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Subaru Custom Monitor Descriptions For Accesstuner And V3 Accessport


September 2018


Introduction

This document provides the unique Accesstuner and Accessport names of our custom data monitors, followed by their descriptions. These monitors are available to view and log in current Accesstuner software and V3 Accessport firmware for the Subaru vehicles listed below. Not all monitors are available for all vehicles due to differences in vehicle hardware and/or engine control unit (ECU) capabilities. For example, COBB Custom data monitors are not available if the ECU is flashed with a "MAF-only" calibration.

Applicable Subaru Models

The following USDM Subaru models are applicable to this document:

  • 2008-2019 Subaru WRX MT

  • 2008-2019 Subaru STI

Glossary of Acronyms

    • DIT = Subaru's "Direct Injection Turbo" motor (14-18 FXT, 15+ WRX)
       
    • ECT = Engine Coolant Temperature
       
    • FP = Fuel Pressure
       
    • IAT = Intake Air Temperature

    • MAF = Mass Airflow
       
    • MAP = Manifold Absolute Pressure

    • OL = Open Loop fueling
       
    • RPM = Revolutions Per Minute (referring to engine speed)

    • SD = Speed Density

    • TGV = Tumble Generator Valve
       
    • TPS = Throttle Position Sensor (or more generically referring to throttle position)

    • VE = Volumetric Efficiency

    • WGDC = Wastegate Duty Cycle

Monitor Descriptions (in ATP monitor alphabetical order)

Notes: Accesstuner name shown first; Accessport name shown second in parentheses.


*Ethanol related monitors require flex fuel hardware (sold separately) and associated calibration to function.

Ethanol Concentration (Final) (Ethanol Final) -> Fuel ethanol content % calculated from flex fuel kit module output voltage and calibration values set in the Accesstuner calibration file, after smoothing, when hold last known good and ethanol % override functions are not currently active. This final value is used in all Flex Fuel blending calculations. 

Ethanol Concentration (Raw) (Ethanol Raw) -> Fuel ethanol content % calculated from flex fuel kit module output voltage and calibration values set in the Accesstuner calibration file, before smoothing. 

Ethanol Smoothing Factor (Eth. SM. Factor) [DIT MODELS ONLY] -> This is the smoothing factor (based on the fuel mass injected current) involved in determining the final ethanol concentration. Higher values result in less smoothing (faster movement to current sensor value), while lower values result in more smoothing (slower movement to current sensor value).

Ethanol Transition Delta (Eth. Trans. Delta) [DIT MODELS ONLY] -> The difference in Ethanol Concentration (Raw or Final depending on your settings) between the most recent and previous sample. The length of the sample period is based on the frequency set in Ethanol Transition Ethanol Delta Calculation Rate.

Ethanol Transition Fuel Mass Injected Current (Eth. Trans. Fuel Inj.) [DIT MODELS ONLY] -> The approximate grams of fuel injected over the last sample period. The length of the sample period is based on the frequency set in Ethanol Sensor Calibration Sampling Rate.

Ethanol Transition Fuel Mass Injected Sum (Eth. Trans. Fuel Inj. Sum) [DIT MODELS ONLY] -> The sum of the Ethanol Transition Fuel Mass Injected Current (Eth. Trans. Fuel Inj.) values. This will only increment when ECDS has activated, before it exits (while Ethanol Final is locked).


Fuel Economy Display Correction (Final) (Fuel Econ. Corr.) -> [NON-DIT MODELS ONLY] Correction factor applied to fuel economy display based on Accesstuner calibration of manual and/or automatic display correction. For more details, see: Subaru Fuel Mileage Display Correction

Fuel Injector Scale (Final) (Fuel Inj. Scale) [NON-DIT MODELS ONLY] -> The current fuel injector scale value being applied to fuel injector pulse-width calculations. When flex fuel and/or differential fuel pressure custom features are active, those systems dynamically update this value to achieve calibrator requested compensations.


*Fuel pressure related monitors require fuel pressure sensor hardware (sold separately) and associated calibration to function.

Fuel Pressure (Final) (Fuel Press. Final) [NON-DIT MODELS ONLY] -> Relative fuel pressure calculated from sensor voltage and the sensor calibration values set in the Accesstuner calibration file, after smoothing.

Fuel Pressure (Raw) (Fuel Press. Raw) [NON-DIT MODELS ONLY] -> Relative fuel pressure calculated from sensor voltage and the sensor calibration values set in the Accesstuner calibration file, before smoothing.

Fuel Pressure Differential Actual (FP Diff Actual) [NON-DIT MODELS ONLY] -> "Fuel Pressure (Final)" minus smoothed manifold relative pressure ("Fuel Pressure Differential Boost").

Fuel Pressure Differential Boost (FP Diff Boost) [NON-DIT MODELS ONLY] -> Smoothed manifold relative pressure.

Fuel Pressure Differential Comp (FP Diff Comp) [NON-DIT MODELS ONLY] -> % compensation applied to fuel injector scale based on calculated target error ("Fuel Pressure Differential Error") and user-calibrated compensation table ("Fuel Pressure Differential Injector Scale Compensation").

Fuel Pressure Differential Error (FP Diff Error) [NON-DIT MODELS ONLY] -> % error Fuel Pressure Differential target vs. Actual ("Fuel Pressure Differential Target" table / "Fuel Pressure Differential Actual")


Per Gear Boost Target Comp (Per Gear Boost) -> % compensation (relative) applied to absolute boost target based on current gear (estimated), RPM and user-calibrated compensation tables ("Boost Targets Compensation (Per Gear)...").

Per Gear Wastegate Duty Comp (Per Gear WGDC) -> % compensation (relative) applied to WGDC based on current gear (estimated), RPM and user-calibrated compensation tables ("Wastegate Compensation (Per Gear)...").


SD Airflow (Post-Comp) (SD Post-Airflow)  [NON-DIT MODELS ONLY] -> This is the final SD airflow after the IAT, ECT, and barometric compensations have been applied to the base SD reference airflow. This value is always calculated regardless of the current mode.

SD Airflow (Pre-Comp) (SD Pre-Airflow)  [NON-DIT MODELS ONLY] -> This is the SD reference airflow which is calculated based on the ideal gas law using the reference temperature of 86 deg. F. That is, this is the SD airflow before the IAT, ECT, and barometric compensations have been applied. This value is always calculated regardless of the current mode.

SD Hybrid Thresh. Bit Field (SD Bit Field)  [NON-DIT MODELS ONLY] -> This monitor will indicate which of the hybrid thresholds (RPM, MAP, TPS, MAFv) have been exceeded and which have not. This is useful to verify that the hybrid thresholds you've tuned are achieving the desired effect. This value is only calculated in hybrid mode. 

For the Accesstuner software, this monitor will be shown as a series of letters indicating which thresholds have been exceeded as follows:

MAF voltage = "V"

TPS = "T"

MAP = "P"

RPM = "R"

For example, if TPS, RPM, and MAP are exceeded, but MAFv is not, then "TPR" will be displayed. If none of the thresholds are exceeded, then the monitor will be blank.


For the Accessport, this monitor is displayed as a bit-encoded byte. To determine the thresholds exceeded, you'll want to first convert the decimal value shown to a binary number. The status of each threshold is given as follows:

(0 = not exceeded, 1 = exceeded)

Bit 0 = Mass Airflow Voltage

Bit 1 = Throttle

Bit 2 = Manifold Absolute Pressure (MAP)

Bit 3 = RPM

(Bit 0 is the last digit in the binary representation of the number, bit 1 is the second to last digit, and so on)

For example, a logged value of 9 (binary = 1001), would indicate that RPM and MAF voltage thresholds have been exceeded. A value of 0 means none of the thresholds have been exceeded.

SD Mode (Airflow) (SD Mode Airflow)  [NON-DIT MODELS ONLY] -> This monitor shows which SD mode is being used to determine the final airflow. This will tell you if SD-based or MAF sensor-based airflow is being used or a blend of both during a hybrid transition. In the Accesstuner software, this monitor will display/log one of the following strings (Accessport value show in brackets):

  • "MAF" [0] – Mode is MAF and MAF sensor-based airflow is being used.

  • "SD" [1] – Mode is SD and SD-based airflow is being used.

  • "MAF-H" [2] – Mode is hybrid and MAF sensor-based airflow is being used.

  • "SD-H" [3] – Mode is hybrid and SD-based airflow is being used.

  • "BLEND" [4] – Mode is hybrid and transition is taking place where SD-based airflow and MAF sensor-based airflow are blended.

  • "MAF-E" OR "ERR" [5 or greater] – An error has occurred and the mode has defaulted to MAF. Contact COBB customer service if this appears.

SD VE (Commanded) (SD VE (Comm.)) [NON-DIT MODELS ONLY] -> This is the commanded volumetric efficiency (%) as determined by your "SD Volumetric Efficiency" table. This value is always calculated regardless of the current mode.

SD VE Estimated (MAF) (SD VE Est (MAF)) [NON-DIT MODELS ONLY] -> If the vehicle is still equipped with a MAF sensor that is installed and calibrated correctly, this monitor allows for an estimate of volumetric efficiency based on MAF, MAP, RPM, IAT and the map's (reflashed) engine displacement value. Keep in mind that specific conditions can skew some of the inputs, resulting in a VE estimate that is not reliable (see "Tuning SD – Starting Values for VE Table" section for details). This value is always calculated regardless of mode.

SD/MAF Hybrid Ratio (SD/MAF Ratio) [NON-DIT MODELS ONLY] -> This is the ramping multiplier (RM) which determines the blend of MAF sensor-based and SD-based airflow when a transition is taking place between modes (when hybrid mode is active).

SD/MAF Load Smoothing Factor (SD/MAF LoadSm) [NON-DIT MODELS ONLY] -> This is the current load smoothing factor being used by the ECU, which is dependent on the current airflow mode. Details about the load smoothing factor can be found in the "Tuning SD – Miscellaneous Tables" section earlier in this document.

SD/MAF Pre-Final Airflow (SD/MAF Airflow) [NON-DIT MODELS ONLY] -> This is the final airflow to be used by the ECU (before any factory compensations/limits are applied). This could be MAF sensor-based airflow, SD-based airflow, or a blend of both (when ramping in hybrid mode). In SD mode, this value will be the same as the "SD Airflow (Post-Comp)" monitor. In MAF mode, this value will be the same as the "Mass Airflow (MAF Calibration)" monitor. When transitioning between SD and MAF (or vice versa) in hybrid mode, this value will show the blended value during that transition.


*Sensor Input Monitor Only monitors require additional hardware (sold separately) and associated calibration to function.

Sensor Input Monitor Only (Rear O2) (Sns Only Rear O2) -> This value is determined from the Rear O2 voltage input and the "Custom Sensor Input (Rear O2) Calibration..." table with smoothing applied ("Custom Sensor Input (Rear O2) Smoothing Factor..." table).

Sensor Input Monitor Only (TGV Left) (Sns Only TGV L) -> This value is determined from the TGV Left voltage input and the "Custom Sensor Input (TGV Left) Calibration..." table with smoothing applied ("Custom Sensor Input (TGV Left) Smoothing Factor..." table).

Sensor Input Monitor Only (TGV Right) (Sns Only TGV R) -> This value is determined from the TGV Right voltage input and the "Custom Sensor Input (TGV Right) Calibration..." table with smoothing applied ("Custom Sensor Input (TGV Right) Smoothing Factor..." table).


Sensor Input Voltage (Rear O2) (Sns Volts Rear O2) -> The raw voltage input to the ECU from the Rear O2 sensor circuit.

Sensor Input Voltage (TGV Left) (Sns Volts TGV L) -> The raw voltage input to the ECU from the TGV Left sensor circuit.

Sensor Input Voltage (TGV Right) (Sns Volts TGV R) -> The raw voltage input to the ECU from the TGV Right sensor circuit.


zDEBUG * (zDEBUG *) -> This series of monitors are occasionally used by COBB staff to aid in diagnosis. Should support require their use, COBB will specify which monitors to log.

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