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Subaru Factory Monitor Descriptions For Accesstuner And V3 Accessport

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May 2024

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

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

AF 1 Trims Total (AF 1 Trims Total) -> Total #1 fuel trims ('AF Correction 1' + 'AF Learning 1').

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.

AF Correction 3 (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 widthclosed loop fueling target. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

AF Learning 1 (AF Learning 1) -> Long-term (learned) fueling correction based on patterns of 'A/F AF Correction #11' 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.

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AF Learning 1 Range A (AF Learning 1 A) -> Long-term (learned) fueling correction for airflow range 'A' based on patterns of 'A/F AF Correction #11'. 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.

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AF Learning 1 Range B (AF Learning 1 B) -> Long-term (learned) fueling correction for airflow range 'B' based on patterns of 'A/F AF Correction #11'. 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.

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AF Learning 1 Range C (AF Learning 1 C) -> Long-term (learned) fueling correction for airflow range 'C' based on patterns of 'A/F AF Correction #11'. 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.

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AF Learning 1 Range D (AF Learning 1 D) -> Long-term (learned) fueling correction for airflow range 'D' based on patterns of 'A/F AF Correction #11'. 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.

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AF Learning 3 (AF Learning 3) -> Long-term (learned) fueling correction based on patterns of 'A/F AF Correction #33', 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.

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AF Sensor 3 Voltage (AF Sens 3 VoltVolts) -> Rear oxygen sensor output voltage.

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

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

AVCS Exhaust LeftActivation Post Reset Flag (AVCS Exh LeftActivate Post Reset Flag) -> 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 Value is 'ON' (or 1) when the post-reflash/reset AVCS exhaust control learned state is complete and 'OFF' (or 0) when it is not yet complete. After an ECU reflash or reset, the ECU defaults to disabling AVCS control until certain conditions are met at idle. The post-reflash/reset AVCS learned state must be complete before active AVCS control is allowed.

AVCS Exhaust Control Flag (AVCS Exh Control Flag) -> Value is 'ON' (or 1) when the AVCS exhaust control is currently active and 'OFF' (or 0) when it is inactive.

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 Target Final With Comps TABLERight (AVCS Exh TableRight) -> This is the table value from the AVCS Exhaust Cam Retard Target table before any compensations are appliedExhaust Active Valve Control System (AVCS) timing for the right bank based on the corresponding exhaust camshaft position sensor.

AVCS Exhaust Target TABLE TGV CLOSEDFinal LEFT (AVCS Exh TGV CL TableTarget Final L) -> This is the table value from the AVCS Exhaust Cam Retard Target (Exhaust Active Valve Control System (AVCS) final target timing for the left bank.

AVCS Exhaust Target Final RIGHT (AVCS Exh Target Final R) -> Exhaust Active Valve Control System (AVCS) final target timing for the right bank.

AVCS Exhaust Target TABLE FINAL (AVCS Exh Table Final) -> This is the final AVCS exhaust table value after TGV blending and compensations are applied.

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

AVCS Intake Target TABLEActivation Post Reset Flag (AVCS In TableActivate Post Reset Flag) -> This is the table value from the AVCS Intake Cam Advance Target table before any compensations are applied.

AVCS Intake Target TABLE TGV CLOSED (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 (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 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 Rel Sea Level (Limits Boost Final Rel SL) -> This is the boost limit after all applicable boost compensations have been applied.

Boost Limits TABLE Rel Sea Level (Limits Boost Table Rel SLValue is 'ON' (or 1) when the post-reflash/reset AVCS intake control learned state is complete and 'OFF' (or 0) when it is not yet complete. After an ECU reflash or reset, the ECU defaults to disabling AVCS control until certain conditions are met at idle. The post-reflash/reset AVCS learned state must be complete before active AVCS control is allowed.

AVCS Intake Control Flag (AVCS In Control Flag) -> Value is 'ON' (or 1) when the AVCS intake control is currently active and 'OFF' (or 0) when it is inactive.

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 Final LEFT (AVCS In Target Final L) -> Intake Active Valve Control System (AVCS) final target timing for the left bank.

AVCS Intake Target Final RIGHT (AVCS In Target Final R) -> Intake Active Valve Control System (AVCS) final target timing for the right bank.

AVCS Intake Target TABLE (AVCS In Table) -> This is the table value from the Boost Limits table.Boost Target FINAL Abs (Target Boost Final AbsAVCS Intake Cam Advance Target table before any compensations are applied.

AVCS Intake Target TABLE FINAL (AVCS In Table Final) -> This is the boost target (in absolute pressure) after all boost target compensations have been final AVCS intake table value after TGV blending and compensations are applied.Boost Target FINAL Rel (Target Boost Final Rel

AVCS Intake Target TABLE TGV CLOSED (AVCS In TGV CL Table) -> This is the boost target in relative pressure (absolute boost target - barometric pressure) after all boost target compensations have been applied.Boost Target FINAL Rel Sea Level (Target Boost Final Rel SLtable value from the AVCS Intake Cam Advance Target (TGVs Closed) table before any compensations are applied.

AVCS Intake Target TABLE TGV OPEN (AVCS In TGV OP Table) -> 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 Rel Sea Level (Target Boost Table Rel SLtable value from the AVCS Intake Cam Advance Target (TGVs Open) table before any compensations are applied.

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

Calculated Load (Calculated Load) -> Engine load, in grams per crankshaft revolution, as calculated by the ECU. This value is determined as follows: (mass airflow * 60) / RPM.

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

Catalyst Temperature (Catalyst Temp) -> Estimated catalyst temperature as determined by the ECU.

Closed Loop Delay Count (CL Delay Count) -> This counter increments when conditions are met for a delayed closed to open loop fueling transition (primary OL fuel becomes active after delay is satisified which may or may not result in actual switch to OL). Will be set to its maximum value if delay threshold is zero in tune (or set to zero via conditions).

Closed Loop Fuel Target (CL Fuel Target) -> Target fueling in closed loop after all compensations have been applied. The ECU will attempt to hit this target in closed loop based on feedback from the oxygen sensor(s).

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

Closed Loop Fuel Target ECT Comp TABLE (CL Fuel ECT Comp TableBarometric Pressure (Baro Pressure) -> Barometric pressure based on the barometric pressure sensor.

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

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

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

Boost 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 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 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 Rel Sea Level (Target Boost Table Rel SL) -> 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 Boost Targets table before any compensations are applied.

Calculated Load (Calculated Load) -> Engine load, in grams per crankshaft revolution, as calculated by the ECU. This value is determined as follows: (mass airflow * 60) / RPM.

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

Commanded Fuel Final (Comm Fuel Final) -> This is the final commanded fueling target used in the injector pulse width calculation. This includes all compensations to the fueling target.

Commanded Fuel Primary OL Map (Comm Fuel Map) -> Commanded open loop fueling as determined by the 'Primary Open Loop Fueling' table(s) with all direct compensations applied.

Coolant Temperature (Coolant Temp) -> Coolant temperature based on the engine coolant temperature sensor.

CPC Purge Fuel Trim (CPC Purge Fuel Trim) -> Fuel trim adder based on learning during canister purge control events. This correction is NOT reflected in other fuel trim monitors.

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 Group 1 TABLE (Cranking IPW 1 engine is running).

Catalyst Temperature (Catalyst Temp) -> Estimated catalyst temperature as determined by the ECU.

Closed Loop Delay Count (CL Delay Count) -> This counter increments when conditions are met for a delayed closed to open loop fueling transition (primary OL fuel becomes active after delay is satisified which may or may not result in actual switch to OL). Will be set to its maximum value if delay threshold is zero in tune (or set to zero via conditions).

Closed Loop Fuel Target (CL Fuel Target) -> Target fueling in closed loop after all compensations have been applied. The ECU will attempt to hit this target in closed loop based on feedback from the oxygen sensor(s).

Closed Loop Fuel Target Base Lean Limit and CFF Transfer TABLE (CL Fuel Target Lean Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Closed Loop Fueling Target Base (Group 1Main) tables during cranking before any compensations are appliedLean Limit tables.

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

Closed Loop Fuel Target ECT Comp TABLE (CL Fuel ECT Comp Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Base 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 (Dynamic Adv Base 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.

Commanded Fuel Final (Comm Fuel Final) -> This is the final commanded fueling target used in the injector pulse width calculation. This includes all compensations to the fueling target.

Commanded Fuel Primary OL Map (Comm Fuel Map) -> Commanded open loop fueling as determined by the 'Primary Open Loop Fueling' table(s) with all direct compensations applied.

Coolant Temperature (Coolant Temp) -> Coolant temperature based on the engine coolant temperature sensor.

CPC Purge Flow (CPC Purge Flow) -> Estimated current canister purge flow as determined by the ECU.

CPC Purge Fuel Learning (CPC Purge Fuel Learn) -> Canister purge trim learning component as determined by the ECU.

CPC Purge Fuel Trim (CPC Purge Fuel Trim) -> Fuel trim adder based on learning during canister purge control events. This correction is NOT reflected in other fuel trim monitors.

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 Group 1 TABLE (Cranking IPW 1 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.

EGR Actual (EGR Actual) -> Exhaust Gas Recirculation (EGR) valve actual.

EGR Commanded (EGR Commanded) -> Exhaust Gas Recirculation (EGR) valve commanded.

Engine Run Time (Engine Run Time) -> This is the counter that is incremented when the engine is running.

Engine Speed (RPM) -> Engine speed in crankshaft revolutions per minute based on the crankshaft position sensor.

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

Engine Start 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 (EGT Volt Direct) -> Exhaust Gas Temperature sensor output voltage direct.

Feedback Knock Correction (Feedback Knock) -> This is a correction applied to dynamic advance based on knock. Feedback knock correction is the default correction of the three knock responses. When conditions dictate that changes to the dynamic advance multiplier or fine knock learning are not called for, feedback knock correction will be active (within specific RPM and load ranges). When a knock event occurs, feedback knock correction will decrease from its initial value of zero. The correction will be held until there's no knock event over a delay period after which the correction value will increase by a specific value (and the process repeats until the value ramps back to zero). If there is a knock event over the delay period, the value will decrease further.

Fine Knock Learning (Fine Knock Learn) -> This is a learned correction applied to dynamic advance. Fine knock learning is one of three knock responses. Its values are stored and applied based on specific load and RPM ranges. When conditions dictate that changes to fine knock learning are Cranking Fuel Injector Pulse Width Base (Group 1) tables during cranking before any compensations are applied.

Cranking Fuel IPW Base Group 2 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.

Cranking Fuel IPW Base TABLE (Cranking IPW Table) -> This is the table value from the Cranking Fuel Injector Pulse Width Base 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 Lockup Status (CVT Lockup Status) -> Continuously variable transmission (CVT) torque converter lock-up state: 0 = Open, 2 = Partial, 4 = Full.

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 (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 learned value in the current load/RPM cell DAM will decrease. If there's no knock event has occurred , the DAM will increase (if no knock over a delay period for that cell, the learned value will increase. Limits are placed on positive fine knock learning depending on the current dynamic advance multiplier (DAM).

Fuel Cut (Fuel Cut) -> Number of cylinders involved in fuel cut as dictated by ECU. 0 = no fuel cut present.

Fuel Cut Flag (Fuel Cut Flag) -> Value is 'ON' (or 1) when the ECU is commanding a fuel cut and a value of 'OFF' (or 0) when no fuel cut is commanded.

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

Fuel Injector Timing Homogeneous TABLE (Inj Timing H Table) -> This is the final table value ). 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.

EGR Commanded (EGR Commanded) -> Exhaust Gas Recirculation (EGR) valve commanded.

EGR Estimate (EGR Estimate) -> Exhaust Gas Recirculation (EGR) valve actual as estimated by the ECU.

Engine Run Time (Engine Run Time) -> This is the counter that is incremented when the engine is running.

Engine Speed (RPM) -> Engine speed in crankshaft revolutions per minute based on the crankshaft position sensor.

Engine Speed Delta 1 (RPM Delta 1) -> Current RPM delta calculated (generally) as follows: (current RPM - previous RPM) with additional filtering.

Engine Speed Delta 2 (RPM Delta 2) -> Current RPM delta calculated (generally) as follows: (smoothed RPM - current RPM) with additional filtering.

Engine Speed Delta 3 (RPM Delta 3) -> Current RPM delta calculated (generally) as follows: (smoothed RPM - current RPM).

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

Engine Torque (Engine Torque) -> Engine torque estimate by the ECU.

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 (EGT Volts Direct) -> Exhaust Gas Temperature sensor output voltage direct.

Feedback Knock Correction (Feedback Knock) -> This is a correction applied to dynamic advance based on knock. Feedback knock correction is the default correction of the three knock responses. When conditions dictate that changes to the dynamic advance multiplier or fine knock learning are not called for, feedback knock correction will be active (within specific RPM and load ranges). When a knock event occurs, feedback knock correction will decrease from its initial value of zero. The correction will be held until there's no knock event over a delay period after which the correction value will increase by a specific value (and the process repeats until the value ramps back to zero). If there is a knock event over the delay period, the value will decrease further.

Fine Knock Learning (Fine Knock Learn) -> This is a learned correction applied to dynamic advance. Fine knock learning is one of three knock responses. Its values are stored and applied based on specific load and RPM ranges. When conditions dictate that changes to fine knock learning are to occur, the current knock signal is referenced. If a knock event has occurred, the learned value in the current load/RPM cell will decrease. If no knock event has occurred over a delay period for that cell, the learned value will increase. Limits are placed on positive fine knock learning depending on the current dynamic advance multiplier (DAM).

Fuel Cut (Fuel Cut) -> Number of cylinders involved in fuel cut as dictated by ECU. 0 = no fuel cut present.

Fuel Cut Flag (Fuel Cut Flag) -> Value is 'ON' (or 1) when the ECU is commanding a fuel cut and a value of 'OFF' (or 0) when no fuel cut is commanded.

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

Fuel Injector Timing Homogeneous EOI (Inj Timing H EOI) -> (Beta) End of injection (in crank degrees btdc) calculated from the Start of Injection  (Homogeneous) Main table(s) with comps, RPM, and IPW in homogeneous fuel mode.

Fuel Injector Timing Homogeneous EOI to Ignition (Inj Timing H EOI Ign) -> (Beta) End of injection (EOI) to ignition timing (in crank degrees) calculated from EOI and ignition timing in homogeneous fuel mode.

Fuel Injector Timing Homogeneous EOI to Ignition Time (Inj Timing H EOI Ign Time) -> (Beta) Time of End of injection (EOI) to ignition timing calculated from EOI, ignition timing, and RPM in homogeneous fuel mode.

Fuel Injector Timing Homogeneous SOI (Inj Timing H SOI) -> (Beta) This is the final table value (in crank degrees btdc) from the Fuel Injector Start of Injection (Homogeneous) Main table(s) with compensations applied.

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

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

Gear Position ESTIMATED Req Torque (Gear Position RT) -> Current estimated gear position used to determine requested torque table switching. This value is estimated based on RPM and vehicle speed for 6MT cars.

Gear Speed (Gear Speed) -> This is the rev/mi calculation by the ECU based on RPM and vehicle speed to determine the current estimated gear.

Gear Speed Calculated (Gear Speed Calc) -> This is the rev/mi gear speed calculation from 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.

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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.

Idle Speed Error 1 (Idle Speed Error 1) -> Current idle RPM delta calculated as follows: RPM w/ smoothing - idle speed target(smoothed RPM - idle speed target).

Idle Speed Error 2 (Idle Speed Error 2) -> Current idle RPM delta calculated as follows: (idle speed target - current RPM).

Idle Speed Target (Idle Spd Target) -> Idle RPM target as determined by the ECU.

Idle Table Mode (Idle Table Mode) -> Idle mode that determines switching between multiple "Idle Speed Targets" tables.

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

Ignition Timing (Ignition Timing) -> Total ignition timing for cylinder #1. This includes all compensations and correctionsTotal ignition timing for cylinder #1. This includes all compensations and corrections.

Ignition Timing Comp Gear Shift Transition (Ign Comp Gear Shift) -> 'Gear shift' ignition timing compensation (active generally with on-to-off throttle shifts after accelerating).

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

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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 On some ECUs, this counter may be incremented even at idle and low load/RPM where false knock detection is a greater probability.

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

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

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

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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)). Note: For some ECUs, the "AVCS disabled table", when active, is a maximum limit applied to the "Main" table.

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.

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

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

TGV Voltage Right DIRECT (TGV Volt Volts 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 Smoothed (TGV Volt Volts 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.

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TPS Duty (TPS Duty) -> Throttle motor duty as determined by the ECU. This value is manipulated in order to hit a throttle target.

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

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

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

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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.provides warm-up enrichment based on coolant temperature. Higher values indicate greater enrichment.

Warm up Mode (Warm up Mode) -> Warm-up mode that determines switching between the "Fuel Pressure Target" tables and other functions in the ECU.

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.

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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.

WWC 1 Load Delta (WWC 1 Load Delta) -> Caclulated load delta determined as: (current load - previous load) as used in wall-wetting compensation group 1 logic.

WWC 1 MAP Delta (WWC 1 MAP Delta) -> Manifold absolute pressure (MAP) delta determined as: (current MAP - previous MAP) as used in wall-wetting compensation group 1 logic.