVCS Intake Target (Table)(TGV Open)TABLE TGV CLOSED (AVCS In . TGV OP CL Table) -> This is the table value from the AVCS Intake Cam Advance Target (TGVs OpenClosed) table before any compensations are applied.

AVCS Intake Target Final With Comps (Table)TABLE TGV OPEN (AVCS In . TGV OP Table) -> This is the table value from the AVCS Intake Cam Advance Target (TGVs Open) table before any compensations are applied.

Barometric Pressure (Baro . Pressure) -> Barometric pressure based on the barometric pressure sensor.

Battery Voltage (Battery Volt.) -> Battery voltage as determined by the battery voltage input to the ECUthe ECU.

Boost Limits Base TABLE Rel Sea Level (Limits Boost Table Base Rel SL) -> This is the table value from the Boost Limits table.

Boost Limits (Final) FINAL Rel . Sea Level (Limits Boost Final Rel . SL) -> This is the boost limit after all applicable boost compensations have been applied.

Boost Limits (Table) TABLE Rel . Sea Level (Limits Boost Table Rel . SL) -> This is the table value from the Boost Limits table.Boost Limits Base (Table) Rel. Sea Level (Limits

Boost Table Base Rel. SL) -> This is the table value from the Boost Limits table.Boost Target (Final) Abs. Target FINAL Abs (Target Boost Final Abs.) -> This is the boost target (in absolute pressure) after all boost target compensations have been applied.

Boost Target (Final) FINAL Rel. (Target Boost Final Rel.) -> This is the boost target in relative pressure (absolute boost target - barometric pressure) after all boost target compensations have been applied.

Boost Target (Final) FINAL Rel . Sea Level (Target Boost Final Rel . SL) -> This is the boost target after all boost target compensations have been applied. The underlying value is in absolute pressure with this relative value being calculated based on the assumption of sea level barometric pressure (14.7 psi).

Boost Target (Table) TABLE Rel . Sea Level (Target Boost Table Rel . SL) -> This is the table value from the Boost Targets table before any compensations are applied.

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Camshaft Position Switch (Camshaft Sw.) -> Camshaft position sensor output. Value is ON (or 1) with camshaft rotation (i.e. when the engine is running).

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Closed Loop Fuel Target Base (Table)Lean Limit and CFF Transfer TABLE (CL Fuel Target Lean Table) -> This is the table value from the Closed Loop Fueling Target Base (Main) Lean Limit tables.

Closed Loop Fuel Target Base Lean Limit and CFF Transfer (Table) (TABLE (CL Fuel Target Lean Table) -> This is the table value from the Closed Loop Fueling Target Base (Main) Lean Limit tables.

Closed Loop Fuel Target ECT Comp TABLE (Table) (CL Fuel ECT Comp Table) -> This is the table value from the Closed Loop Fueling Target Compensation (Coolant Temp) table.

Closed / Open Loop Switch (Closed Loop Sw.) -> Closed/open loop fuel system status. Value is 'Closed' (or 1) in closed loop and 'Open' (or 0) in open loop. In closed loop, the ECU uses feedback from the oxygen sensor(s) to attempt to hit the closed loop fueling target. In open loop, this feedback is ignored.

Clutch Switch (Clutch Sw.) -> Clutch switch output. Value is ON (or 1) when the clutch pedal is pushed in.

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CPC Purge Valve Duty (CPC Purge Valve Duty) -> Duty ratio of the canister purge control solenoid as determined by the ECU.

Cranking Fuel IPW Base (Table)Group 1 TABLE (Cranking IPW 1 Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Base (Group 1) tables during cranking before any compensations are applied.

Cranking Fuel IPW Base Group 1 2 TABLE (Table) (Cranking IPW 1 2 Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Base (Group 12) tables during cranking before any compensations are applied.

Cranking Fuel IPW Base Group 2 (Table)TABLE (Cranking IPW 2 Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Base (Group 2) tables during cranking before any compensations are applied.

Crankshaft Position Switch (Crankshaft Sw.) -> Crankshaft position sensor output. Value is ON (or 1) with crankshaft rotation (i.e. when the engine is running).

CVT Temperature (CVT Temp) -> Continuously variable transmission (CVT) fluid temperature as reported by the transmission control module (TCM).

Dyn . Adv . Adder (Dyn . Adv . Adder) -> Multiplier applied to the 'Dynamic Advance Adder Max...' map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dyn . Adv . Adder A Multiplier (Dyn . Adv . A Mult) -> Multiplier applied to the 'Dynamic Advance Adder Max. A...' map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dyn . Adv . Adder B Multiplier (Dyn . Adv . B Mult) -> Multiplier applied to the 'Dynamic Advance Adder Max. B...' map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dyn . Adv . Primary Map Ratio (Dyn . Adv . Ratio) -> Map ratio multiplier that determines the map switching (or blending) between the 'high' and 'low' versions of the 'Dynamic Advance Max. Primary' tables. The final primary dynamic advance is determined as follows: (low table * ratio) + (high table * (1.0 - ratio)). This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dynamic Advance Base TABLE (Table) (Dynamic Adv . Base Table) -> This is the table value from the Dynamic Advance Base tables.

Dynamic Advance Final (Dynamic Adv.) -> Dynamic advance map value with the following knock corrections applied: dynamic advance multiplier (DAM), feedback knock correction, and fine knock learning correction. This is the final dynamic advance that makes up a portion of total timing.

Dynamic Advance Learned (Dynamic Adv . Lrn) -> Dynamic advance map value with only the following learned knock corrections applied: dynamic advance multiplier (DAM) and fine knock learning correction. This value does not include feedback knock correction.

Dynamic Advance Multiplier (Dyn . Adv . Mult) -> This is a learned correction applied to dynamic advance. The dynamic advance multiplier (DAM) is one of three knock responses. When conditions dictate that a change to the DAM is to occur, the current knock signal is referenced and the DAM is set to an initial value. If a knock event has occurred, the DAM will decrease. If there's no knock event, the DAM will increase (if no knock over a delay period). The DAM is reset to an initial value after an ECU reset or after a reflash. For the 02-05 WRX, the DAM ranges from 0 to 16 and its application to dynamic advance can be calculated as follows: dynamic advance map value * (DAM/16). For all other ECUs, the DAM ranges from 0 to 1 (decimal value) and is applied as follows: dynamic advance map value * DAM.

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Engine Speed Delta (RPM Delta) -> Current RPM delta calculated (generally) as follows: current RPM - previous RPM.

Engine Start MODE (Mode) (Engine Start Mode) -> Engine start mode used as an input to some post-start enrichment tables.

Evap - Related Fuel Adder (Evap Fuel Adder) -> Evaporative systems related fuel adder (EQ ratio).

Exhaust Gas Temperature (Exh . Gas Temp) -> Exhaust gas temperature (EGT) based on the EGT sensor located in the uppipe.

Exhaust Gas Temperature Voltage (Direct)DIRECT (EGT Volt . Direct) -> Exhaust Gas Temperature sensor output voltage direct.

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Fuel Cut Mode (Fuel Cut Mode) -> This is the mode which indicates the fuel cut type that conditions would dictate (even if no fuel cut is currently active). Internal use only.

Fuel Injector Timing (Cranking)(Table) (Inj. CRANKING TABLE (Inj Timing Crank Table) -> This is the table value from the Fuel Injector Start of Injection (Cranking) table.

Fuel Injector Timing ( Homogeneous )(Table)TABLE (Inj . Timing ( H ) Table) -> This is the final table value from the Fuel Injector Start of Injection (Homogeneous) Main table with compensations applied.

Fuel Injector Trim ( Fuel Pressure )(Multiplier)(Table)MULTIPLIER TABLE (Fuel Inj . FP Mult Table) -> This is the table value from the Fuel Injector Trim (Fuel Pressure)(Multiplier) table.

Fuel Injector Trim ( Fuel Pressure )(Offset)(Table) (OFFSET TABLE (Fuel Inj . FP Offset Table) -> This is the table value from the Fuel Injector Trim (Fuel Pressure)(Offset) table.

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Fuel Pressure Target Main (Table)TABLE (Fuel Press Target Table) -> This is the table value from the Fuel Pressure Target Main table (outside of idle) or the Fuel Pressure Target Main (Idle) table (in idle).

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Fuel Temperature (Fuel Temp) -> Fuel temperature based on the fuel temperature sensor.

Fuel Temperature Voltage (Direct)DIRECT (Fuel Temp Volt . Direct) -> Fuel temperature sensor output voltage direct.

Gear Position (estimated)ESTIMATED (Gear Position) -> Current estimated gear position as determined by the ECU. This value is estimated based on RPM and vehicle speed.

Hot - Restart Enrichment (Hot - Restart Enr.) -> Post-start hot-restart decay enrichment fuel adder (EQ ratio) as determined by the 'Hot-Restart Enrichment...' tables. This value begins decaying after engine start to provide post-start enrichment during hot-restart conditions. Higher values indicate greater enrichment.

Hot - Restart Enrichment Initial (Table)TABLE (Hot - Restart Table) -> This is the final table value as determined by the "Hot-Restart Enrichment Initial..." tables with the Barometric Multiplier map ratio applied.

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Idle Mode Switch (Idle Mode Sw.) -> Idle mode status as determined by the ECU. Value is ON (or 1) when idle mode is active. Idle mode is primarily determined by throttle position for drive-by-cable cars and requested torque for drive-by-wire cars.

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Ignition Switch (Ignition Sw.) -> Ignition switch status. Value is ON (or 1) when the ignition switch is on.

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

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

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.

Ignition Timing Comp Tip - in (Ign Comp Tip - in) -> Tip-in ignition timing compensation.

Inj . #1 1 Pulse Width (Inj . PW) -> Final calculated injector pulse width for cylinder #1, as determined by the ECU.

Inj . #1 1 Pulse Width NO LATENCY (No Latency) (Inj . PW ( No Lat)) -> Final calculated injector pulse width for cylinder #1, as determined by the ECU. This monitor does not include injector latency and also has more resolution than the 'With Latency' monitor.

Inj . #1 1 Pulse Width (With Latency)WITH LATENCY (Inj . PW (w/ with Lat) ) -> Final calculated injector pulse width for cylinder #1 (including injector latency), as determined by the ECU.

Inj . Duty Cycle (Inj . Duty Cycle) -> Percentage of current engine cycle time (based on RPM) that the injectors are commanded to be on (based on the commanded injector pulse width).

Inj . Latency (Inj . Latency) -> Injector latency (dead-time) as determined by the 'Fuel Injector Latency' table.

Inj . Pulse Width Final Base (Inj . PW Base) -> Final injector pulse width before individual fuel injector trims are applied.

Intake Temperature Manifold (Intake Temp Manifold) -> Intake temperature based on the intake temperature sensor in intake manifold.

Intake Temperature Pre - Turbo (Intake Temp) -> Intake temperature based on the intake air temperature sensor in MAF housing (i.e. Pre-Turbo)

Knock Activity Switch (Knock Active Sw.) -> Knock activity status as determined by the ECU with input from the knock sensor. Value is ON (or 1) when knock is detected (as perceived by the ECU). Note: Because this switch is immediately cleared when no knock is occurring (as perceived by the ECU), it can be difficult to catch knock events when monitoring. This is because the time scale of a single knock event is small.

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Knock Sensor Bkgd Noise Final (KS Bkgd Final) -> This is the final background noise level used as a base upon which the knock threshold adder is added to determine a knock threshold level.

Knock Sensor Corr . Noise Level (KS Corr . Noise) -> Current knock sensor noise level based on the 'Knock Sensor Calibration' table. This value is corrected to normalize output based on the currently selected filter (each filter represents a different frequency range). This corrected value is used as the basis in various calculations to determine knock events and filter selection.

...

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). 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.

Knock Sensor Thresh . Level Final (KS Thresh . Level) -> Final knock threshold noise level which is compared to the current knock sensor corrected noise level to determine if a knock event has occurred.

Knock Sum (Knock Sum) -> Counter which is incremented when a non-consecutive knock event, as perceived by the ECU, occurs. This value may be reset to zero when a certain threshold is reached. Note: This counter may be incremented even at idle and low load/RPM where false knock detection is a greater probability.

Knock Sum Cyl . #11 (Knock Sum Cyl 1) -> Counter which is incremented when a non-consecutive knock event, as perceived by the ECU, occurs in cylinder #1. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability.

Knock Sum Cyl . #22 (Knock Sum Cyl 2) -> Counter which is incremented when a non-consecutive knock event, as perceived by the ECU, occurs in cylinder #2. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability.

Knock Sum Cyl . #33 (Knock Sum Cyl 3) -> Counter which is incremented when a non-consecutive knock event, as perceived by the ECU, occurs in cylinder #3. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability.

Knock Sum Cyl . #44 (Knock Sum Cyl 4) -> Counter which is incremented when a non-consecutive knock event, as perceived by the ECU, occurs in cylinder #4. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability.

Manifold Abs . Pressure (Man . Abs . Press.) -> Manifold pressure (absolute) based on the manifold absolute pressure sensor.

Manifold Abs . Pressure Sensor Voltage (Man . Abs . Press . Volts) -> Manifold absolute pressure sensor voltage.

Manifold Rel . Pressure (Boost) -> Manifold pressure (relative) calculated from manifold absolute pressure and barometric pressure as follows: manifold absolute pressure - barometric pressure.

Mass Airflow (MAF) -> Final mass airflow (in grams per second), as determined by the ECU, based on the 'MAF Calibration' table with limits/compensations applied.

Mass Airflow ( Corrected OEM) VE (MAF Corr. OEM VE) -> Current volumetric efficiency input to the ideal gas law equation used in determining the final corrected mass airflow.Mass Airflow (Corrected) (MAF Corr.) -> Final mass airflow (in grams per second), as determined by the ECU, based on the 'MAF Calibration' table with corrections applied.

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

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.

Mass Airflow Voltage (Direct)DIRECT (MAF Volt . Direct) -> Mass airflow sensor output voltage direct (higher precision as compared to non-direct monitor).

Neutral Position Switch (Neutral Pos . Sw.) -> Transmission neutral status as determined by the neutral position sensor. Value is ON (or 1) when gearshift is in neutral for manual transmissions or neutral or park for automatic transmissions.

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Oil Temperature (Oil Temp) -> Oil temperature based on the oil temperature sensor.

Post - Start AVCS Disabled Map Ratio (PS AVCS Disable Ratio) -> Post-start AVCS disabled map ratio multiplier that determines the switching (and blending) between "...Post-Start AVCS Disabled" tables and the corresponding "Main" tables. The final table value is calculated as follows: (AVCS disabled table * map ratio) + (Main table * (1.0 - map ratio)).

Post - Start Enrich . ( Homogeneous) (Post - Start ( H) ) -> Post-start fuel adder (EQ ratio) in homogeneous fuel mode. This value begins decaying after engine start to provide post-start enrichment. Higher values indicate greater enrichment.

Post - Start Enrich . ( Homogeneous ) Base (Fast) TableBase FAST TABLE (PS ( H ) Fast Table) -> This is the table value from the Post-Start Enrichment (Homogeneous) Base (Fast) tables.

Post - Start Enrich . ( Homogeneous ) Base (Moderate) TableBase MODERATE TABLE (PS ( H ) Mod Table) -> This is the table value from the Post-Start Enrichment (Homogeneous) Base (Moderate) tables.

Post - Start Enrich . ( Homogeneous ) Base SLOW TABLE (Slow) Table (PS ( H ) Slow Table) -> This is the table value from the Post-Start Enrichment (Homogeneous) Base (Slow) tables.

Post - Start Enrich . ( Stratified) (Post - Start ( S)) -> Post-start fuel adder (EQ ratio) in stratified fuel mode. This value begins decaying after engine start to provide post-start enrichment. Higher values indicate greater enrichment.

Post - Start Enrich . ( Stratified ) Base FAST TABLE (Fast) Table (PS ( S ) Fast Table) -> This is the table value from the Post-Start Enrichment (Stratified) Base (Fast) tables.

Post - Start Enrich . ( Stratified ) Base MODERATE TABLE (Moderate) Table (PS ( S ) Mod Table) -> This is the table value from the Post-Start Enrichment (Stratified) Base (Moderate) tables.

Post - Start Enrich . ( Stratified ) Base SLOW TABLE (Slow) Table (PS ( S ) Slow Table) -> This is the table value from the Post-Start Enrichment (Stratified) Base (Slow) tables.

Post - Start High Speed Enrich. (Post - Start HS) -> Post-start high speed decay fuel adder (EQ ratio) as determined by the 'Post-Start Enrichment High Speed...' tables. This value begins decaying after engine start to provide post-start enrichment. Higher values indicate greater enrichment.

Post - Start Low Speed Enrich. (Post - Start LS) -> Post-start low speed decay fuel adder (EQ ratio) as determined by the 'Post-Start Enrichment Low Speed...' tables. This value begins decaying after engine start to provide post-start enrichment. Higher values indicate greater enrichment.

Primary Ignition (Primary Ign.) -> Primary ignition timing advance as determined by the 'Primary Ignition' table(s).

Primary Ignition (Table)TABLE (Primary Ign Table) -> This is the table value from the Primary Ignition tables (non-idle) before any compensations are applied.

Primary Open Loop Fueling (Table)ECT Comp TABLE (Prim . OL Fuel ECT Table) -> This is the table value from the Primary Open Loop Fueling table before any compensations are appliedCompensation (Coolant Temp) table.

Primary Open Loop Fueling ECT Comp (Table)TABLE (Prim . OL ECT Fuel Table) -> This is the table value from the Primary Open Loop Fueling Compensation (Coolant Temp) tabletable before any compensations are applied.

Radiator Fan Relay #1 1 Switch (Rad . Fan 1 Sw.) -> Radiator fan relay #1 status as determined by the ECU. Value is ON (or 1) when the ECU determines that the relay should be on.

Radiator Fan Relay #2 2 Switch (Rad . Fan 2 Sw.) -> Radiator fan relay #2 status as determined by the ECU. Value is ON (or 1) when the ECU determines that the relay should be on.

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 BOOST TARGETS (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) BOOST TARGETS Adder AC 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) 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) (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)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 . #11 (Roughness Cyl 1) -> Misfire count for cylinder #1 as determined by the ECU.

Roughness Cyl . #22 (Roughness Cyl 2) -> Misfire count for cylinder #2 as determined by the ECU.

Roughness Cyl . #33 (Roughness Cyl 3) -> Misfire count for cylinder #3 as determined by the ECU.

Roughness Cyl . #44 (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)

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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.

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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.

TGV Voltage Left (TGV Volt . Left) -> Tumble generator valve (TGV) output voltage as determined by the TGV position sensor in the left bank.

TGV Voltage Left DIRECT (Direct) (TGV Volt . Left Direct) -> Tumble generator valve (TGV) output voltage direct (higher precision and unfilitered as compared to non-direct monitor) as determined by the TGV position sensor in the left bank.

TGV Voltage Left (Direct) DIRECT Smoothed (TGV Volt . Left Direct Sm.) -> Tumble generator valve (TGV) output voltage direct smoothed (higher precision as compared to non-direct monitor) as determined by the TGV position sensor in the left bank.

TGV Voltage Right (TGV Volt . Right) -> Tumble generator valve (TGV) output voltage as determined by the TGV position sensor in the right bank.

TGV Voltage Right (Direct)DIRECT (TGV Volt . Right Direct) -> Tumble generator valve (TGV) output voltage direct (higher precision and unfilitered as compared to non-direct monitor) as determined by the TGV position sensor in the right bank.

TGV Voltage Right (Direct) DIRECT Smoothed (TGV Volt . Right Direct Sm.) -> Tumble generator valve (TGV) output voltage direct smoothed (higher precision as compared to non-direct monitor) as determined by the TGV position sensor in the right bank.

Throttle Position (Throttle Pos.) -> Throttle plate opening percentage based on the throttle position sensor.

Tip - in Enrich . (Last Applied)LAST APPLIED (Tip - in Enrich.) -> The last applied injector pulse width for tip-in enrichment after all compensations have been applied. Tip-in enrichment temporarily overrides current fueling based on abrupt changes in throttle in a positive direction. Note: This value is not cleared when tip-in enrichment is inactive.

Tip - in Enrich . (Last Calc.) (Tip-LAST CALC (Tip in Enrich.) -> The last calculated injector pulse width for tip-in enrichment after all compensations have been applied. Tip-in enrichment temporarily overrides current fueling based on abrupt changes in throttle in a positive direction. Note: This value is not necessarily applied as it is a calculation before thresholds are checked for activation. This value is also not cleared when tip-in enrichment is inactive.

Tip - in Enrich . (Table)TABLE (Tip - in Enrich . Table) -> This is the table value from the Tip-in Enrichment table before any compensations are applied.

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TPS Voltage (TPS Voltage) -> Throttle position sensor output voltage.

TPS Voltage MAIN (Main) (TPS Voltage) -> Main throttle position sensor output voltage.

TPS Voltage (Sub)SUB (TPS Voltage Sub) -> Sub throttle position sensor output voltage.

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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.

Turbo Dynamics Integral ( WG Position Correction)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.

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Turbo Dynamics Proportional ( WG Position Correction)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.

VDC Req . Torque Down Switch (VDC Req Torq Sw) -> Request for torque-down to the ECU as determined by the Vehicle Dynamics Control (VDC) module.

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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.

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

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Wastegate Initial Position FINAL (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)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.