Subaru Accesstuner Factory Table Descriptions

 July 2024

Introduction

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

Glossary of Acronyms

• • A/F = Air/Fuel
    
    
  • AT = Automatic Transmission
    
    
  • AVCS = Subaru's Active Valve Control System (i.e. variable valve timing)
    
    
  • CL = Closed Loop fueling
    
    
  • CVT = Continuously Variable Transmission
    
    
  • DAM = Dynamic Advance Multiplier
    
    
  • DIT = Subaru's "Direct Injection Turbo" motor
    
    
  • 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)

Table Descriptions (in alphabetical order)

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

A/F Correction #3 Adder (Decrease) A -> This is an adder to A/F Correction #3 when conditions, based on rear o2 sensor input, dictate that the correction should decrease. This correction is applied directly to the closed loop fueling target.

A/F Correction #3 Adder (Decrease) B -> This is an adder to A/F Correction #3 when conditions, based on rear o2 sensor input, dictate that the correction should decrease. This correction is applied directly to the closed loop fueling target.

A/F Correction #3 Adder (Increase) A -> This is an adder to A/F Correction #3 when conditions, based on rear o2 sensor input, dictate that the correction should increase. This correction is applied directly to the closed loop fueling target.

A/F Correction #3 Adder (Increase) B -> This is an adder to A/F Correction #3 when conditions, based on rear o2 sensor input, dictate that the correction should increase. This correction is applied directly to the closed loop fueling target.

A/F Correction #3 Limit (Max) -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limit (Max) A -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limit (Max) B -> This is the maximum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limit (Min) -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limit (Min) A -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limit (Min) B -> This is the minimum limit for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

A/F Correction #3 Limits (Max/Min) -> These values are the minimum and maximum limits for A/F Correction #3, a rear oxygen sensor based short-term correction to the closed loop fueling target.

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

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

A/F Learning #1 (Non-Idle) Limit (Max) -> This value is the maximum limit for A/F Learning #1 (Non-Idle).

A/F Learning #1 (Non-Idle) Limit (Min) -> This value is the minimum limit for A/F Learning #1 (Non-Idle).

A/F Learning #1 Limits (Min/Max) -> These values are the minimum and maximum limits for A/F Learning #1. A/F Learning #1 is the long-term correction applied to fueling based on feedback from the front oxygen sensor.

A/F Learning #1 Limits (Min/Max)(Individual Range Store) -> These values are the minimum and maximum limits for A/F Learning #1 when stored in the respective airflow range. This is different than the "A/F Learning #1 Limits (Min/Max)" table which applies its limits to the final applied A/F Learning #1 value.

A/F Learning #1 Modify Abs. Load Delta (Max) -> This is the max. absolute load delta for active changes to "A/F Learning #1".

A/F Learning #1 Modify Airflow Limit (Max) -> This is the max. airflow limit for active changes to "A/F Learning #1".

A/F Learning #1 Modify Airflow Limit (Min) -> This is the min. airflow limit for active changes to "A/F Learning #1".

A/F Learning #1 Modify Coolant Temp Thresholds (Min/Max) -> This is the min. and max. coolant temperature threshold for active changes to "A/F Learning #1".

A/F Learning #1 Modify Short-Term Fuel Trim Threshold (Negative) -> When minimum conditions allow for a potential change to A/F Learning #1 to take place, smoothed A/F Correction #1 must be less than this threshold (or greater than the Positive threshold) over a continuous period of time before a change to A/F Learning #1 is made.

A/F Learning #1 Modify Short-Term Fuel Trim Threshold (Positive) -> When minimum conditions allow for a potential change to A/F Learning #1 to take place, smoothed A/F Correction #1 must be greater than this threshold (or less than the Negative threshold) over a continuous period of time before a change to A/F Learning #1 is made.

A/F Learning #1 Modify Step Value -> When conditions dictate a change to A/F Learning #1 is to take place, this step value is added or subtracted from the current airflow range's A/F Learning #1 value.

A/F Learning #1 Range Smoothing Activation (Min. Abs. Change) -> When A/F Learning #1 changes between airflow ranges, if the absolute difference of A/F Learning #1 between the previous range and the current range is greater than this table's value, the ECU will employ smoothing of the old value and new.

A/F Learning #1 Range Smoothing Factor -> This value is used as the smoothing factor that determines the current A/F Learning #1 based on the previous A/F Learning #1 value and the new A/F Learning #1 value when changing between airflow ranges. A minimum absolute change must also be met in order for this smoothing to occur. The final A/F Learning #1 when smoothing is active is determined as follows: previous smoothed A/F Learning #1 + (smoothing factor * (current A/F Learning #1 - previous smoothed A/F Learning #1)). Increasing the smoothing factor will put greater emphasis on the new A/F Learning #1 value (therefore speeding transition).

A/F Learning #3 Limit (Max) -> This is the maximum limit for A/F Learning #3, a rear oxygen sensor based long-term fueling correction.

A/F Learning #3 Limit (Min) -> This is the minimum limit for A/F Learning #3, a rear oxygen sensor based long-term fueling correction.

A/F Learning #3 Limits (Max/Min) -> These values are the minimum and maximum limits for A/F Learning #3, a rear oxygen sensor based long-term fueling correction.

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

Air Bypass Valve (Closed to Open) Pre-Conditions (Arbitrary Switching Value Determine) -> This table determines the "Arbitrary Switching Value" that is checked against the "Air Bypass Valve (Closed to Open) Pre-Conditions Set (Arbitrary Switching Value >= Threshold)" table (see that table's help description for details). Note: the arbitrary switching value is not used outside of air bypass control.

Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Pre-Conditions Time Without Transition >= Threshold) -> When the time period the "Pre-Conditions" state is active (without a bypass valve transition) exceeds this value, the "Pre-Conditions" state will become inactive and conditions will have to be met again (see applicable table help descriptions) in order for a potential closed to open bypass valve commanded state to occur.

Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Requested Torque Delta > Threshold) -> When the requested torque delta (current - previous) exceeds this value, the "Pre-Conditions" state will become inactive and conditions will have to be met again (see applicable table help descriptions) in order for a potential closed to open bypass valve commanded state to occur.

Air Bypass Valve (Closed to Open) Pre-Conditions Set (Arbitrary Switching Value >= Threshold) -> When the arbitrary switching value, as determined by the "Air Bypass Valve Commanded State (Arbitrary Switching Value)" table, exceeds this value and the requested torque delta is below the "Air Bypass Valve (Closed to Open) Pre-Conditions Set (Requested Torque Delta <= Threshold)" table, the "Pre-Conditions" state for the bypass valve is set. With the pre-conditions state active, the bypass valve will be commanded from a closed to an open state when the target throttle is less than the "Air Bypass Valve (Closed to Open) Commanded (Target Throttle < Threshold)" table. Once set, the pre-conditions state will remain active until this point or until the "Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Pre-Conditions Time Without Transition >= Threshold)" table is exceeded or the "Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Requested Torque Delta > Threshold)" table is exceeded.

Air Bypass Valve (Closed to Open) Pre-Conditions Set (Requested Torque Delta <= Threshold) -> When the requested torque delta (current - previous) is lower than this value and the arbitrary switching value exceeds the "Air Bypass Valve (Closed to Open) Pre-Conditions Set (Arbitrary Switching Value >= Threshold)" table, the "Pre-Conditions" state for the bypass valve is set. With the pre-conditions state active, the bypass valve will be commanded from a closed to an open state when the target throttle is less than the "Air Bypass Valve (Closed to Open) Commanded (Target Throttle < Threshold)" table. Once set, the pre-conditions state will remain active until this point or until the "Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Pre-Conditions Time Without Transition >= Threshold)" table is exceeded or the "Air Bypass Valve (Closed to Open) Pre-Conditions Exit (Requested Torque Delta > Threshold)" table is exceeded.

Air Bypass Valve (Open to Closed) Commanded (Max. Open Time) -> When the time period that the bypass valve remains in a commanded open state exceeds this table's value, the bypass valve commanded state will move to closed regardless of other thresholds. Increasing this value will increase the maximum allowed time that the bypass valve can remain open, while decreasing it has the opposite effect.

Air Bypass Valve (Open to Closed) Commanded (Target Throttle > Threshold) -> The bypass valve commanded state will move from open to closed if the final target throttle position exceeds this table's value.

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

AVCS Control Activation (Min. Engine Run Time) -> This is the minimum engine run time before active AVCS control can take place. Note: the post-reflash/reset idle activation test must complete before AVCS control can be active. The "AVCS Intake Activation Post Reset Flag" and "AVCS Exhaust Activation Post Reset Flag" monitors will show 1 when this occurs.

AVCS Exhaust Cam Advance Target Adder (Coolant Temp Related) -> This is an adder to the exhaust cam AVCS target. The final adder is determined after applying the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) Activation" table.

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

AVCS Exhaust Cam Retard Target (TGVs Closed) -> This is the exhaust cam retard target for AVCS when the TGVs are closed.

AVCS Exhaust Cam Retard Target (TGVs Closed)(Alternate) -> This is the exhaust cam retard target for AVCS when the TGVs are closed and other conditions dictate an alternate value is used.

AVCS Exhaust Cam Retard Target (TGVs Closed)(Barometric Multiplier High) -> This is the exhaust cam retard target for AVCS when the TGVs are closed and the Barometric Multiplier is high. The Barometric Multiplier is determined by the "AVCS Cam Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

AVCS Exhaust Cam Retard Target (TGVs Closed)(Barometric Multiplier Low) -> This is the exhaust cam retard target for AVCS when the TGVs are closed and the Barometric Multiplier is low. The Barometric Multiplier is determined by the "AVCS Cam Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

AVCS Exhaust Cam Retard Target (TGVs Closed)(Idle) -> This is the exhaust cam retard target for AVCS in idle mode when the TGVs are closed. Idle mode is active when requested torque is zero even if the vehicle is moving. Note: under certain idle conditions where vehicle is stationary and other conditions, the AVCS targets are set to 0, bypassing the idle target value.

AVCS Exhaust Cam Retard Target (TGVs Open) -> This is the exhaust cam retard target for AVCS when the TGVs are open.

AVCS Exhaust Cam Retard Target (TGVs Open) A -> This is the exhaust cam retard target for AVCS when the TGVs are open and an "Aggressive Start" state is NOT active.

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

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

AVCS Exhaust Cam Retard Target (TGVs Open) B (Aggressive Start 1) -> This is the intake cam advance target for AVCS when the TGVs are open and an "Aggressive Start 1" state is active."Aggressive Start" conditions occur when a high and/or rapid accelerator input is used (with other conditions) and will generally persist through the run until accelerator position is no longer high. You can track when "Aggressive Start 1" is active (which corresponds to this table's switching) via the "Aggressive Start 1 Active" monitor.

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

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

AVCS Exhaust Cam Retard Target (TGVs Open)(Idle) -> This is the exhaust cam retard target for AVCS in idle mode when the TGVs are open. Idle mode is active when requested torque is zero even if the vehicle is moving. Note: under certain idle conditions where vehicle is stationary and other conditions, the AVCS targets are set to 0, bypassing the idle target value.

AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) -> This is an adder to the exhaust cam AVCS target. The final adder is determined after applying the "AVCS Exhaust Cam Retard Target Adder (Coolant Temp Related) Activation" table.

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

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

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

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

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

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

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

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

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

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

AVCS Intake Cam Advance Target -> This is the intake cam advance target for AVCS.

AVCS Intake Cam Advance Target (TGVs Closed) -> This is the intake cam advance target for AVCS when the TGVs are closed.

AVCS Intake Cam Advance Target (TGVs Closed)(Barometric Multiplier High) -> This is the intake cam advance target for AVCS when the TGVs are closed and the Barometric Multiplier is high. The Barometric Multiplier is determined by the "AVCS Cam Target Map Ratio (Barometric Multiplier)" table and applied as follows to determine the final table value (Barometric Multiplier High Table * Barometric Multiplier) + (Barometric Multiplier Low Table * (1.0 - Barometric Multiplier)).

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

AVCS Intake Cam Advance Target (TGVs Closed)(Idle) -> This is the intake cam advance target for AVCS in idle mode when the TGVs are closed. Idle mode is active when requested torque is zero even if the vehicle is moving. Note: under certain idle conditions where vehicle is stationary and other conditions, the AVCS targets are set to 0, bypassing the idle target value.

AVCS Intake Cam Advance Target (TGVs Open) -> This is the intake cam advance target for AVCS when the TGVs are open.

AVCS Intake Cam Advance Target (TGVs Open) A -> This is the intake cam advance target for AVCS when the TGVs are open and an "Aggressive Start" state is NOT active.

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

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

AVCS Intake Cam Advance Target (TGVs Open) B (Aggressive Start 1) -> This is the intake cam advance target for AVCS when the TGVs are open and an "Aggressive Start 1" state is active. "Aggressive Start" conditions occur when a high and/or rapid accelerator input is used (with other conditions) and will generally persist through the run until accelerator position is no longer high. You can track when "Aggressive Start 1" is active (which corresponds to this table's switching) via the "Aggressive Start 1 Active" monitor.

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

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

AVCS Intake Cam Advance Target (TGVs Open)(Idle) -> This is the intake cam advance target for AVCS in idle mode when the TGVs are open. Idle mode is active when requested torque is zero even if the vehicle is moving. Note: under certain idle conditions where vehicle is stationary and other conditions, the AVCS targets are set to 0, bypassing the idle target value.

AVCS Intake Cam Advance Target Adder (Coolant Temp Related) -> This is an adder to the intake cam AVCS target. The final adder is determined after applying the "AVCS Intake Cam Advance Target Adder (Coolant Temp Related) Activation" table.

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

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

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

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

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

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

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

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

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

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

AVCS Post-Reflash/Reset Idle Activation (Max. RPM) A -> After an ECU reset (including a map reflash), the ECU disables AVCS control and requires certain conditions to be hit at idle before AVCS becomes activated. This table governs one of those conditions. When RPM at idle is less than the first threshold (over a short period), AVCS will potentially be moved to an active state. When RPM at idle is higher than the second threshold, AVCS will not be moved to an active state. Other conditions that must be met include coolant temp generally greater than 122F (50C), vehicle stationary, engine run time exceeding the "AVCS Post-Reflash/Reset Idle Activation (Min. Engine Run Time)" table, AVCS position near a learned "neutral" state, and others.

Note: the "AVCS Intake Activation Post Reset Flag" and "AVCS Exhaust Activation Post Reset Flag" monitors will show 1 when the post-reflash/reset idle activation test is complete.

AVCS Post-Reflash/Reset Idle Activation (Max. RPM) B -> After an ECU reset (including a map reflash), the ECU disables AVCS control and requires certain conditions to be hit at idle before AVCS becomes activated. This table governs one of those conditions. When RPM at idle is less than the first threshold (over a short period), AVCS will potentially be moved to an active state. When RPM at idle is higher than the second threshold, AVCS will not be moved to an active state. Other conditions that must be met include coolant temp generally greater than 122F (50C), vehicle stationary, engine run time exceeding the "AVCS Post-Reflash/Reset Idle Activation (Min. Engine Run Time)" table, AVCS position near a learned "neutral" state, and others.

Note: the "AVCS Intake Activation Post Reset Flag" and "AVCS Exhaust Activation Post Reset Flag" monitors will show 1 when the post-reflash/reset idle activation test is complete.

AVCS Post-Reflash/Reset Idle Activation (Min. Engine Run Time) -> After an ECU reset (including a map reflash), the ECU disables AVCS control and requires certain conditions to be hit at idle before AVCS becomes activated. This table governs one of those conditions. When the engine run time is greater than this table's threshold, AVCS will potentially be moved to an active state. Other conditions that must be met include coolant temp generally greater than 122F (50C), vehicle stationary, RPM less than the "AVCS Post-Reflash/Reset Idle Activation (Max. RPM)..." tables, AVCS position near a learned "neutral" state, and others.

Note: the "AVCS Intake Activation Post Reset Flag" and "AVCS Exhaust Activation Post Reset Flag" monitors will show 1 when the post-reflash/reset idle activation test is complete.

Background Noise Base Smoothing Factor -> This value is used as the smoothing factor for the smoothed component of background noise. The smoothed component is added to the background noise interval to determine the final background noise. The smoothing is determined as follows: previous smoothed value + (smoothing factor * (new corrected knock sensor output - previous smoothed value). Increasing the smoothing factor will give short-term changes to the corrected knock sensor output more emphasis in determining the smoothed component of background noise.

Background Noise Base Smoothing Factor (High RPM Delta) -> When the immediate RPM delta or the short-term RPM delta exceeds the corresponding high thresholds, this value is used as the smoothing factor for the smoothed component of background noise. The smoothed component is added to the background noise interval to determine the final background noise. The smoothing is determined as follows: previous smoothed value + (smoothing factor * (new corrected knock sensor output - previous smoothed value). Increasing the smoothing factor will give short-term changes to the corrected knock sensor output more emphasis in determining the smoothed component of background noise.

Background Noise Base Smoothing Factor (Low RPM Delta) -> When the immediate RPM delta and the short-term RPM delta are less than or equal to the corresponding low thresholds, this value is used as the smoothing factor for the smoothed component of background noise. The smoothed component is added to the background noise interval to determine the final background noise. The smoothing is determined as follows: previous smoothed value + (smoothing factor * (new corrected knock sensor output - previous smoothed value). Increasing the smoothing factor will give short-term changes to the corrected knock sensor output more weight in determining the smoothed component of background noise.

Background Noise Delta Smoothing/Weighting Factor RPM Delta Threshold (Immediate) -> If the immediate RPM delta (current RPM - previous RPM) is greater than this threshold, the "Background Noise Delta Weighting Factor (High RPM Delta)" and "Background Noise Base Smoothing Factor (High RPM Delta)" tables will be used. If the immediate RPM delta is less than or equal to this threshold, the "Background Noise Delta Smoothing/Weighting Factor RPM Delta Threshold (Short-Term)" will be checked.

Background Noise Delta Smoothing/Weighting Factor RPM Delta Threshold (Short-Term) -> If the short-term RPM delta (current RPM - recent RPM) is less than or equal to this threshold and the immediate RPM delta is less than or equal to the "Background Noise Delta Smoothing/Weighting Factor RPM Delta Threshold (Immediate)" threshold, then the "Background Noise Delta Weighting Factor (Low RPM Delta)" and "Background Noise Base Smoothing Factor (Low RPM Delta)" tables will be used, otherwise the High tables will be used.

Background Noise Delta Weighting Factor -> This value is used as the weighting factor for the background noise delta. The background noise delta makes up the background noise interval which determines how quickly the background noise calculation reacts to changes in corrected knock sensor noise output. Increasing this table's value will cause the background noise calculation to potentially react faster (fixed minimum and maximum limits keep this to a relatively narrow range).

Background Noise Delta Weighting Factor (High RPM Delta) -> When the immediate RPM delta or the short-term RPM delta exceeds the corresponding high thresholds, this value is used as the weighting factor for the background noise delta. The background noise delta makes up the background noise interval which determines how quickly the background noise calculation reacts to changes in corrected knock sensor noise output. Increasing this table's value will cause the background noise calculation to potentially react faster. Note: There are fixed minimum and maximum limits for the background interval that can limit the impact.

Background Noise Delta Weighting Factor (Low RPM Delta) -> When the immediate RPM delta and the short-term RPM delta are less than or equal to the corresponding low thresholds, this value is used as the weighting factor for the background noise delta. The background noise delta makes up the background noise interval which determines how quickly the background noise calculation reacts to changes in corrected knock sensor noise output. Increasing this table's value will cause the background noise calculation to potentially react faster (fixed minimum and maximum limits keep this to a relatively narrow range).

Baro. Pressure Sensor Calibration (Offset/Multiplier) -> This is the multiplier (2nd value) and offset (1st value) that is applied to the current barometric pressure sensor voltage to determine the current barometric pressure. Barometric pressure = (baro. pressure sensor volts * multiplier) + offset.

Baro. Pressure Sensor Calibration (Offset/Multiplier) A -> This is the multiplier (2nd value) and offset (1st value) that is applied to the current barometric pressure sensor voltage to determine the current barometric pressure. Barometric pressure = (baro. pressure sensor volts * multiplier) + offset.

Baro. Pressure Sensor Calibration (Offset/Multiplier) B -> This is the multiplier (2nd value) and offset (1st value) that is applied to the current barometric pressure sensor voltage to determine the current barometric pressure. Barometric pressure = (baro. pressure sensor volts * multiplier) + offset.

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

Boost Control Activation Min. Requested Torque Compensation (Barometric) -> This is the compensation to the "Boost Control Activation Min. Requested Torque" table based on current barometric pressure and engine speed. The other compensation table (intake temp) is also applied to determine the final minimum requested torque threshold for boost control activation.

Boost Control Activation Min. Requested Torque Compensation (Intake Temp) -> This is the compensation to the "Boost Control Activation Min. Requested Torque" table based on current intake temperature and engine speed. The other compensation table (barometric) is also applied to determine the final minimum requested torque threshold for boost control activation.

Boost Control Disable (DAM)(Disable/Re-Enable) -> Boost control is disabled (Wastegate Duty Cycle fixed at zero) when the Dynamic Advance Multiplier (DAM) drops below the first value and the current fine knock learning is less than the threshold determined by the "Boost Control Disable (DAM)(Max. Fine Knock Learning)" table. Boost control is re-enabled when the DAM rises to or exceeds the second value.

Boost Control Disable (DAM)(Max. Fine Knock Learning) -> Boost control is disabled (Wastegate Duty Cycle fixed at zero) when the current fine knock learning correction is less than the value in this table for the counter period determined by the "Boost Control Disable (DAM)(Max. Fine Knock Learning) Delay" table and when the DAM drops below the first value in the "Boost Control Disable (DAM)(Disable/Re-Enable)" table.

Boost Control Disable (DAM)(Max. Fine Knock Learning) Delay -> When the current fine knock learning correction is continuously below the threshold in the "Boost Control Disable (DAM)(Max. Fine Knock Learning)" table, a counter is incremented, otherwise this counter is reset. This value is the counter threshold that must be exceeded before boost control can be disabled (along with the DAM dropping below the threshold determined by the "Boost Control Disable (DAM)(Disable/Re-Enable)" table).

Boost Control Disable (Fuel Cut Active)(Min. Boost) -> When the fuel cut is active and boost control is disabled (as governed by these tables) and boost drops to or below this value, boost control will be re-enabled. When fuel cut is active and boost is greater than this value and the related load and RPM thresholds are also met, boost control will be disabled.

Boost Control Disable (Fuel Cut Active)(Min. Load) -> When fuel cut is active and load is greater than this value and the related thresholds for boost and RPM are also met, boost control will be disabled. When the boost threshold is exceeded and this load value is not, no change will occur.

Boost Control Disable (Fuel Cut Active)(Min. RPM) -> When fuel cut is active and RPM is greater than this value and the related thresholds for boost and load are also met, boost control will be disabled. When the boost threshold is exceeded and this RPM value is not, no change will occur.

Boost Error Overboost Limit (P0234) -> A P0234 DTC will be activated when boost error is less than this value (i.e. more negative = higher overboost) continuously over the delay period (determined by the "Boost Error Overboost Limit (P0234) Delay" table) when boost control is active.

Boost Error Overboost Limit (P0234) Delay -> This is the delay period over which the limit condition determined by the "Boost Error Overboost Limit (P0234)" table must be continuously met in order to potentially activate a P0234 DTC.

Boost Error Underboost Limit (P0299) -> A P0299 DTC will be activated when boost error is greater than this value (i.e. higher underboost) continuously over the delay period (determined by the "Boost Error Underboost Limit (P0299) Delay" table) when the "Boost Error Underboost Limit (P0299) Min. Target Boost" table is exceeded and boost control is also active.

Boost Error Underboost Limit (P0299) Delay -> This is the delay period over which the limit condition determined by the "Boost Error Underboost Limit (P0299)" table must be continuously met in order to potentially activate a P0299 DTC.

Boost Error Underboost Limit (P0299) Min. Target Boost -> This is the minimum current boost target required in order to potentially run the P0299 DTC check.

Boost Limits (DTC) -> A diagnostic trouble code (DTC) will be set when the actual boost exceeds the threshold in this table for the counter period determined by the "Boost Limits (DTC) Delay". Note: This table is shown in sea level relative pressure. To calculate the actual relative pressure boost limit at lower barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example, if this table is 18 psi and the current barometric pressure is 12 psi, then the final relative boost limit would be: (18 psi + 14.7 psi) - 12 psi = 20.7 psi relative.

Boost Limits (DTC) Delay -> This is the counter threshold in which boost must continuously exceed the "Boost Limits (DTC)" threshold in order to activate the wastegate solenoid DTC. The higher this table's value, the longer actual boost will have to continuously exceed the threshold in order to set a DTC.

Boost Limits (Fuel Cut) -> Fuel cut will be activated when the actual boost exceeds the threshold in this table for the counter period determined by the "Boost Limits (Fuel Cut) Delay". Note: This table is shown in sea level relative pressure. To calculate the actual relative pressure boost limit at lower barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example, if this table is 18 psi and the current barometric pressure is 12 psi, then the final relative boost limit would be: (18 psi + 14.7 psi) - 12 psi = 20.7 psi relative.

Boost Limits (Fuel Cut) Base -> This table is used as a base for the boost limit threshold. When this Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits (Fuel Cut) Base Adder" is exceeded continuously over the "Boost Limits (Fuel Cut) Delay" period, a fuel cut will be activated.

An example final boost limit calculation:
boost limits base table = 15.3 psi relative (sea level)
boost limit adder table = 4 psi
(Note: compensation types below can vary by ECU):
boost targets compensation "1st Gear" table = 20 %
boost targets compensation "Barometric" table = -15 %
boost targets compensation "Intake Temp" table = -10 %

boost limits base table psi absolute = 15.3 psi + 14.7 psi (sea level pressure) = 30 psi absolute
"1st Gear" compensation multiplier = 1 + (20 % * 0.01) = 1.2 multiplier
"Barometric" compensation multiplier = 1 + (-15 % * 0.01) = 0.85 multiplier
"Intake Temp" compensation multiplier = 1 + (-10 % * 0.01) = 0.9 multiplier

boost limit base absolute with compensations = 30 psi absolute * 1.2 * 0.85 * 0.9 = 27.54 psi absolute.
boost limit base relative (sea level) with compensations = 27.54 psi absolute - 14.7 psi = 12.84 psi relative (sea level).
FINAL boost limit relative (sea level) = 12.84 psi relative (sea level) + 4 psi (adder) = 16.84 psi relative sea level.

Note: relative "sea level" is only valid at a barometric pressure of 14.7 psi (1.0135 bar). To calculate the actual relative pressure boost limit at different barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example:
FINAL boost limit relative with compensations = 16.84 psi relative sea level + 14.7 psi - 12 psi barometric pressure = 19.54 psi relative.

Boost Limits (Fuel Cut) Base Adder -> This is added to the "Boost Limits Base" table value (after boost compensations are applied) to determine a boost threshold above which fuel will be cut when the Delay period is continuously satisfied.

Boost Limits (Fuel Cut) Delay -> This is the counter threshold in which boost must continuously exceed the "Boost Limits (Fuel Cut)" threshold in order to activate the fuel cut. The higher this table's value, the longer actual boost will have to continuously exceed the threshold in order to activate the fuel cut.

Boost Limits (Fuel Cut) Hysteresis -> When current boost drops to less than or equal to the "Boost Limits (Fuel Cut)" threshold less this table's value, fueling will be re-enabled (if previously disabled as a result of the boost limit fuel cut).

Boost Limits (Fuel Cut)(DTC) -> Fuel cut will be activated and a diagnostic trouble code (DTC) will be set when the actual boost exceeds the threshold in this table for the counter period determined by the "Boost Limits (Fuel Cut)(DTC) Delay". Note: This table is shown in sea level relative pressure. To calculate the actual relative pressure boost limit at lower barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example, if this table is 18 psi and the current barometric pressure is 12 psi, then the final relative boost limit would be: (18 psi + 14.7 psi) - 12 psi = 20.7 psi relative.

Boost Limits (Fuel Cut)(DTC) Base -> This table is used as a base for the boost limit threshold. When this Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits (Fuel Cut)(DTC) Base Adder" is exceeded continuously over the "Boost Limits (Fuel Cut)(DTC) Delay" period, a fuel cut and DTC will be activated.

An example final boost limit calculation:
boost limits base table = 15.3 psi relative (sea level)
boost limit adder table = 4 psi
(Note: compensation types below can vary by ECU):
boost targets compensation "1st Gear" table = 20 %
boost targets compensation "Barometric" table = -15 %
boost targets compensation "Intake Temp" table = -10 %

boost limits base table psi absolute = 15.3 psi + 14.7 psi (sea level pressure) = 30 psi absolute
"1st Gear" compensation multiplier = 1 + (20 % * 0.01) = 1.2 multiplier
"Barometric" compensation multiplier = 1 + (-15 % * 0.01) = 0.85 multiplier
"Intake Temp" compensation multiplier = 1 + (-10 % * 0.01) = 0.9 multiplier

boost limit base absolute with compensations = 30 psi absolute * 1.2 * 0.85 * 0.9 = 27.54 psi absolute.
boost limit base relative (sea level) with compensations = 27.54 psi absolute - 14.7 psi = 12.84 psi relative (sea level).
FINAL boost limit relative (sea level) = 12.84 psi relative (sea level) + 4 psi (adder) = 16.84 psi relative sea level.

Note: relative "sea level" is only valid at a barometric pressure of 14.7 psi (1.0135 bar). To calculate the actual relative pressure boost limit at different barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example:
FINAL boost limit relative with compensations = 16.84 psi relative sea level + 14.7 psi - 12 psi barometric pressure = 19.54 psi relative.

Boost Limits (Fuel Cut)(DTC) Base Adder -> This is added to the "Boost Limits Base" table value (after boost compensations are applied) to determine a boost threshold above which fuel will be cut and diagnostic trouble code (DTC) set when the Delay period is continuously satisfied.

Boost Limits (Fuel Cut)(DTC) Delay -> This is the counter threshold in which boost must continuously exceed the "Boost Limits (Fuel Cut)(DTC)" threshold in order to activate the fuel cut and wastegate solenoid DTC. The higher this table's value, the longer actual boost will have to continuously exceed the threshold in order to activate the fuel cut and set a DTC.

Boost Limits (Fuel Cut)(DTC) Hysteresis -> When current boost drops to less than or equal to the "Boost Limits (Fuel Cut)(DTC)" threshold less this table's value, fueling will be re-enabled (if previously disabled as a result of the boost limit fuel cut).

Boost Limits (P226B) Base -> This is used as a base for the boost limit thresholds. When the Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits (P226B) Base Adder (Mode On)" is exceeded, the Mode On state is active and a throttle cut will potentially be initiated with the level of throttle cut determined by the "Boost Limits (P226B) Mode On Throttle Cut..." thresholds and the "Target Throttle Limit (Max) Rev/Boost Limits Mode On..." tables (only exposed on certain ECU types). This Mode On state will persist until boost drops below (final Mode On threshold - "Boost Limits (P226B) Base Adder (Mode On) Hysteresis").

When this Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits (P226B) Base Adder (Fuel Cut)...") is exceeded (continuously over the "Boost Limits (P226B) Delay (Fuel Cut)..." period), a fuel cut will be activated and a diagnostic trouble code (DTC) will be set. Additionally, the fuel cut requires that the Mode On state is active (as described above).

An example final boost limit calculation:
boost limits base table = 15.3 psi relative (sea level)
boost limit adder table = 4 psi (Mode On or Fuel Cut)
(Note: compensation types below can vary by ECU):
boost targets compensation "1st Gear" table = 20 %
boost targets compensation "Barometric" table = -15 %
boost targets compensation "Intake Temp" table = -10 %

boost limits base table psi absolute = 15.3 psi + 14.7 psi (sea level pressure) = 30 psi absolute
"1st Gear" compensation multiplier = 1 + (20 % * 0.01) = 1.2 multiplier
"Barometric" compensation multiplier = 1 + (-15 % * 0.01) = 0.85 multiplier
"Intake Temp" compensation multiplier = 1 + (-10 % * 0.01) = 0.9 multiplier

boost limit base absolute with compensations = 30 psi absolute * 1.2 * 0.85 * 0.9 = 27.54 psi absolute.
boost limit base relative (sea level) with compensations = 27.54 psi absolute - 14.7 psi = 12.84 psi relative (sea level).
FINAL boost limit relative (sea level) = 12.84 psi relative (sea level) + 4 psi (adder) = 16.84 psi relative sea level.

Note: relative "sea level" is only valid at a barometric pressure of 14.7 psi (1.0135 bar). To calculate the actual relative pressure boost limit at different barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example:
FINAL boost limit relative with compensations = 16.84 psi relative sea level + 14.7 psi - 12 psi barometric pressure = 19.54 psi relative.

Boost Limits (P226B) Base Adder (Fuel Cut)(DTC) -> This is added to the "Boost Limits (P226B) Base" table value (after boost compensations are applied) to determine a boost threshold above which fuel will be cut and diagnostic trouble code (DTC) set when the Delay period is continuously satisfied.

Boost Limits (P226B) Base Adder (Mode On) -> This is added to the "Boost Limits (P226B) Base" table value (after boost compensations are applied) to determine a boost threshold above which the Mode On state will become active and a throttle cut will potentially be initiated with the level of throttle cut determined by the "Boost Limits (P226B) Mode On Throttle Cut..." thresholds and the "Target Throttle Limit (Max) Rev/Boost Limits Mode On..." tables (only exposed on certain ECU types). Exceeding this Mode On threshold is also required before a boost limits fuel cut can be active (as determined by the "Boost Limits (P226B) Base Adder (Fuel Cut)..." table). When boost limits Mode On becomes active, boost must drop below the Mode On threshold by the "Boost Limits (P226B) Base Adder (Mode On) Hysteresis" value before the Mode On state and throttle cut are de-activated.

Boost Limits (P226B) Base Adder (Mode On) Hysteresis -> When Mode On is active (see "Boost Limits (P226B) Base Adder (Mode On)" table description), boost must drop below the Mode On threshold by this table's value before the Mode On state and throttle cut is de-activated.

Boost Limits (P226B) Compensation (1st Gear) -> This is the compensation to the boost limits (P226B) in 1st gear when vehicle speed is below the "Boost Limits (P226B) Compensation (1st Gear) Activation (Max. Veh. Speed)" threshold. The compensation is applied to the boost limits in absolute pressure ("Boost Limits" table value + 1 atmosphere of pressure). For CVT models, 1st gear is the approximation of 1st gear manual mode when vehicle is moving regardless of whether in manual mode or not.

Boost Limits (P226B) Compensation (1st Gear) Activation (Max. Veh. Speed) -> This is the vehicle speed above which the "Boost Limits (P226B) Compensation (1st Gear)" table is disabled.

Boost Limits (P226B) Compensation (Barometric) -> This is the compensation to the boost limits (P226B) based on the current barometric pressure. The compensation is applied to the boost limits in absolute pressure ("Boost Limits" table value + 1 atmosphere of pressure).

Boost Limits (P226B) Compensation (Intake Temp) -> This is the compensation to the boost limits (P226B) based on the current intake temperature. The compensation is applied to the boost limits in absolute pressure ("Boost Limits" table value + 1 atmosphere of pressure).

Boost Limits (P226B) Delay (Fuel Cut)(DTC) -> This is the time period (delay) in which boost must continuously exceed the ("Boost Limits (P226B) Base" with boost comps + "...Base Adder (Fuel Cut)") in order to activate the fuel cut and P226B DTC. The higher this table's value, the longer actual boost will have to continuously exceed the threshold in order to activate the fuel cut and set a DTC.

Boost Limits (P226B) Mode On (Throttle Cut) High On -> When boost exceeds this table's value and boost limit mode is active ("Boost Limits (P226B) Base" with boost comps + "Boost Limits (P226B) Base Adder (Mode On)" is exceeded), target throttle will be limited to a "Throttle Cut High" maximum. This "Throttle Cut High" mode will then only exit when boost limit mode is no longer active or, if still active, move to "Moderate" or "Default - Low" limits (depending on other tables) when boost drops below the "Boost Limits (P226B) Mode On (Throttle Cut) Moderate On" table. Note: setting the "High On" boost threshold to its maximum will prevent the "Throttle Cut High" limit from being active but one of the other limits will still be in play when boost limit Mode is active (the "Default - Low" limit if both the "High On" and "Moderate On" boost thresholds are set to maximum).

Boost Limits (P226B) Mode On (Throttle Cut) Moderate Off (Default - Low On Below) -> When boost drops below this table's value when the "Throttle Cut Moderate" mode is active (see "Boost Limits (P226B) Mode On (Throttle Cut) Moderate On" table description), the target throttle limit will move to the "Throttle Cut Default - Low" mode.

Boost Limits (P226B) Mode On (Throttle Cut) Moderate On -> When boost exceeds this table's value (but not the "High On" table) and boost limit mode is active ("Boost Limits (P226B) Base" + "Boost Limits (P226B) Base Adder (Mode On)" is exceeded), target throttle will be limited to a "Throttle Cut Moderate" maximum. This "Throttle Cut Moderate" mode will then only exit when boost limit Mode is no longer active or, if still active, move to the "Default - Low" limits when boost drops below the "Boost Limits (P226B) Mode On (Throttle Cut) Moderate Off (Default - Low On Below)" table. Note: setting the "Moderate On" boost threshold to its maximum will prevent the "Throttle Cut Moderate" limit from being active but one of the other limits will still be in play when boost limit Mode is active (the "Default - Low" limit if the "High On" boost threshold is also set to maximum).

Boost Limits Base -> This is used as a base for the boost limit thresholds. When the Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits Base Adder (Mode On)" is exceeded, the Mode On state is active and a throttle cut will potentially be initiated with the level of throttle cut determined by the "Boost Limits Mode On Throttle Cut..." thresholds and the "Target Throttle Limit (Max) Rev/Boost Limits Mode On..." tables (only exposed on certain ECU types). This Mode On state will persist until boost drops below (final Mode On threshold - "Boost Limits Base Adder (Mode On) Hysteresis").

When this Base table (with "Boost Targets/Limits Compensation..." tables applied) + "Boost Limits Base Adder (Fuel Cut)...") is exceeded (continuously over the "Boost Limits Delay (Fuel Cut)..." period), a fuel cut will be activated and a diagnostic trouble code (DTC) will be set. Additionally, the fuel cut requires that the Mode On state is active (as described above).

An example final boost limit calculation:
boost limits base table = 15.3 psi relative (sea level)
boost limit adder table = 4 psi (Mode On or Fuel Cut)
(Note: compensation types below can vary by ECU):
boost targets compensation "1st Gear" table = 20 %
boost targets compensation "Barometric" table = -15 %
boost targets compensation "Intake Temp" table = -10 %

boost limits base table psi absolute = 15.3 psi + 14.7 psi (sea level pressure) = 30 psi absolute
"1st Gear" compensation multiplier = 1 + (20 % * 0.01) = 1.2 multiplier
"Barometric" compensation multiplier = 1 + (-15 % * 0.01) = 0.85 multiplier
"Intake Temp" compensation multiplier = 1 + (-10 % * 0.01) = 0.9 multiplier

boost limit base absolute with compensations = 30 psi absolute * 1.2 * 0.85 * 0.9 = 27.54 psi absolute.
boost limit base relative (sea level) with compensations = 27.54 psi absolute - 14.7 psi = 12.84 psi relative (sea level).
FINAL boost limit relative (sea level) = 12.84 psi relative (sea level) + 4 psi (adder) = 16.84 psi relative sea level.

Note: relative "sea level" is only valid at a barometric pressure of 14.7 psi (1.0135 bar). To calculate the actual relative pressure boost limit at different barometric pressures, add 1 atmosphere of pressure to your final boost limit calculation and subtract actual barometric pressure. For example:
FINAL boost limit relative with compensations = 16.84 psi relative sea level + 14.7 psi - 12 psi barometric pressure = 19.54 psi relative.

Boost Limits Base Adder (Fuel Cut)(DTC) -> This is added to the "Boost Limits Base" table value (after boost compensations are applied) to determine a boost threshold above which fuel will be cut and diagnostic trouble code (DTC) set when the Delay period is continuously satisfied.

Boost Limits Base Adder (Mode On) -> This is added to the "Boost Limits Base" table value (after boost compensations are applied) to determine a boost threshold above which the Mode On state will become active and a throttle cut will potentially be initiated with the level of throttle cut determined by the "Boost Limits Mode On Throttle Cut..." thresholds and the "Target Throttle Limit (Max) Rev/Boost Limits Mode On..." tables (only exposed on certain ECU types). Exceeding this Mode On threshold is also required before a boost limits fuel cut can be active (as determined by the "Boost Limits Base Adder (Fuel Cut)..." table). When boost limits Mode On becomes active, boost must drop below the Mode On threshold by the "Boost Limits Base Adder (Mode On) Hysteresis" value before the Mode On state and throttle cut are de-activated.

Boost Limits Base Adder (Mode On) Hysteresis -> When Mode On is active (see "Boost Limits Base Adder (Mode On)" table description), boost must drop below the Mode On threshold by this table's value before the Mode On state and throttle cut is de-activated.

Boost Limits Delay (Fuel Cut)(DTC) -> This is the time period (delay) in which boost must continuously exceed the ("Boost Limits Base" with boost comps + "...Base Adder (Fuel Cut)") in order to activate the fuel cut and wastegate solenoid DTC. The higher this table's value, the longer actual boost will have to continuously exceed the threshold in order to activate the fuel cut and set a DTC.

Boost Limits Mode On (Throttle Cut) High On -> When boost exceeds this table's value and boost limit mode is active ("Boost Limits Base" with boost comps + "Boost Limits Base Adder (Mode On)" is exceeded), target throttle will be limited to a "Throttle Cut High" maximum. This "Throttle Cut High" mode will then only exit when boost limit mode is no longer active or, if still active, move to "Moderate" or "Default - Low" limits (depending on other tables) when boost drops below the "Boost Limits Mode On (Throttle Cut) Moderate On" table. Note: setting the "High On" boost threshold to its maximum will prevent the "Throttle Cut High" limit from being active but one of the other limits will still be in play when boost limit Mode is active (the "Default - Low" limit if both the "High On" and "Moderate On" boost thresholds are set to maximum).

Boost Limits Mode On (Throttle Cut) Moderate Off (Default - Low On Below) -> When boost drops below this table's value when the "Throttle Cut Moderate" mode is active (see "Boost Limits Mode On (Throttle Cut) Moderate On" table description), the target throttle limit will move to the "Throttle Cut Default - Low" mode.

Boost Limits Mode On (Throttle Cut) Moderate On -> When boost exceeds this table's value (but not the "High On" table) and boost limit mode is active ("Boost Limits Base" + "Boost Limits Base Adder (Mode On)" is exceeded), target throttle will be limited to a "Throttle Cut Moderate" maximum. This "Throttle Cut Moderate" mode will then only exit when boost limit Mode is no longer active or, if still active, move to the "Default - Low" limits when boost drops below the "Boost Limits Mode On (Throttle Cut) Moderate Off (Default - Low On Below)" table. Note: setting the "Moderate On" boost threshold to its maximum will prevent the "Throttle Cut Moderate" limit from being active but one of the other limits will still be in play when boost limit Mode is active (the "Default - Low" limit if the "High On" boost threshold is also set to maximum).

Boost Targets -> This is the desired boost targets. The final boost target is determined with the Boost Targets Compensation tables applied (at absolute pressure). For example:
"Boost Targets" table = 20.3 psi relative (sea level)
(Note: compensation types below can vary by ECU):
boost targets compensation "1st Gear" table = 20 %
boost targets compensation "Barometric" table = -15 %
boost targets compensation "Intake Temp" table = -10 %

"Boost Targets" table psi absolute = 20.3 psi + 14.7 psi (sea level pressure) = 35 psi absolute
"1st Gear" compensation multiplier = 1 + (20 % * 0.01) = 1.2 multiplier
"Barometric" compensation multiplier = 1 + (-15 % * 0.01) = 0.85 multiplier
"Intake Temp" compensation multiplier = 1 + (-10 % * 0.01) = 0.9 multiplier

Final boost targets absolute with compensations = 35 psi absolute * 1.2 * 0.85 * 0.9 = 32.13 psi absolute.
Final boost target relative (sea level) with compensations = 32.13 psi absolute - 14.7 psi = 17.43 psi relative sea level.

Note: relative "sea level" is only valid at a barometric pressure of 14.7 psi (1.0135 bar). To calculate the actual relative pressure boost target at different barometric pressures, add 1 atmosphere of pressure to your final boost target calculation and subtract actual barometric pressure. For example:
Final boost target relative with compensations = 17.43 psi relative sea level + 14.7 psi - 12 psi barometric pressure = 20.13 psi relative.

Boost Targets Compensation (1st Gear) -> This is the compensation to the boost targets in 1st gear when vehicle speed is below the "Boost Targets Compensation (1st Gear) Activation (Max. Veh. Speed)" threshold. The compensation is applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Compensation (1st Gear) Activation (Max. Veh. Speed) -> This is the vehicle speed above which the "Boost Targets Compensation (1st Gear)" is disabled.

Boost Targets Compensation (Barometric) -> This is the compensation to the boost targets based on the current barometric pressure. The compensation is applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Compensation (Barometric) Multiplier -> This table is used in determining compensation to the boost targets based on barometric pressure. This table's value is a multiplier that applied to the current barometric pressure and the "Boost Targets Compensation (Barometric) Offset" is added to the product. The result is limited to a minimum of 0 and a maximum of 1 and this multiplier is then applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Compensation (Barometric) Offset -> This table is used in determining compensation to the boost targets based on barometric pressure. This table is added to ("Boost Targets Compensation (Barometric) Multiplier" table * current barometric pressure). This result is limited to a minimum of 0 and a maximum of 1 and this multiplier is then applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Compensation (Coolant Temp) -> This is the compensation to the boost targets based on the current coolant temperature. The compensation is applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Compensation (Intake Temp) -> This is the compensation to the boost targets based on the current intake temperature. The compensation is applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets Max. Limit -> The "Boost Targets" table (after compensations applied) will be limited to this maximum value as used in boost control.

Boost Targets/Limits Compensation (1st Gear) -> This is the compensation to the boost targets and boost limits in 1st gear when vehicle speed is below the "Boost Targets/Limits Compensation (1st Gear) Activation (Max. Veh. Speed)" threshold. The compensation is applied to the boost targets in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure). For CVT models, 1st gear is the approximation of 1st gear manual mode when vehicle is moving regardless of whether in manual mode or not.

Boost Targets/Limits Compensation (1st Gear) Activation (Max. Veh. Speed) -> This is the vehicle speed above which the "Boost Targets/Limits Compensation (1st Gear)" table is disabled.

Boost Targets/Limits Compensation (Barometric) -> This is the compensation to the boost targets and boost limits based on the current barometric pressure. The compensation is applied to the boost targets and boost limits in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Targets/Limits Compensation (Intake Temp) -> This is the compensation to the boost targets and boost limits based on the current intake temperature. The compensation is applied to the boost targets and boost limits in absolute pressure ("Boost Targets" table value + 1 atmosphere of pressure).

Boost Torque Limit (Load) -> When calculated load is greater than the first value, or less than or equal to the second value, the boost torque limit will be disabled. If calculated load is less than or equal to the first value and greater than the second value, the boost torque limit will potentially be enabled (if all other conditions, some undefined, are also met). The boost torque limit causes WGDC to ramp slower and independent of normal boost control causing boost to be limited when it is enabled. Note: This value also impacts the activation of "Ignition Timing Compensation (Intake Temp) B" and potentially the max. lambda closed loop fueling target.

Boost Torque Limit (RPM) -> When RPM is greater than the second value, or less than or equal to the first value, the boost torque limit will be disabled. If RPM is less than or equal to the second value and greater than the first value, the boost torque limit will potentially be enabled (if all other conditions, some undefined, are also met). The boost torque limit causes WGDC to ramp slower and independent of normal boost control causing boost to be limited when it is enabled. Note: This value also impacts the activation of "Ignition Timing Compensation (Intake Temp) B" and potentially the max. lambda closed loop fueling target.

Closed Loop Delay Max. EGT -> This is the maximum exhaust gas temperature (EGT) to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the EGT is greater than or equal to the second value, the current delay will be set to zero. When the EGT drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. EGT (MT/AT) -> This is the maximum exhaust gas temperature (EGT) to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the EGT is greater than or equal to the second/fourth (depending on DAM) value, the current delay will be set to zero. When the EGT drops below the first/third (depending on DAM) value, this table will have no effect on the delay.

Closed Loop Delay Max. Intake Temp. -> This is the maximum intake temperature to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If intake temperature is greater than or equal to this value, the current delay will be set to zero. When intake temperature drops below this value, this table will have no effect on the delay.

Closed Loop Delay Max. Load -> This is the maximum calculated load to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If calculated load is greater than or equal to this value, the current delay will be set to zero. When calculated load drops below this value, this table will have no effect on the delay.

Closed Loop Delay Max. Load (Min. Intake Temp Requirement) -> This is the maximum calculated load to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. The minimum intake temp activation threshold must be met before this table has any potential effect. If the activation threshold is met and calculated load is greater than or equal to this value, the current delay will be set to zero. When calculated load drops below the first value (or activation threshold not met), this table will have no effect on the delay.

Closed Loop Delay Max. Load (Min. Intake Temp Requirement) Activation -> This is the minimum intake temperature for activation of the "Closed Loop Delay Max. Load (Min. Intake Temp Requirement)" table.

Closed Loop Delay Max. Load (RPM) -> This is the maximum calculated load to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If calculated load is greater than or equal to this value, the current delay will be set to zero and the "Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded)..." tables will not come into play. When calculated load drops below this value (with hysteresis), this table will have no effect on the delay and the "Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded)..." tables will be active.

Closed Loop Delay Max. Load (RPM) Hysteresis -> If calculated load drops below the Max. Load threshold less this value, the Max. Load table will have no effect on the delay and the "Primary Open Loop Fueling Compensation (Closed Loop Delay Max. Load Not Exceeded)..." tables will be active.

Closed Loop Delay Max. Load Counter Threshold -> When the current calculated load is continuously above the threshold in the "Closed Loop Delay Max. Load" table, a counter is incremented, otherwise this counter is reset. This value is the counter threshold that must be exceeded before the closed to open delays can be set to zero.

Closed Loop Delay Max. Load vs. RPM Component Determine (Alternate) -> This an alternate table that may be active in place of the "...(Primary Fuel Min. Activation NOT Met)" or "...(Primary Fuel Min. Activation Met)" load vs. rpm component determine tables. Its output is split into two separate values (each with unique variable smoothing applied) that are separately compared against the "Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 1)" and "...(Smoothing Factor 2)" tables to determine if a delay is allowed (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If either smoothed value exceeds its corresponding threshold, the current delay will be set to zero, otherwise this component will have no effect on the delay.

Closed Loop Delay Max. Load vs. RPM Component Determine (Primary Fuel Min. Activation Met) -> This table is active when the primary open loop fueling is richer than the min. activation threshold. Its output is split into two separate values (each with unique variable smoothing applied) that are separately compared against the "Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 1)" and "...(Smoothing Factor 2)" tables to determine if a delay is allowed (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If either smoothed value exceeds its corresponding threshold, the current delay will be set to zero, otherwise this component will have no effect on the delay.

Closed Loop Delay Max. Load vs. RPM Component Determine (Primary Fuel Min. Activation NOT Met) -> This table is active when the primary open loop fueling is leaner than the min. activation threshold. Its output is split into two separate values (each with unique variable smoothing applied) that are separately compared against the "Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 1)" and "...(Smoothing Factor 2)" tables to determine if a delay is allowed (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If either smoothed value exceeds its corresponding threshold, the current delay will be set to zero, otherwise this component will have no effect on the delay.

Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 1) -> This is the maximum Load vs. RPM component value to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. The Load vs. RPM component value is determined by applying smoothing (with potentially variable smoothing factor unique to this table's threshold) to the value determined by the "Closed Loop Delay Max. Load vs. RPM Component Determine..." tables (not exposed for some ECUs - value is generally higher with higher load/rpm). If this smoothed Load vs. RPM component value exceeds the table's threshold, the current delay will be set to zero, otherwise the table will have no effect on the delay.

Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 2) -> This is the maximum Load vs. RPM component value to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. The Load vs. RPM component value is determined by applying smoothing (with potentially variable smoothing factor unique to this table's threshold) to the value determined by the "Closed Loop Delay Max. Load vs. RPM Component Determine..." tables (not exposed for some ECUs - value is generally higher with higher load/rpm). If this smoothed Load vs. RPM component value exceeds the table's threshold, the current delay will be set to zero, otherwise the table will have no effect on the delay.

Closed Loop Delay Max. Load vs. RPM Component Threshold (Smoothing Factor 3) -> This is the maximum Load vs. RPM component value to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. The Load vs. RPM component value is determined by applying smoothing (with potentially variable smoothing factor unique to this table's threshold) to the value determined by the "Closed Loop Delay Max. Load vs. RPM Component Determine..." tables (not exposed for some ECUs - value is generally higher with higher load/rpm). If this smoothed Load vs. RPM component value exceeds the table's threshold, the current delay will be set to zero, otherwise the table will have no effect on the delay.

Closed Loop Delay Max. RPM -> This is the maximum RPM to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. For tables with two values: If RPM is greater than or equal to the second value, the current delay will be set to zero and when RPM drops below the first value, this table will have no effect on the delay. For tables with one value: If RPM is greater than or equal to this value, the current delay will be set to zero and when RPM drops below this value (with hysteresis), this table will have no effect on the delay.

Closed Loop Delay Max. RPM (Counter Based) -> When RPM is continuously held above this table's value for the period defined by the "Closed Loop Delay Max. RPM (Counter Based) Threshold" table, the current closed to open Loop delay value will be set to zero. If RPM drops below this table's value or has not been held continuously above it for the specified period, this table will have no effect on the delay.

Closed Loop Delay Max. RPM (Counter Based) Threshold -> When the counter threshold of this table has been satisfied by RPM being continuously held above the "Closed Loop Delay Max. RPM (Counter Based)" table value over this period, the current closed to open Loop delay value will be set to zero.

Closed Loop Delay Max. RPM (Neutral) -> This is the maximum RPM (when the ECU is not estimating the current gear, such as in neutral) to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If RPM is greater than or equal to the second value, the current delay will be set to zero. When RPM drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. RPM (Per Gear) -> This is the maximum RPM by current gear to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If RPM is greater than or equal to this value, the current delay will be set to zero. When RPM drops below this value (with hysteresis), this table will have no effect on the delay. For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position (estimated)" monitor.

Closed Loop Delay Max. RPM (Per Gear) Hysteresis -> If RPM drops below the Max. RPM (Per Gear) threshold less this value, the Max. RPM (Per Gear) table will have no effect on the delay.

Closed Loop Delay Max. RPM (Per Gear)(1st,2nd,3rd,4th,5th/6th) -> This is the maximum RPM (by estimated gear) to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If RPM is greater than or equal to the second value, the current delay will be set to zero. When RPM drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. RPM Hysteresis -> If RPM drops below the Max. RPM threshold less this value, the Max. RPM table will have no effect on the delay.

Closed Loop Delay Max. TPS -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to this value, the current delay will be set to zero. When the throttle position drops below this value, this table will have no effect on the delay.

Closed Loop Delay Max. TPS (High Baro. Pressure) -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to the second value, the current delay will be set to zero. When the throttle position drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. TPS (High Baro. Pressure)(AT) -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to the second value, the current delay will be set to zero. When the throttle position drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. TPS (Low Baro. Pressure) -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to the second value, the current delay will be set to zero. When the throttle position drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. TPS (Low Baro. Pressure)(AT) -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to the second value, the current delay will be set to zero. When the throttle position drops below the first value, this table will have no effect on the delay.

Closed Loop Delay Max. TPS (MT) -> This is the maximum throttle position to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If the throttle position is greater than or equal to this value, the current delay will be set to zero. When the throttle position drops below this value, this table will have no effect on the delay. If multiple values are shown for this table, one of these values will be chosen as the threshold based on the time since engine start, shown in order from earliest to latest.

Closed Loop Delay Max. TPS Table Switch (AT) and CL Delay Value Select (MT/AT)(Baro. Pressure)(High/Low) -> This is the barometric pressure thresholds to determine whether the "Closed Loop Delay Max. TPS (High Baro. Pressure)..." or "Closed Loop Delay Max. TPS (Low Baro. Pressure)..." will be used. If barometric pressure is greater than or equal to the first value, the high baro. pressure table will be used. If barometric pressure is less than the second value, the low baro. pressure table will be used. Additionally, this High and Low Baro. determination is used in determining some of the switching between values in the "Closed to Open Loop Delays" table.

Closed Loop Delay Max. TPS Table Switch Baro. Pressure (High/Low)(AT) -> This is the barometric pressure thresholds to determine whether the "Closed Loop Delay Max. TPS (High Baro. Pressure)..." or "Closed Loop Delay Max. TPS (Low Baro. Pressure)..." will be used. If barometric pressure is greater than or equal to the first value, the high baro. pressure table will be used. If barometric pressure is less than the second value, the low baro. pressure table will be used.

Closed Loop Delay Max. TPS Table Switch Baro. Pressure (Low/High)(AT) -> This is the barometric pressure thresholds to determine whether the "Closed Loop Delay Max. TPS (High Baro. Pressure)..." or "Closed Loop Delay Max. TPS (Low Baro. Pressure)..." will be used. If barometric pressure is greater than or equal to the second value, the high baro. pressure table will be used. If barometric pressure is less than the first value, the low baro. pressure table will be used.

Closed Loop Delay Max. Veh. Speed -> This is the maximum vehicle speed to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If vehicle speed is greater than or equal to this value, the current delay will be set to zero. When vehicle speed drops below this value, this table will have no effect on the delay.

Closed Loop Delay Min. Coolant Temp. -> This is the minimum coolant temperature to allow for a delay (if one is called for by the "Closed to Open Loop Delays" table) when the decision to switch from closed loop to open loop fueling is made. If coolant temperature is less than this value, the current delay will be set to zero. When coolant temperature is greater than or equal to this value, this table will have no effect on the delay.

Closed Loop Fueling Target Base -> This value is the closed loop base fueling target before any compensations are applied.

Closed Loop Fueling Target Base (Alternate) A (Cat Efficiency Test Conditions Met)(TGV Close Output)(Higher EGR) -> This is the alternate base closed loop fueling target when the TGV output is in a closed state, with higher EGR, AND when specific conditions are met where data collection for the catalyst efficiency test may be run. Some initial compensations applied to the "Main" tables are not applied this this "Alternate" table. However, other compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Alternate) B (Cat Efficiency Test Conditions Met)(TGV Close Output)(Lower EGR) -> This is the alternate base closed loop fueling target when the TGV output is in a closed state, with lower EGR, AND when specific conditions are met where data collection for the catalyst efficiency test may be run. Some initial compensations applied to the "Main" tables are not applied this this "Alternate" table. However, other compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Alternate) C (Cat Efficiency Test Conditions Met)(TGV Open Output)(Higher EGR) -> This is the alternate base closed loop fueling target when the TGV output is in an open state, with higher EGR, AND when specific conditions are met where data collection for the catalyst efficiency test may be run. Some initial compensations applied to the "Main" tables are not applied this this "Alternate" table. However, other compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Alternate) D (Cat Efficiency Test Conditions Met)(TGV Open Output)(Lower EGR) -> This is the alternate base closed loop fueling target when the TGV output is in an open state, with lower EGR, AND when specific conditions are met where data collection for the catalyst efficiency test may be run. Some initial compensations applied to the "Main" tables are not applied this this "Alternate" table. However, other compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Alternate)(Cat Efficiency Test Conditions Met) -> This is the alternate base closed loop fueling target that is used when specific conditions are met where data collection for the catalyst efficiency test may be run. Some initial compensations applied to the "Main" tables are not applied this this "Alternate" table. However, other compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Main) A (TGV Close Output)(Higher EGR) -> This is the main base closed loop fueling target when the TGV output is in a closed state and with higher EGR. The TGV output is in a closed state when the TGVs are closed or are in the process of closing. This target is limited by the coolant temp lean limit table. Compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Main) Adder (DAM) -> This value, with the "Closed Loop Fueling Target Base (Main) Adder (DAM) Correction" table applied, is added to the currently referenced "Closed Loop Fueling Target Base (Main)..." table to determine the closed loop fueling target (along with other potential compensations). It is also applied to the "Primary Open Loop Fueling Min. Enrichment (Final)" table to determine the final primary open loop minimum.

Closed Loop Fueling Target Base (Main) Adder (DAM) Correction -> This multiplier is applied to the "Closed Loop Fueling Target Base (Main) Adder (DAM)" table to determine the final DAM-based adder value for the closed loop fueling target.

Closed Loop Fueling Target Base (Main) B (TGV Close Output)(Lower EGR) -> This is the main base closed loop fueling target when the TGV output is in a closed state and with lower EGR. The TGV output is in a closed state when the TGVs are closed or are in the process of closing. This target is limited by the coolant temp lean limit table. Compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Main) C (TGV Open Output)(Higher EGR) -> This is the main base closed loop fueling target when the TGV output is in an open state and with higher EGR. The TGV output is in an open state when the TGVs are open or are in the process of opening. This target is limited by the coolant temp lean limit table. Compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

Closed Loop Fueling Target Base (Main) D (TGV Open Output)(Lower EGR) -> This is the main base closed loop fueling target when the TGV output is in an open state and with lower EGR. The TGV output is in an open state when the TGVs are open or are in the process of opening. This target is limited by the coolant temp lean limit table. Compensations may also come into play to determine the final closed loop fueling target including those based on rear o2 sensor feedback.

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

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

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

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

Closed Loop Fueling Target Compensation (Coolant Temp) -> This is the compensation to the closed loop fueling target based on coolant temperature. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp) A -> This is the compensation to the closed loop fueling target based on coolant temperature. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp) B -> This is the compensation to the closed loop fueling target based on coolant temperature. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp) Disable -> When coolant temperature is greater than or equal to this value, the "Closed Loop Fueling Target Compensation (Coolant Temp)" is disabled.

Closed Loop Fueling Target Compensation (Coolant Temp)(AT) -> This is the compensation to the closed loop fueling target based on coolant temperature. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp)(MT) -> This is the compensation to the closed loop fueling target based on coolant temperature. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp)(TGV Close Switch) -> This is the compensation to the closed loop fueling target based on coolant temperature and calculated load when the TGV close switch is on. The TGV close switch is on when the TGVs are closed or are in the process of closing. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Coolant Temp)(TGV Open Switch) -> This is the compensation to the closed loop fueling target based on coolant temperature and calculated load when the TGV open switch is on. The TGV open switch is on when the TGVs are open or are in the process of opening. This table's value is added to the target, along with other compensations, to determine the final target.

Closed Loop Fueling Target Compensation (Load and Rear O2) Commanded Fuel Final (Rich Limit) -> The load and rear o2 elements of the closed loop fueling target compensations is limited (on rich side) by this table's value when calculating the commanded fuel final in closed loop (will not impact the closed loop fueling target calculation). That is, the closed loop target load + rear o2 adders, as used in part of the commanded fuel final calculation will be capped so they cannot be less than (i.e. richer than) this table's value. For example, if this table's value is -0.700 (AFR adder) and the closed loop target load comp was -0.6 and rear o2 comp was -0.2, then the correction of -0.8 would be limited to -0.7 when being applied to commanded fuel final.

Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Primary -> When a closed loop fueling target, considering only target compensations for load and rear O2, is richer than this table's threshold, the ECU may force open loop fueling where closed loop fueling would normally be active (depending on conditions). To disable this behavior, set this table to an extreme rich threshold.

Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Secondary -> When a closed loop fueling target, considering only target compensations for load and rear O2, is richer than this table's threshold, the ECU may force open loop fueling where closed loop fueling would normally be active (depending on conditions). To disable this behavior, set this table to an extreme rich threshold.

Closed Loop Fueling Target Compensation (Load) -> This is the compensation to the closed loop fueling target based on calculated load and RPM. This table's value is added to the target, along with other compensations, to determine the final target. Note: Positive compensations (i.e. leaner impact) in this table will potentially force open loop fueling during closed loop for some ECUs.

Closed Loop Fueling Target Compensation (Load) A -> This is the compensation to the closed loop fueling target based on calculated load and RPM. This table's value is added to the target, along with other compensations, to determine the final target. Note: Positive compensations (i.e. leaner impact) in this table will potentially force open loop fueling during closed loop for some ECUs.

Closed Loop Fueling Target Compensation (Load) B -> This is the compensation to the closed loop fueling target based on calculated load and RPM. This table's value is added to the target, along with other compensations, to determine the final target. Note: Positive compensations (i.e. leaner impact) in this table will potentially force open loop fueling during closed loop for some ECUs.

Closed Loop Fueling Target Compensation (Load) Force Open Loop (Lean Limit) -> When a closed loop fueling target, considering only the target compensation for load, is leaner than this table's threshold, the ECU may force open loop fueling where closed loop fueling would normally be active (depending on conditions). To disable this behavior, set this table to an extreme lean threshold. Note: The ECU uses a hard-coded limits to prevent a closed loop fueling target leaner than 1 lambda when called for by the closed loop target load compensation.

Closed Loop Fueling Target Compensation (Load) Force Open Loop (Rich Limit) -> When a closed loop fueling target, considering only the target compensation for load, is richer than this table's threshold, the ECU may force open loop fueling where closed loop fueling would normally be active (depending on conditions). To disable this behavior, set this table to an extreme rich threshold.

Closed Loop Fueling Target Compensation (Load)(AT) -> This is the compensation to the closed loop fueling target based on calculated load and RPM. This table's value is added to the target, along with other compensations, to determine the final target. Note: Positive compensations (i.e. leaner impact) in this table will potentially force open loop fueling during closed loop for some ECUs.

Closed Loop Fueling Target Compensation (Load)(MT) -> This is the compensation to the closed loop fueling target based on calculated load and RPM. This table's value is added to the target, along with other compensations, to determine the final target. Note: Positive compensations (i.e. leaner impact) in this table will potentially force open loop fueling during closed loop for some ECUs.

Closed Loop Fueling Target Compensation (Rear O2) Limits (Max) -> This is the maximum limit for a rear oxygen sensor based compensation to the closed loop fueling target.

Closed Loop Fueling Target Compensation (Rear O2) Limits (Min) -> This is the minimum limit for a rear oxygen sensor based compensation to the closed loop fueling target.

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

Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare) -> This is an alternate final closed loop fueling target that overrides the normal final closed loop fueling target during an entire high throttle run (ex. WOT pull in a particular gear) when that run was started with aggressive accelerator pedal movement (i.e. throttle mash) and when the target called for by this table is richer than what would be dictated by the primary open loop map target. WARNING: In open loop, if the primary open loop fueling target (as dictated by the Primary Open Loop Fueling tables) is leaner than this table's value (and aggressive start 2 conditions for run are met), the ECU will set the final primary open loop map target to 14.7:1 AFR and only the "Primary Open Loop Fueling Min. Enrichment (Final)" table will come into play. To avoid this, you can 1. Set the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table to always be leaner than what would be dictated by the primary OL fuel map target (especially in open loop) or 2. Set the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare) Activation (Min. Coolant Temp)" table to its maximum value (ex. 248 deg. F) or set the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare) Activation (Max. Coolant Temp)" table to its minimum value (ex. -40 deg.) which will disable the switching all together (in both open and closed loop).

Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare) Activation (Max. Coolant Temp) -> Coolant temperature must be less than or equal to this threshold in order for the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" to potentially be active (other conditions also apply).

Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare) Activation (Min. Coolant Temp) -> Coolant temperature must be greater than this threshold in order for the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" to potentially be active (other conditions also apply).

Closed Loop Fueling Target Final Rich Threshold (Switch to OL) -> When the final closed loop fueling target is richer than this table's threshold, the ECU will automatically switch to open loop fueling if all other final decision conditions are met.

Closed Loop Fueling Target Force Open Loop Exit (Lean Limit) -> When the final closed loop fueling target (without rear o2-based correction applied), is leaner than this table's threshold, the ECU will not allow exiting from a forced open loop state even if conditions no longer dictate forcing open loop. Forced open loop occurs when certain conditions are met such as those dictated by the "Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Primary" and "Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Secondary" tables.

Closed Loop Fueling Target Force Open Loop Exit (Rich Limit) -> When the final closed loop fueling target (without rear o2-based correction applied), is richer than this table's threshold, the ECU will not allow exiting from a forced open loop state even if conditions no longer dictate forcing open loop. Forced open loop occurs when certain conditions are met such as those dictated by the "Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Primary" and "Closed Loop Fueling Target Compensation (Load and Rear O2) Force Open Loop (Rich Limit) Secondary" tables.

Closed Loop Fueling Target Limits (Rich/Lean) -> This table's values represent the minimum and maximum limits for the closed loop fueling target after all compensations have been applied.

Closed to Open Loop Delay -> These are the individual values that represent a time period over which specific thresholds must be continuously exceeded before the closed loop to open loop transition can potentially occur. For non-DIT ECUs, the threshold is determined by the "Closed/Open Loop Transition with Delay (Min. TPS)" or "...Base Pulse Width" tables. For DIT ECUs, the threshold is determined by the "Closed/Open Loop Transition with Delay (Min. Load)" table. Other factors, such as the final primary open loop fueling value, impact the final decision to switch to open loop.

Closed to Open Loop Delay/Switch (Intelligent) -> This value is the delay counter thresholds that determine the delay during the closed loop to open loop transition when the current SI-DRIVE mode is intelligent and this value is non-zero. The delay is the period over which the "Closed/Open Loop Transition with Delay (Min. TPS)" or "...Base Pulse Width" table values must be continuously exceeded to potentially switch to open loop fueling. Other factors, such as the primary open loop fueling table, impact the final decision to switch to open loop.

Closed to Open Loop Delays -> These are the individual values that represent a time period over which specific thresholds must be continuously exceeded before the closed loop to open loop transition can potentially occur. For non-DIT ECUs, the threshold is determined by the "Closed/Open Loop Transition with Delay (Min. TPS)" or "...Base Pulse Width" tables. For DIT ECUs, the threshold is determined by the "Closed/Open Loop Transition with Delay (Min. Load)" table. Other factors, such as the final primary open loop fueling value, impact the final decision to switch to open loop.

Closed to Open Loop Delays (Barometric) -> This is the delay value that represent a time period over which a specific threshold must be continuously exceeded before the closed loop to open loop transition can potentially occur. The threshold is determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width" table. Other factors, such as the final primary open loop fueling value, impact the final decision to switch to open loop.

Closed to Open Loop Transition Final Decision Rich Threshold (Closed Loop Fueling Target) -> When conditions dictate a commanded switch from closed to open loop fueling (via CL OL tables with active Primary Open Loop fueling OR when Alternate Transition Threshold is exceeded), the final closed loop fuel target (with rear o2 correction removed) must be richer than this table's threshold in order for the transition from closed loop to open loop to occur. When this final target is leaner this threshold in open loop (or effectively the "Commanded Fuel Primary OL Map" value), the ECU will transition from open loop to closed loop again. Note: the final closed loop target here is different than the "Closed Loop Fuel Target" monitor in that it does NOT include rear o2 corrections and in open loop, will generally mirror the "Commanded Fuel Primary OL Map" value instead of the expected closed loop fueling table value (as is the case with the "Closed Loop Fuel Target" monitor). Additionally, both the final closed loop target used here and the "Closed Loop Fuel Target" monitor have a minimum enrichment of the "Commanded Fuel Primary OL Map" value applied (cannot go leaner than this value) in closed loop (but this minimum enrichment will not be shown in the "Closed Loop Fuel Target" monitor in open loop). The "Commanded Fuel Primary OL Map" value can potentially be richer than 14.7:1 AFR in closed loop as its activation is dictated by most of the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group and the "Primary Open Loop Fueling Min. Activation" table and not specifically this "Final Decision" threshold.

Closed/Open Loop Transition Counter Increment (MAF) -> This value is the step value for the counter which is incremented when either the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width)" or "...TPS" threshold is continuously exceeded. This counter is compared to the current delay value to potentially determine the switch from closed loop to open loop fueling. Larger values in this table will decrease the time for a potential transition.

Closed/Open Loop Transition Main (Closed Loop Fueling Target)(Beta) -> When the closed loop fuel target is richer than this value, the ECU will switch to open loop operation. The other CL/OL tables will dictate when primary open loop fueling is active (i.e. not a stoichiometric target) but not the switching from closed loop to open loop (or vice versa). When primary open loop fueling is active, it will be directly transferred to the closed loop target during closed loop operation or used as the primary target in open loop as normal.

Closed/Open Loop Transition Main (Closed Loop Fueling Target)(Closed Loop Switch Lean Threshold) -> This is the threshold that is involved in determining the switching from closed to open loop fueling operation and back again. When the closed loop fuel target is leaner than this threshold, the ECU will switch to closed loop operation. When the closed loop fuel target is richer than (this threshold + "...Open Loop Switch Rich Adder"), the ECU will switch to open loop operation. The other CL/OL tables will dictate when primary open loop fueling is active (i.e. not a stoichiometric target) but not the switching from closed loop to open loop (or vice versa). When primary open loop fueling is active, it will be directly transferred to the closed loop target during closed loop operation or used as the primary target in open loop as normal.

Closed/Open Loop Transition Main (Closed Loop Fueling Target)(Open Loop Switch Rich Adder) -> When the closed loop fuel target is richer than the "Closed/Open Loop Transition Main (Closed Loop Fueling Target)(Closed Loop Switch Lean Threshold)" table + this adder, the ECU will switch to open loop operation. The other CL/OL tables will dictate when primary open loop fueling is active (i.e. not a stoichiometric target) but not the switching from closed loop to open loop (or vice versa). When primary open loop fueling is active, it will be directly transferred to the closed loop target during closed loop operation or used as the primary target in open loop as normal.

Closed/Open Loop Transition with Delay (Min. Base Pulse Width) -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Base Pulse Width) A -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Base Pulse Width) B -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Base Pulse Width) C -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis -> The base pulse width must drop below the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width)" threshold by this table's value to potentially switch from open loop to closed loop fueling.

Closed/Open Loop Transition with Delay (Min. Base Pulse Width)(AT) -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Base Pulse Width)(MT) -> This is the base pulse width (fuel injector scale * 0.001 * calculated load) threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When base pulse width drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the throttle position must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. Load) -> This is the calculated load threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling.

Closed/Open Loop Transition with Delay (Min. TPS) -> This is the throttle position threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When throttle position drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. TPS) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the base pulse width must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. TPS) A -> This is the throttle position threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When throttle position drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. TPS) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the base pulse width must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. TPS) B -> This is the throttle position threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When throttle position drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. TPS) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the base pulse width must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. TPS) C -> This is the throttle position threshold that must be continuously exceeded over the "Closed to Open Loop Delays" period, in order to potentially switch from closed loop to open loop fueling. When throttle position drops below this threshold by the value determined by the "Closed/Open Loop Transition with Delay (Min. TPS) Hysteresis" table, the potential switch from open loop to closed loop fueling will begin (the base pulse width must also drop below its corresponding threshold).

Closed/Open Loop Transition with Delay (Min. TPS) Hysteresis -> Throttle position must drop below the "Closed/Open Loop Transition with Delay (Min. TPS)" threshold by this table's value to potentially switch from open loop to closed loop fueling.

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

Coolant Temp. Sensor Calibration -> This table determines the sensor calibration for the coolant temperature sensor.

Cranking Fuel Injector Pulse Width Base (Group 1) A -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) B -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) C -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) D -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) E -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) F -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) G -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 1) H -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) A -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) B -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) C -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) D -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) E -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) F -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) G -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base (Group 2) H -> This is the base injector pulse width (pre-fuel pressure corrected) based on coolant temperature when cranking the engine. Cranking compensation tables may also impact the final cranking pulse width. Actual final injector pulse width will vary due to fuel rail pressure compensation and other factors.

Cranking Fuel Injector Pulse Width Base A -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Base B -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Base C -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Base D -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Base E -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Base F -> This is the base injector pulse width based on coolant temperature when cranking the engine. Compensation tables may also impact the final cranking pulse width.

Cranking Fuel Injector Pulse Width Compensation (Accelerator) -> This is the compensation to the base cranking injector pulse width based on accelerator pedal position.

Cranking Fuel Injector Pulse Width Compensation (Accelerator) A -> This is the compensation to the base cranking injector pulse width based on accelerator pedal position.

Cranking Fuel Injector Pulse Width Compensation (Accelerator) B -> This is the compensation to the base cranking injector pulse width based on accelerator pedal position.

Cranking Fuel Injector Pulse Width Compensation (Barometric) -> This is the compensation to the base cranking injector pulse width based on barometric pressure.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 1) A -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 1) B -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 1) C -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 1) D -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 2) A -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 2) B -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 2) C -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Coolant Temp)(Group 2) D -> This is the compensation to the base cranking injector pulse width based on coolant temperature. This compensation is not always active.

Cranking Fuel Injector Pulse Width Compensation (Intake Temp) -> This is the compensation to the base cranking injector pulse width based on intake temperature.

Cranking Fuel Injector Pulse Width Compensation (Manifold Pressure) -> This is the compensation to the base cranking injector pulse width based on manifold pressure.

Cranking Fuel Injector Pulse Width Compensation (RPM) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature.

Cranking Fuel Injector Pulse Width Compensation (RPM) A -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature.

Cranking Fuel Injector Pulse Width Compensation (RPM) B -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature.

Cranking Fuel Injector Pulse Width Compensation (RPM)(AT) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature.

Cranking Fuel Injector Pulse Width Compensation (RPM)(MT) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGV Close Switch) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGV close switch is on. The TGV close switch is on when the TGVs are closed or are in the process of closing.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGV Open Switch) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGV open switch is on. The TGV open switch is on when the TGVs are open or are in the process of opening.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 1) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 1) A -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 1) B -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 2) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 2) A -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Closed)(Group 2) B -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are closed.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 1) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 1) A -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 1) B -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 2) -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 2) A -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (RPM)(TGVs Open)(Group 2) B -> This is the compensation to the base cranking injector pulse width based on RPM and coolant temperature when the TGVs are open.

Cranking Fuel Injector Pulse Width Compensation (TPS) -> This is the compensation to the base cranking injector pulse width based on throttle position.

Cruise Control Speed Limit (Max) -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max) A -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max) B -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max) C -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max) D -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max) E -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max)(Unknown Input) A -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max)(Unknown Input) B -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Max)(Unknown Input) C -> This is the maximum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) A -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) B -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) C -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) D -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min) E -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min)(Unknown Input) A -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min)(Unknown Input) B -> This is the minimum vehicle speed that cruise control can target.

Cruise Control Speed Limit (Min)(Unknown Input) C -> This is the minimum vehicle speed that cruise control can target.

DAM Advance Delay -> This value is the counter period over which the knock signal must be continuously clear before the current dynamic advance multiplier can be incremented. This counter is incremented when the knock signal is clear and the counter is cleared when the knock signal is set.

DAM and Fine Knock Learning Advance Delay -> This value is the counter period over which the knock signal must be continuously clear before the current DAM or fine knock learning can be incremented by the value in the respective increment table. This counter is incremented when the knock signal is clear and the counter is cleared when the knock signal is set.

DAM and Fine Knock Learning Advance Disable Flag -> This flag determines whether moving the current DAM or current fine knock learning in a positive direction is disabled (value = 1) or not (value = 0). If not (0), other conditions must be met before increases to the DAM or fine knock learning are allowed. The value applied from this table is based on an index position which is determined by the current calculated load and RPM relative to the "DAM and Fine Knock Learning Advance Disable Flag RPM Index Ranges" and "...Load Index Ranges".

For example, if the "DAM and Fine Knock Learning Advance Disable Flag Load Index Ranges" table values are 1.00, 1.50, 2.00, and 2.50, then the load ranges (x-axis) of this table will be:
0 to <1.00
1.00 to <1.50
1.50 to <2.00
2.00 to <2.50
2.50+

If the "DAM and Fine Knock Learning Advance Disable Flag RPM Index Ranges" table values are 1500, 2500, 3500, 4500, 5500, 6500, then the RPM ranges (y-axis) of this table will be:
0 to <1500
1500 to <2500
2500 to <3500
3500 to <4500
4500 to <5500
5500 to <6500
6500+

From the above example, if we arrange these into the table and number the cells starting at 0, it would look like the following (copy and paste this into a spreadsheet to more clearly see the table):
            0 to <1.00        1.00 to <1.50   1.50 to <2.00   2.00 to <2.50   2.50+
0 to <1500       0          1          2          3          4
1500 to <2500 5          6          7          8          9
2500 to <3500 10        11        12        13        14
3500 to <4500 15        16        17        18        19
4500 to <5500 20        21        22        23        24
5500 to <6500 25        26        27        28        29
6500+  30        31        32        33        34

The arrangement of these cells corresponds to the activation values in the table. So, given the above example, if load is 1.6 and RPM is 1600, then the activation value (0 or 1) used would be in the 7th position of the table. Note: be sure to substitute your actual load and RPM ranges from the "DAM and Fine Knock Learning Advance Disable Flag...Index Ranges..." tables in your current tune - these are examples only.

DAM and Fine Knock Learning Advance Disable Flag (Index Positions) -> This is the translation from the normal "DAM and Fine Knock Learning Advance Disable Flag" table index position to the actual index position that is used by the same table (please see that table's help text for additional details). Note: it is highly recommended that you do NOT modify this table.

DAM and Fine Knock Learning Advance Disable Flag Load Index Ranges -> These are the calculated load breakpoints that, along with the corresponding RPM breakpoints, determine the index position used as an input to the "DAM and Fine Knock Learning Advance Disable Flag" table. For example, if the values in this table are: 1.42, 1.68, 1.94, and 2.20, then there will be 5 load ranges as follows: 0-1.42 (index 0), 1.42-1.68 (index 1), 1.68-1.94 (index 2), 1.94-2.20 (index 3), and 2.20+ (index 4). Add this index to the RPM index product (see help text for that table) to determine the final index.

DAM and Fine Knock Learning Advance Disable Flag RPM Index Ranges -> These are the RPM breakpoints that, along with the corresponding calculated load breakpoints, determine the index position used as an input to the "DAM and Fine Knock Learning Advance Disable Flag" table. For example, if the values in this table are: 2100, 3000, 3400, 3800, 4300, 8000, then there will be 7 RPM ranges as follows: 0-2100 (index 0), 2100-3000 (index 1), 3000-3400 (index 2), 3400-3800 (index 3), 3800-4300 (index 4), 4300-8000 (index 5), and 8000+ (index 6). Multiply this index by the number of calculated load ranges and add to the load index (see help text for that table) to determine the final index. For example, if there are 4 cells in the calculated load columns table (5 ranges), calculate the final index as (rpm index * 5) + load index.

DAM and Fine Knock Learning Modify (Max. Load) -> This is the maximum calculated load in which potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. The Min. and Max. RPM thresholds must also be met as well as other conditions. Some corrections may still be allowed outside of this range when specific conditions are met.

DAM and Fine Knock Learning Modify (Max. RPM) -> This is the maximum RPM in which potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. The Min. and Max. Load thresholds must also be met as well as other conditions. Some corrections may still be allowed outside of this range when specific conditions are met.

DAM and Fine Knock Learning Modify (Min. Dyn. Adv. Map Base + Adder Value) -> This is the minimum dynamic advance map value (base + adder) before potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. Some corrections to fine knock learning may be allowed with specific conditions below this value.

DAM and Fine Knock Learning Modify (Min. Dyn. Adv. Map Value) -> This is the minimum dynamic advance map value before potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. Some corrections to fine knock learning may be allowed with specific conditions below this value.

DAM and Fine Knock Learning Modify (Min. Load) -> This is the minimum calculated load in which potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. The Min. and Max. RPM thresholds must also be met as well as other conditions. Some corrections may still be allowed outside of this range when specific conditions are met.

DAM and Fine Knock Learning Modify (Min. RPM) -> This is the minimum RPM in which potential changes to the dynamic advance multiplier (DAM) or fine knock learning can be made. The Min. and Max. Load thresholds must also be met as well as other conditions. Some corrections may still be allowed outside of this range when specific conditions are met.

DAM Mode Fine Learning Threshold (Abs) -> This is the absolute threshold of fine knock learning for potential DAM mode activation (all other conditions and thresholds must also be met). When the absolute fine knock learning is greater than or equal to this value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Abs) Dyn. Adv. Ratio -> This multiplier determines a comparison value based on the current dynamic advance map value that must be met by the absolute fine knock learning before potential DAM mode activation (all other conditions and thresholds must also be met). The comparison value is determined as follows: dynamic advance map value * multiplier. When the current absolute fine knock learning is greater than or equal to the comparison value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Neg) -> This is the negative threshold of fine knock learning for potential DAM mode activation (all other conditions and thresholds must also be met). When fine knock learning is less than or equal to this value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Neg) Dyn. Adv. Ratio -> This multiplier determines a comparison value based on the current dynamic advance map value that must be met by fine knock learning before potential DAM mode activation (all other conditions and thresholds must also be met). The comparison value is determined as follows: dynamic advance map value * multiplier. When the current fine knock learning is less than or equal to the comparison value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Pos) -> This is the positive threshold of fine knock learning for potential DAM mode activation (all other conditions and thresholds must also be met). When fine knock learning is greater than this value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Pos) Alt. -> This is an alternate positive threshold of fine knock learning for potential DAM mode activation when a positive change to fine knock learning occurs within a specific DAM range (all other conditions and thresholds must also be met). When fine knock learning is greater than this value over the delay period and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Fine Learning Threshold (Pos) Alt. (Max. DAM) -> This is the maximum dynamic advance multiplier (DAM) to potentially allow for the alternate positive fine knock learning threshold to be used in potential DAM mode activation (all other conditions and thresholds must also be met).

DAM Mode Fine Learning Threshold (Pos) Alt. (Min. DAM) -> This is the minimum dynamic advance multiplier (DAM) to potentially allow for the alternate positive fine knock learning threshold to be used in potential DAM mode activation (all other conditions and thresholds must also be met).

DAM Mode Fine Learning Threshold (Pos) Alt. Delay -> This is the minimum period over which the alternate positive threshold of fine knock learning must be continuously exceeded for potential DAM mode activation when a positive change to fine knock learning occurs within a specific DAM range (all other conditions and thresholds must also be met).

DAM Mode Fine Learning Threshold (Pos) Dyn. Adv. Ratio -> This multiplier determines a comparison value based on the current dynamic advance map value that must be met by fine knock learning before potential DAM mode activation (all other conditions and thresholds must also be met). The comparison value is determined as follows: dynamic advance map value * multiplier. When the current fine knock learning is greater than the comparison value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Min. Dyn. Adv. Map Value -> This is the minimum dynamic advance map value before potential DAM mode activation (all other conditions and thresholds must also be met). The comparison value is determined as follows: dynamic advance map value * multiplier. When the current dynamic advance map value is greater than this value and all other thresholds and conditions are met, DAM learning mode will be active, allowing for potential changes to the DAM.

DAM Mode Neg. Inhibit Failsafe Off (Min. DAM) -> When the dynamic advance multiplier (DAM) is less than or equal to this threshold, DAM mode activation will not occur unless the current fine knock learning is positive.

DAM Modify (Load Range) -> This is the calculated load range in which potential changes to the dynamic advance multiplier (DAM) can be made. The "DAM Modify (RPM Range)" must also be met as well as other conditions.

DAM Modify (Min. Dyn. Adv. Map Value) -> This value is the minimum current dynamic advance Max. table look-up value required for re-evaluation of the DAM after entering DAM learning mode. This is one of several requirements that must be met.

DAM Modify (RPM Range) -> This is the RPM range in which potential changes to the dynamic advance multiplier (DAM) can be made. The "DAM Modify (Load Range)" must also be met as well as other conditions.

DAM Raw Base Decrement (Consecutive Knock) -> This value is the raw base increment for the DAM when a number of conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential increment to the DAM. The conditions required for use of this increment value are as follows: dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is greater than zero, the current fine knock learning is less than or equal to: ((1-DAM) * Dyn. Adv), and the correction would be part of an initial number of corrections post-reset.

DAM Raw Base Decrement (Non-Consecutive Knock)(Initial Post-Reset) -> This value is the raw base decrement for DAM learning when a number of conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential decrement to the DAM. The conditions required for use of this decrement value are as follows: dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is less than or equal to zero, the current fine knock learning is greater than: (DAM * (Dyn. Adv. * -1)), the current knock event is non-consecutive, and the correction would be part of an initial period after reset.

DAM Raw Base Decrement (Non-Consecutive Knock)(Post-Initial) -> This value is the raw base decrement for DAM learning when a number of conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential decrement to the DAM. The conditions required for use of this decrement value are as follows: dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is less than or equal to zero, the current fine knock learning is greater than: (DAM * (Dyn. Adv. * -1)), the current knock event is non-consecutive, and the correction would be after the initial number of corrections (post-reset) has expired.

DAM Raw Base Decrement A -> This value is the raw base decrement for DAM when certain conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential decrement to the DAM.

DAM Raw Base Decrement B -> This value is the raw base decrement for DAM when certain conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential decrement to the DAM.

DAM Raw Base Decrement C -> This value is the raw base decrement for DAM when certain conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential decrement to the DAM.

DAM Raw Base Increment (Initial Post-Reset) -> This value is the raw base increment for the DAM when a number of conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential increment to the DAM. The conditions required for use of this increment value are as follows: dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is greater than zero, the current fine knock learning is less than or equal to: ((1-DAM) * Dyn. Adv), and the correction would be part of an initial number of corrections post-reset.

DAM Raw Base Increment (Post-Initial) -> This value is the raw base increment for the DAM when a number of conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential increment to the DAM. The conditions required for use of this increment value are as follows: dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is greater than zero, the current fine knock learning is less than or equal to: ((1-DAM) * Dyn. Adv), and the correction would be part of an initial number of corrections post-reset.

DAM Raw Base Increment A -> This value is the raw base increment for DAM learning when certain conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential increment to the DAM.

DAM Raw Base Increment B -> This value is the raw base increment for DAM learning when certain conditions are met. This value is modified by the "DAM Step Value Determination (Raw Base Multiplier)" table to determine the final potential increment to the DAM.

DAM Step Value Determination (Raw Base Multiplier) -> This multiplier is applied to the current raw base increment or decrement value (as determined by the "DAM Raw Base..." tables) to determine the final step value applied to the current DAM when a change to the DAM is called for by the ECU. A multiplier of zero means no change to the DAM will occur (allowing control of when the DAM can change on a load/RPM basis). These values correspond to the load and rpm-based ranges of the "Fine Knock Learning" table.

For example, if the "Fine Knock Learning" table load values (x-axis) are 1.00, 1.50, 2.00, and 2.50, then the load ranges (x-axis) of this table will be:
0 to <1.00
1.00 to <1.50
1.50 to <2.00
2.00 to <2.50
2.50+

If the "Fine Knock Learning" table RPM values (y-axis) are 1500, 2500, 3500, 4500, 5500, 6500, then the RPM ranges (y-axis) of this table will be:
0 to <1500
1500 to <2500
2500 to <3500
3500 to <4500
4500 to <5500
5500 to <6500
6500+

From the above example, if we arrange these into the table and number the cells starting at 0, it would look like the following (copy and paste this into a spreadsheet to more clearly see the table):
            0 to <1.00        1.00 to <1.50   1.50 to <2.00   2.00 to <2.50   2.50+
0 to <1500       0          1          2          3          4
1500 to <2500 5          6          7          8          9
2500 to <3500 10        11        12        13        14
3500 to <4500 15        16        17        18        19
4500 to <5500 20        21        22        23        24
5500 to <6500 25        26        27        28        29
6500+  30        31        32        33        34

The arrangement of these cells corresponds to the raw base multiplier values in the table. So, given the above example, if load is 1.6 and RPM is 1600, then the raw base multiplier applied would be in the 7th position of the table. Note: be sure to substitute your actual load and RPM ranges from the "Fine Knock Learning" table in your current tune - these are examples only.

DAM Step Value Determination (Raw Base Multiplier) Index Positions -> This is the translation from the current "Fine Knock Learning" table index position to a corresponding index position as used by the "DAM Step Value Determination (Raw Base Multiplier)" table (please see that table's help text for additional details). Note: it is highly recommended that you do NOT modify this table.

Dynamic Advance Adder (TGVs Closed) -> This value is added to the "Dynamic Advance Base (TGVs Closed)" table to determine dynamic advance when the TGVs are closed. Dynamic advance is the maximum knock-corrected level of ignition timing added to primary ignition. Total ignition timing = primary ignition map value + (dynamic advance * DAM) + fine knock learning + feedback knock retard + other ignition timing compensations.

Dynamic Advance Adder (TGVs Open) -> This value is added to the "Dynamic Advance Base (TGVs Open)" table to determine dynamic advance when the TGVs are open. Dynamic advance is the maximum knock-corrected level of ignition timing added to primary ignition. Total ignition timing = primary ignition map value + (dynamic advance * DAM) + fine knock learning + feedback knock retard + other ignition timing compensations.

Dynamic Advance Adder Correction (DAM) -> This multiplier is applied to the dynamic advance adder table value based on the current dynamic advance multiplier (DAM). The dynamic advance base table value (corrected by its corresponding DAM table) is then added this product to determine the final dynamic advance. For example, if this table's value is 0.500, the adder table is 2 deg., the base table is 4 deg. (with DAM correction already applied), then the final dynamic advance will be 5.0 deg. -> (2.0 * 0.500) + 4.0.

Dynamic Advance Base (TGVs Closed) -> This value is added to the "Dynamic Advance Adder (TGVs Closed)" table to determine dynamic advance when the TGVs are closed. Dynamic advance is the maximum knock-corrected level of ignition timing added to primary ignition. Total ignition timing = primary ignition map value + (dynamic advance * DAM) + fine knock learning + feedback knock retard + other ignition timing compensations.

Dynamic Advance Base (TGVs Open) -> This value is added to the "Dynamic Advance Adder (TGVs Open)" table to determine dynamic advance when the TGVs are open. Dynamic advance is the maximum knock-corrected level of ignition timing added to primary ignition. Total ignition timing = primary ignition map value + (dynamic advance * DAM) + fine knock learning + feedback knock retard + other ignition timing compensations.

Dynamic Advance Base Correction (DAM) -> This multiplier is applied to the dynamic advance base table value based on the current dynamic advance multiplier (DAM). The dynamic advance adder table value (corrected by its corresponding DAM table) is then added this product to determine the final dynamic advance. For example, if this table's value is 0.500, the base table is 4 deg., the adder table is 1 deg. (with DAM correction already applied), then the final dynamic advance will be 3.0 deg. -> (4.0 * 0.500) + 1.0.

Dynamic Advance Max -> This is the maximum knock-corrected level of ignition timing added to primary ignition. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. For EJ 2.5L ECUs, dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning. For EJ 2.0L ECUs, dynamic advance = (dynamic advance Max. map value * (current DAM / 16)) + feedback knock retard + fine knock learning.

Dynamic Advance Max. (TGVs Closed) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when the TGVs are closed. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning.

Dynamic Advance Max. (TGVs Open) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when the TGVs are open. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning.

Dynamic Advance Max. Adder (Knock Conditions) -> This is the maximum level of ignition timing added to primary dynamic advance based on knock conditions. Knock conditions include current knock, knock history and conditions that may lead to knock.

Dynamic Advance Max. Adder A (Knock Conditions) -> This is the maximum level of ignition timing (with the DAM applied) added to primary dynamic advance based on knock conditions. Knock conditions include current knock, knock history and conditions that may lead to knock.

Dynamic Advance Max. Adder B (Knock Conditions) -> This is the maximum level of ignition timing added to primary dynamic advance based on knock conditions. Knock conditions include current knock, knock history and conditions that may lead to knock.

Dynamic Advance Max. Adder Modify (RPM Range) -> This is the RPM range in which the dynamic advance adder multipliers, which determine the amount of the applied adder, could potentially be changed as well as the map ratio used in determining the high/low primary advance for 04-06 models. If RPM is outside of this range, no change is made to these multipliers.

Dynamic Advance Max. Primary (Knock Conditions High) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when knock conditions are high. Knock conditions include current knock, knock history and conditions that may lead to knock and determine the dyn. adv. primary map ratio, with a range of 0 to 1, which is applied to this table's values to determine the current primary dynamic advance. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Primary dynamic advance = (dyn. adv. Max. primary low * primary map ratio) + (dyn. adv. Max. primary high * (1.0 - primary map ratio)). Dynamic advance = (primary dyn. adv. * DAM) + final adder dyn. adv.

Dynamic Advance Max. Primary (Knock Conditions Low) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when knock conditions are low. Knock conditions include current knock, knock history and conditions that may lead to knock and determine the dyn. adv. primary map ratio, with a range of 0 to 1, which is applied to this table's values to determine the current primary dynamic advance. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Primary dynamic advance = (dyn. adv. Max. primary low * primary map ratio) + (dyn. adv. Max. primary high * (1.0 - primary map ratio)). Dynamic advance = (primary dyn. adv. * DAM) + final adder dyn. adv.

Dynamic Advance Max. Primary (TGVs Closed) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when the TGVs are closed. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Dynamic advance = (dyn. adv. Max. primary map value * current DAM) + final dyn. adv. Max. adder A + final dyn. adv. Max. adder B + feedback knock retard + fine knock learning.

Dynamic Advance Max. Primary (TGVs Open) -> This is the maximum knock-corrected level of ignition timing added to primary ignition when the TGVs are open. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. Dynamic advance = (dyn. adv. Max. primary map value * current DAM) + final dyn. adv. Max. adder A + final dyn. adv. Max. adder B + feedback knock retard + fine knock learning.

Dynamic Advance Multiplier (DAM) Reset (Default and Initial Post-Start) -> This value is the initial value of the dynamic advance multiplier (DAM) after the ECU is reset and at each engine start (some conditions will allow the DAM to persist on engine start and override this).

Dynamic Advance Multiplier (DAM) Reset (Default) -> This value is the initial value of the dynamic advance multiplier (DAM) after the ECU is reset and at the beginning of a DAM knock learning session where the DAM would be re-evaluated.

Dynamic Advance Multiplier (DAM) Reset (Initial Step Value) -> This value is the step value for the first change to the dynamic advance multiplier (DAM) when re-evaluation of the DAM begins during a DAM learning session. When this starts, the DAM is reset to the "Dynamic Advance Multiplier (DAM) Reset (Default)" value and the step value is added or subtracted from the default value, depending on the current knock signal. The step value is reduced by half when, during the session, the DAM changes from a negative to positive direction or vice versa. When the step value is less than or equal to 0.0625 (EJ 2.5L ECU) or 1 (EJ 2.0L ECU), or the DAM hits 0 or 1 (EJ 2.5L ECU) or 0 or 16 (EJ 2.0L) for a period of time, the session ends.

Evap-Related Fuel Adder Compensation -> This is the compensation to the evap-related fuel adder. This table's multiplier is applied to the evap fuel adder which is then applied to commanded fueling final.

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

Exhaust Gas Temp. Sensor Calibration -> This table determines the sensor calibration for the exhaust gas temperature (EGT) sensor.

Feedback Knock Retard Activation (Max. RPM) -> This is the maximum RPM in which potential negative changes to feedback knock corrections can be made.

Feedback Knock Retard Activation (Min. Load) -> This is the minimum calculated load for potential feedback knock correction activation. The "Feedback Knock Retard Activation (RPM Range)" must also be met.

Feedback Knock Retard Activation (Min. RPM) -> This is the minimum RPM in which potential negative changes to feedback knock corrections can be made.

Feedback Knock Retard Activation (RPM Range) -> This is the RPM range in which potential feedback knock corrections can be made. The "Feedback Knock Retard Activation (Min. Load)" threshold must also be met.

Feedback Knock Retard Decrement -> This value is the step value for each negative change to feedback knock correction.

Feedback Knock Retard Decrement A -> This value is the step value for each negative change to feedback knock correction.

Feedback Knock Retard Decrement Alternate (Max. CL Target Rich) -> This value is the step value for each negative change to feedback knock correction when the maximum closed loop fueling target lambda (which changes based on various conditions) is at the rich maximum.

Feedback Knock Retard Decrement B -> This value is the step value for each negative change to feedback knock correction.

Feedback Knock Retard Decrement C -> This value is the step value for each negative change to feedback knock correction.

Feedback Knock Retard Decrement D -> This value is the step value for each negative change to feedback knock correction.

Feedback Knock Retard Disable (FLKC/DAM Mode Enable) Min. A/C Start Delay -> This is the minimum period since A/C compressor start before temporary disabling of feedback knock retard can occur (all other conditions and thresholds must also be met). Disabling of feedback knock retard is required before any changes to DAM or fine knock learning can occur.

Feedback Knock Retard Disable (FLKC/DAM Mode Enable) Min. Coolant Temp -> This is the minimum coolant temperature necessary for the temporary disabling of feedback knock retard (all other conditions and thresholds must also be met). Disabling of feedback knock retard is required before any changes to DAM or fine knock learning can occur.

Feedback Knock Retard Disable (FLKC/DAM Mode Enable) Smoothed Load Delta (Max) -> This is the maximum allowable smoothed calculated load delta (current load - smoothed load) for temporary disabling of feedback knock retard (all other conditions and thresholds must also be met). Disabling of feedback knock retard is required before any changes to DAM or fine knock learning can occur.

Feedback Knock Retard Disable (FLKC/DAM Mode Enable) Smoothed Load Delta (Min) -> This is the minimum allowable smoothed calculated load delta (current load - smoothed load) for temporary disabling of feedback knock retard (all other conditions and thresholds must also be met). Disabling of feedback knock retard is required before any changes to DAM or fine knock learning can occur.

Feedback Knock Retard Failsafe Extended High RPM -> As RPM exceeds the last value in the "Feedback Knock Retard Activation (RPM Range)" table (or "Feedback Knock Retard Activation (Max. RPM)" table for DIT ECUs), if the current feedback knock retard is non-zero, that correction, after this table's multiplier is applied, will continue to be used.

Feedback Knock Retard Increment -> This value is the step value for each positive change to feedback knock correction when the process of ramping feedback knock retard back zero after knock event(s) occurs. The speed of this ramping is determined by the "Feedback Knock Retard Increment Delay".

Feedback Knock Retard Increment (Conditions Disable) -> This value is the step value for each positive change to feedback knock correction when conditions dictate that feedback knock retard is to be disabled. Conditions include entering idle or dropping to below a low RPM or calculated load threshold.

Feedback Knock Retard Increment A -> This value is the step value for each positive change to feedback knock correction when the process of ramping feedback knock retard back zero after knock event(s) occurs. The speed of this ramping is determined by the "Feedback Knock Retard Increment Delay".

Feedback Knock Retard Increment B -> This value is the step value for each positive change to feedback knock correction when the process of ramping feedback knock retard back zero after knock event(s) occurs. The speed of this ramping is determined by the "Feedback Knock Retard Increment Delay".

Feedback Knock Retard Increment C -> This value is the step value for each positive change to feedback knock correction when the process of ramping feedback knock retard back zero after knock event(s) occurs. The speed of this ramping is determined by the "Feedback Knock Retard Increment Delay".

Feedback Knock Retard Increment Delay -> This value is the counter period over which the knock signal must be continuously clear before the current negative feedback correction can be incremented by the value in the "Feedback Knock Retard Increment..." table(s). This counter is incremented when the knock signal is clear and the counter is cleared when the knock signal is set.

Feedback Knock Retard Limit -> This value is the maximum retard limit for feedback knock correction.

Filter Noise Level Weighting Factor -> This is a multiplier that is applied to the knock threshold adder to determine the final adder to the knock level threshold which determines the final filter reference noise level. Final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor).

Filter Reference Max. Range Hysteresis (Corrected Knock Sensor Output Modify) -> When the current filter reference noise level exceeds the fixed maximum frequency range threshold by this table's value, this value is added to the corrected knock output until the filter reference noise level drops below the maximum frequency range. This gives a higher emphasis to large filter reference values in which no lower frequency filter is available to switch to.

Fine Knock Learning Advance Delay -> This value is the counter period over which the knock signal must be continuously clear before the current fine knock learning correction can be incremented by the value in the "Fine Knock Learning Advance Magnitude" table. This counter is incremented when the knock signal is clear and the counter is cleared when the knock signal is set.

Fine Knock Learning Advance Limit -> This value is the maximum advance limit for fine knock learning.

Fine Knock Learning Advance Magnitude -> This value is the step value for each positive change to the fine knock learning table in RAM.

Fine Knock Learning Mode DAM Limits Counter Threshold -> This is the DAM limits counter threshold to allow for fine knock learning mode activation. The counter is incremented when the current dynamic advance multiplier (DAM) is continuously at its minimum (0) or maximum (1.0 for EJ 2.5L ECU or 16 for EJ 2.0L ECU) limit. When the counter reaches this threshold, fine knock learning mode will be active regardless of the current DAM step value.

Fine Knock Learning Mode Max. DAM Step Value -> This is the maximum dynamic advance multiplier (DAM) step value to allow for fine knock learning mode activation when exiting DAM mode. The DAM step value (which determines the increment or decrement for changes to the DAM) starts at the initial value determined by the "Dynamic Advance Multiplier (DAM) Reset (Initial Step Value)" table. When the DAM changes in the opposite direction, the step value is decreased by half. When the step value is less than or equal to this table's value (or the DAM reaches extremes for a period of time), fine knock learning mode will be active (determining that the DAM has settled).

Fine Knock Learning Modify (Load Range) -> This is the calculated load range in which potential changes to the fine knock learning table in RAM can be made. The "Fine Knock Learning Modify (RPM Range)" must also be met as well as other conditions.

Fine Knock Learning Modify (Max. RPM) -> This is the maximum RPM in which potential changes to the fine knock learning table in RAM can be made. The "Fine Knock Learning Modify (Load Range)" must also be met as well as other conditions.

Fine Knock Learning Modify (Min. RPM) -> This is the minimum RPM in which potential changes to the fine knock learning table in RAM can be made. The "Fine Knock Learning Modify (Load Range)" must also be met as well as other conditions.

Fine Knock Learning Modify (RPM Range) -> This is the RPM range in which potential changes to the fine knock learning table in RAM can be made. The "Fine Knock Learning Modify (Load Range)" must also be met as well as other conditions.

Fine Knock Learning Retard Limit -> This value is the maximum retard limit for fine knock learning.

Fine Knock Learning Retard Magnitude -> This value is the step value for each negative change to the fine knock learning table in RAM.

Fine Knock Learning Retard Magnitude (High Knock Significance) -> This value is the step value for each negative change to the fine knock learning table in RAM when the current knock significance is high. The knock significance is high if dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, current fine knock learning is less than or equal to zero, the knock event is consecutive, and the current fine knock learning is greater than: (DAM * (Dyn. Adv. * -1)).

Fine Knock Learning Retard Magnitude (Low/Moderate Knock Significance) -> This value is the step value for each negative change to the fine knock learning table in RAM when the current knock significance is low to moderate. The knock significance is low if dynamic advance is less than or equal to the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold or the current fine knock learning is greater than zero. The knock significance is moderate if dynamic advance is greater than the "DAM Modify (Min. Dyn. Adv. Map Value)" threshold, the current fine knock learning is less than or equal to zero, and the knock event is non-consecutive. Additionally, this value is used when the current fine knock learning is less than or equal to: (DAM * (Dyn. Adv. * -1)).

Fine Knock Learning Retard Magnitude A -> This value is the step value for each negative change to the fine knock learning table in RAM.

Fine Knock Learning Retard Magnitude B -> This value is the step value for each negative change to the fine knock learning table in RAM.

Front O2 Sensor Calibration -> This table determines the sensor calibration for the front oxygen sensor.

Front O2 Sensor Calibration A -> This table determines the sensor calibration for the front oxygen sensor.

Front O2 Sensor Calibration B -> This table determines the sensor calibration for the front oxygen sensor.

Front O2 Sensor Compensation (Barometric) -> This is the compensation to the front oxygen sensor fuel reading based on the current barometric pressure. The compensation is calculated as follows for standard units: ((Front O2 AFR - 14.7 AFR) * Compensation Value) + 14.7 AFR or ((Front O2 lambda - 1.0 lambda) * Compensation Value) + 1.0 lambda for non-standard units.

Front O2 Sensor Limit (Rich) -> This is the rich limit for the front oxygen sensor. The front O2 sensor fuel reading will be capped at this limit regardless.

Front O2 Sensor Smoothing Factor -> This value is used as the smoothing factor in determining the final front o2 current (A/F Sensor #1 Current). This is determined as follows: previous smoothed front o2 current + (smoothing factor * (current front o2 current - previous smoothed front o2 current)). Increasing the smoothing factor will give short-term changes more emphasis in determining the final front o2 current.

Fuel Economy Display Correction Factor -> This value can be used to correct for errors in the factory fuel economy display due to, for example, larger injectors and/or higher ethanol content in fuel. A value of 1.000 in this table retains the factory original mpg calculation. Increasing this table's value, will decrease the displayed fuel economy, while decreasing this table's value will increase the displayed fuel economy. When comparing actual vs. displayed mpg, calculate a value to enter for this table as follows: (displayed mpg / actual mpg) * current table value. For example, if this table is currently set to 1.000 and the display shows 30 mpg but your manual calculation of fuel economy is 20 mpg, then change this table's value to 1.500 (30 mpg / 20 mpg = 1.5 * 1.000 = 1.500). For EJ 2.5L, if you are looking for a rough starting point before testing actual fuel economy, calculate a value to enter as follows: (Factory Fuel Injector Scale table value / Tuned Fuel Injector Scale table value). For example, if the factory Fuel Injector Scale is 4916 and the Fuel Injector Scale in your final tune is 1350, then you would enter a value of 3.642 (4916/1350) for this table as a rough starting point.

Fuel Injector End of Injection (Beta) -> This is the end of injection (EOI) for fuel injector timing.

Fuel Injector End of Injection (TGV Closed)(Beta) -> This is the end of injection (EOI) for fuel injector timing.

Fuel Injector End of Injection (TGV Open)(Beta) -> This is the end of injection (EOI) for fuel injector timing.

Fuel Injector End of Injection A (Beta) -> This is the end of injection (EOI) for fuel injector timing.

Fuel Injector End of Injection B (Beta) -> This is the end of injection (EOI) for fuel injector timing.

Fuel Injector Latency -> This is the injector latency based on battery voltage.

Fuel Injector Pulse Width Limit (Min) -> This is the minimum limit for injector pulse width when fueling is enabled. This limit is active except during higher RPM/load/throttle initial lift-throttle (tip-out) conditions.

Fuel Injector Pulse Width Limit (Min)(Initial Tip-Out) -> This is the minimum limit for injector pulse width when fueling is enabled with higher RPM/load/throttle during initial lift-throttle (tip-out).

Fuel Injector Scale -> This value is the injector pulse width (in microseconds) for stoichiometric fueling per gram of calculated load. This value is the basis for the base pulse width (fuel injector scale * 0.001 * calculated load), which is used as a base for all fueling calculations.

Fuel Injector Start of Injection (Cranking)(NEW Conv) -> This is the start of injection (SOI) for fuel injector timing when cranking.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous) Alternate (Aggressive Start 2)(NEW Conv) -> This is the start of injection (SOI) for fuel injector timing in homogeneous fuel mode when an "Aggressive Start 2" state is active."Aggressive Start" conditions occur when a high and/or rapid accelerator input is used (with other conditions) and will generally persist through the run until accelerator position is no longer high. You can track when "Aggressive Start 2" is active (which corresponds to this table's switching) via the "Aggressive Start 2 Active" monitor. The compensation/activation tables are not applied to this "Aggressive Start 2" SOI table.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous) Main (NEW Conv) -> This is the main start of injection (SOI) for fuel injector timing in homogeneous fuel mode when "aggressive start" conditions are NOT met.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous) Main Compensation (NEW Conv) -> This value, with the "Fuel Injector Start of Injection (Homogeneous) Main Compensation Activation" table applied, is added to "Fuel Injector Start of Injection (Homogeneous) Main" table to determine the final Main SOI. Do NOT target a range outside of 180.5 to 540 degrees with this compensation applied.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous) Main Compensation Activation (NEW Conv) -> This multiplier is applied to the current value dictated by the "Fuel Injector Start of Injection (Homogeneous) Main Compensation" table, which is then added to the "Fuel Injector Start of Injection (Homogeneous) Main" table to determine the final Main SOI. A value of 0 in this table will disable the compensation.

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Closed) Main (NEW Conv) -> This is the main start of injection (SOI) for fuel injector timing in homogeneous fuel mode and in idle mode (off-throttle) with TGVs closed.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Closed) Main Compensation (NEW Conv) -> This value, with the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation Activation" table applied, is added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV modes. Do NOT target a range outside of 180.5 to 540 degrees with this compensation applied.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Closed) Main Compensation Activation (NEW Conv) -> This multiplier is applied to the current value dictated by the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation" table, which is then added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV mode. A value of 0 in this table will disable the compensation.

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Open) Main (NEW Conv) -> This is the main start of injection (SOI) for fuel injector timing in homogeneous fuel mode and in idle mode (off-throttle) with TGVs open.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Open) Main Compensation (NEW Conv) -> This value, with the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation Activation" table applied, is added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV modes. Do NOT target a range outside of 180.5 to 540 degrees with this compensation applied.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Idle)(TGVs Open) Main Compensation Activation (NEW Conv) -> This multiplier is applied to the current value dictated by the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation" table, which is then added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV mode. A value of 0 in this table will disable the compensation.

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Closed) Main (NEW Conv) -> This is the main start of injection (SOI) for fuel injector timing in homogeneous fuel mode and in non-idle mode (on-throttle) with TGVs closed.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Closed) Main Compensation (NEW Conv) -> This value, with the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation Activation" table applied, is added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV modes. Do NOT target a range outside of 180.5 to 540 degrees with this compensation applied.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Closed) Main Compensation Activation (NEW Conv) -> This multiplier is applied to the current value dictated by the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation" table, which is then added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV mode. A value of 0 in this table will disable the compensation.

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Open) Main (NEW Conv) -> This is the main start of injection (SOI) for fuel injector timing in homogeneous fuel mode and in non-idle mode (on-throttle) with TGVs open.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Open) Main Compensation (NEW Conv) -> This value, with the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation Activation" table applied, is added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV modes. Do NOT target a range outside of 180.5 to 540 degrees with this compensation applied.

WARNING: Tables labeled as "(NEW Conv)" use a different, more accurate SOI value conversion than the "(Beta)" tables in older software. Opening or importing maps in the newer software and saving will not change the underlying SOI values in the tune, however DO NOT copy and paste values from "(Beta)" tables in old software to the "(NEW Conv)" tables in newer software or vice versa. Instead, open the map or use the Import feature in the newer software and make relative changes based on the newer, more accurate values. SOI and EOI monitor value conversions have also changed and are labeled as "OLD" (remains for reference) or "NEW".

Fuel Injector Start of Injection (Homogeneous)(Non-Idle)(TGVs Open) Main Compensation Activation (NEW Conv) -> This multiplier is applied to the current value dictated by the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main Compensation" table, which is then added to the corresponding "Fuel Injector Start of Injection (Homogeneous)...Main" table to determine the final Main SOI for the given idle and TGV mode. A value of 0 in this table will disable the compensation.

Fuel Injector Trim (Fuel Pressure)(Multiplier) -> This multiplier is applied to the commanded injector pulse width to account for varying fuel pressure. An offset is also applied via the corresponding offset table. The multiplier and offset tables can be modified to globally adjust fueling (ex. for a specific ethanol content).

Fuel Injector Trim (Fuel Pressure)(Offset) -> This offset is added to the commanded injector pulse width to account for varying fuel pressure. A multiplier is also applied via the corresponding multiplier table. The multiplier and offset tables can be modified to globally adjust fueling (ex. for a specific ethanol content).

Fuel Injector Trim (Per Cylinder)(#1)(Base IPW Compensation)(Homogeneous)(Beta) -> This is the per injector base fuel pulse width compensation for the cylinder given in homogeneous mode. The base injector pulse width is the calculated injector pulsewidth before the fuel pressure compensations are applied.

Fuel Injector Trim (Per Cylinder)(#1)(Fuel Multiplier Offset) -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#1)(IPW Compensation) -> This is the per injector fuel pulse width compensation for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#2)(Base IPW Compensation)(Homogeneous)(Beta) -> This is the per injector base fuel pulse width compensation for the cylinder given in homogeneous mode. The base injector pulse width is the calculated injector pulsewidth before the fuel pressure compensations are applied.

Fuel Injector Trim (Per Cylinder)(#2)(Fuel Multiplier Offset) -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#2)(IPW Compensation) -> This is the per injector fuel pulse width compensation for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#3)(Base IPW Compensation)(Homogeneous)(Beta) -> This is the per injector base fuel pulse width compensation for the cylinder given in homogeneous mode. The base injector pulse width is the calculated injector pulsewidth before the fuel pressure compensations are applied.

Fuel Injector Trim (Per Cylinder)(#3)(Fuel Multiplier Offset) -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#3)(IPW Compensation) -> This is the per injector fuel pulse width compensation for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#4)(Base IPW Compensation)(Homogeneous)(Beta) -> This is the per injector base fuel pulse width compensation for the cylinder given in homogeneous mode. The base injector pulse width is the calculated injector pulsewidth before the fuel pressure compensations are applied.

Fuel Injector Trim (Per Cylinder)(#4)(Fuel Multiplier Offset) -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(#4)(IPW Compensation) -> This is the per injector fuel pulse width compensation for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(Fuel Multiplier Offset) A -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(Fuel Multiplier Offset) B -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(Fuel Multiplier Offset) C -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Per Cylinder)(Fuel Multiplier Offset) D -> This is the per injector fuel adder for the cylinder given based on the last calculated non-compensated injector pulse width.

Fuel Injector Trim (Small IPW) -> This is the fuel injector pulse width compensation based on the last calculated non-compensated injector pulse width. This compensation is applied when the corresponding maximum injector pulse width and RPM thresholds are not exceeded.

Fuel Injector Trim (Small IPW)(Max. IPW) -> This is the maximum injector pulse width (last calculated non-compensated) in which the "Fuel Injector Trim (Small IPW)" table will be applied. Corresponding RPM threshold must also not be exceeded.

Fuel Injector Trim (Small IPW)(Max. RPM) -> This is the maximum RPM in which the "Fuel Injector Trim (Small IPW)" table will be applied. Corresponding IPW threshold must also not be exceeded.

Fuel Injector Trim Activation (Max. RPM) -> This is the maximum RPM in which the "Fuel Injector Trim..." tables will be applied. When RPM is greater than or equal to the second value, the fuel injector trims will be disabled. When RPM drops below the first value, the fuel injector trims will be enabled.

Fuel Pressure DTC (P0087 TOO LOW) Delay -> This is the delay period over which (fuel pressure target - fuel pressure) must continuously exceed the P0087 DTC threshold before this DTC is triggered.

Fuel Pressure DTC (P0087 TOO LOW) Threshold (Target - Actual) -> When (fuel pressure target - fuel pressure) is greater than this table's value continuously for the corresponding delay period, a P0087 DTC will be triggered (FUEL PRESSURE TOO LOW).

Fuel Pressure DTC (P0088 TOO HIGH) Threshold (Actual - Target) -> When (fuel pressure - fuel pressure target) is greater than this table's value continuously for the corresponding delay period, a P0088 DTC will be triggered (FUEL PRESSURE TOO HIGH).

Fuel Pressure DTC (P0088 TOO HIGH) Threshold (Actual - Target) Delay -> This is the delay period over which (fuel pressure - fuel pressure target) must continuously exceed the P0088 DTC threshold before this DTC is triggered.

Fuel Pressure DTC (P0088 TOO HIGH) Threshold (Ceiling) -> When fuel pressure is greater than this table's value continuously for the corresponding delay period, a P0088 DTC will be triggered (FUEL PRESSURE TOO HIGH).

Fuel Pressure DTC (P0088 TOO HIGH) Threshold (Ceiling) Delay -> This is the delay period over which fuel pressure must continuously exceed the P0088 DTC ceiling threshold before this DTC is triggered.

Fuel Pressure Target (Warm-up Mode 0) Cranking (Group 1) -> This is the fuel pressure target during cranking.

Fuel Pressure Target (Warm-up Mode 0) Cranking (Group 2) -> This is the fuel pressure target during cranking.

Fuel Pressure Target (Warm-up Mode 1) A (Group 1) -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target (Warm-up Mode 1) B (Group 1) -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target (Warm-up Mode 1)(Group 2) -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target (Warm-up Mode 2)(Group 1) -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target (Warm-up Mode 2)(Group 2) -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target (Warm-up Mode 3)(Idle)(Group 1) -> This is the fuel pressure target during a specific warm-up state at lower load at idle.

Fuel Pressure Target (Warm-up Mode 3)(Idle)(Group 2) -> This is the fuel pressure target during a specific warm-up state at lower load at idle.

Fuel Pressure Target (Warm-up Mode 3)(Non-Idle)(Group 1) -> This is the fuel pressure target during a specific warm-up state at lower load outside of idle.

Fuel Pressure Target (Warm-up Mode 3)(Non-Idle)(Group 2) -> This is the fuel pressure target during a specific warm-up state at lower load outside of idle.

Fuel Pressure Target (Warm-up Mode 4) Main -> This is the main fuel pressure target that is used when the engine is running except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main (Idle) -> This is the main fuel pressure target that is used when the engine is running in idle mode (and potentially other conditions) except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main (Idle)(TGVs Closed) -> This is the main fuel pressure target that is used when the engine is running in idle mode (and potentially other conditions) except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main (Idle)(TGVs Open) -> This is the main fuel pressure target that is used when the engine is running in idle mode (and potentially other conditions) except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main (TGVs Closed) -> This is the main fuel pressure target that is used when the engine is running except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main (TGVs Open) -> This is the main fuel pressure target that is used when the engine is running except where specific low-load warm-up tables are used.

Fuel Pressure Target (Warm-up Mode 4) Main Adder -> This value, with the "Fuel Pressure Target Main Adder Activation" table applied, is added to "Fuel Pressure Target Main" table to determine the fuel pressure target when the "Main" table is active (this adder is NOT applied the "Main (Idle)" table). Note: the "Fuel Pressure Target Main (Table)" monitor DOES include this adder to the "Main" table (when "Main (Idle)" table is not active).

Fuel Pressure Target (Warm-up Mode 4) Main Adder Activation -> This multiplier is applied to the current value dictated by the "Fuel Pressure Target Main Adder" table (multiplier * "Main Adder"), which is then added to the "Fuel Pressure Target Main" table to determine the fuel pressure target. A value of 0 in this table will disable this adder.

Fuel Pressure Target Cranking -> This is the fuel pressure target during cranking.

Fuel Pressure Target Main -> This is the main fuel pressure target that is used when the engine is running except where specific low-load warm-up tables are used.

Fuel Pressure Target Main (Idle) -> This is the main fuel pressure target that is used when the engine is running in idle mode (and potentially other conditions) except where specific low-load warm-up tables are used.

Fuel Pressure Target Main Adder -> This value, with the "Fuel Pressure Target Main Adder Activation" table applied, is added to "Fuel Pressure Target Main" table to determine the fuel pressure target when the "Main" table is active (this adder is NOT applied the "Main (Idle)" table). Note: the "Fuel Pressure Target Main (Table)" monitor DOES include this adder to the "Main" table (when "Main (Idle)" table is not active).

Fuel Pressure Target Main Adder Activation -> This multiplier is applied to the current value dictated by the "Fuel Pressure Target Main Adder" table (multiplier * "Main Adder"), which is then added to the "Fuel Pressure Target Main" table to determine the fuel pressure target. A value of 0 in this table will disable this adder.

Fuel Pressure Target Warm-up 1 -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1A -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1A-1 -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1A-2 -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1B -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1B-1 -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 1B-2 -> This is the fuel pressure target during a specific warm-up state at lower load.

Fuel Pressure Target Warm-up 2 (Idle) -> This is the fuel pressure target during a specific warm-up state at lower load at idle.

Fuel Pressure Target Warm-up 2 (Non-Idle) -> This is the fuel pressure target during a specific warm-up state at lower load outside of idle.

Fuel Pump Duty (High) Level -> Fuel pump duty is set to this value when the High level is active. Note: modifying the High level will impact the actual duty cycle of pump for the Mid and Low levels.

Fuel Pump Duty (High) Min. Injector Pulse Width Base -> When the final injector pulse width base is greater than or equal to the second value, the High level for fuel pump duty will be used. When it is less than the second value, the Mid or Low level for fuel pump duty will be used.

Fuel Pump Duty (High) Min. Smoothed Injector Duty Cycle -> When the smoothed injector duty cycle exceeds this value, the High level for fuel pump duty will be used.

Fuel Pump Duty (Low) Level -> Fuel pump duty is set to this value when the Low level is active.

Fuel Pump Duty (Mid) Level -> Fuel pump duty is set to this value when the Mid level is active.

Fuel Pump Duty (Mid) Min. Injector Pulse Width Base -> When the final injector pulse width base is greater than or equal to the second value and less than the "Fuel Pump Duty (High) Min. Injector Pulse Width Base", the Mid level for fuel pump duty will be used. When it is less than the first value, the Low level for fuel pump duty will be used, unless the "Fuel Pump Duty (Mid) Override Min. RPM" is exceeded.

Fuel Pump Duty (Mid) Min. Smoothed Injector Duty Cycle -> When the smoothed injector duty cycle exceeds this value but is less than the High threshold, the Mid level for fuel pump duty will be used. When the smoothed injector duty cycle is less than or equal to this value (with hysteresis), the Low level will be used.

Fuel Pump Duty (Mid) Override Min. RPM -> When RPM is greater than or equal to the second value, the Mid level for fuel pump duty will be used when the Low level would normally be specified.

Fuel Pump Duty Post-Start High Level Activation (Max. Engine Run Time) -> When engine run time is less than this value, the ECU will set fuel pump duty to the "High" level. When engine run time is greater than this value, the ECU will use the injector duty cycle thresholds to determine fuel pump duty.

Fuel Pump Low Pressure Duty (High) Level -> Duty Cycle of low pressure fuel pump is set to this value when the High level is active.

Fuel Pump Low Pressure Duty (High) Switching (Min. Threshold) -> When the base injector duty cycle (calculated from the base injector pulse width and RPM) exceeds this threshold, the ECU will switch to the High duty cycle for the low pressure fuel pump during normal conditions. Other factors (failure states, cold start, etc.) may override this behavior. The base injector pulse width does not include fuel pressure compensation, however, this table has been corrected to an approximation of injector duty cycle after fuel pressure compensation has been applied (with the assumption of a higher "normal" fuel pressure). Because the duty cycle can vary with actual fuel pressure, it is important to note that this is just an estimate and should be tuned more in a relative fashion.

Fuel Pump Low Pressure Duty (Low) Level -> Duty Cycle of low pressure fuel pump is set to this value when the Low level is active.

Fuel Pump Low Pressure Duty (Mid) Level -> Duty Cycle of low pressure fuel pump is set to this value when the Mid level is active.

Fuel Pump Low Pressure Duty (Mid) Switching (Min. Threshold) -> When the base injector duty cycle (calculated from the base injector pulse width and RPM) exceeds this threshold, the ECU will switch to the Mid duty cycle for the low pressure fuel pump during normal conditions. When the base injector duty cycle drops below this threshold, the ECU will switch to the Low duty cycle. Other factors (failure states, cold start, etc.) may override this behavior. The base injector pulse width does not include fuel pressure compensation, however, this table has been corrected to an approximation of injector duty cycle after fuel pressure compensation has been applied (with the assumption of a higher "normal" fuel pressure). Because the duty cycle can vary with actual fuel pressure, it is important to note that this is just an estimate and should be tuned more in a relative fashion.

Fuel Temp. Sensor Calibration -> This table determines the sensor calibration for the fuel temperature sensor.

Gear Determination (1 Max,1 Min,2 Max,2 Min,3 Max,3 Min,4 Max,4 Min,5 Max,5 Min,6 Max,6 Min) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the rev/mile thresholds determining the respective gears, as follows, in order: 1st Max, 1st Min, 2nd Max, 2nd Min, 3rd Max, 3rd Min, 4th Max, 4th Min, 5th Max, 5th Min, 6th Max, 6th Min. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max cells for the given gear in the table.

Gear Determination Min/Max (1/2) A -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (1/2) B -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (1/2) C -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (1/2) D -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (1/2,2/3,3/4,4/5)(MT) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM for manual transmission cars. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, and 4th/5th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table.

Gear Determination Min/Max (1/2,2/3,3/4,4/5,5/6) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, 4th/5th and 5th/6th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table

Gear Determination Min/Max (1/2,2/3,3/4,4/5,5/6)(MT) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM for manual transmission cars. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, 4th/5th and 5th/6th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table.

Gear Determination Min/Max (2/3) A -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (2/3) B -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (2/3) C -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (2/3) D -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (3/4) A -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (3/4) B -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (3/4) C -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (3/4) D -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (4/5) A -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (4/5) B -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (4/5) C -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (4/5) D -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (5/6) A -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (5/6) B -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (5/6) C -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max (5/6) D -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. The values represent the min/max rev/mile thresholds determining the respective gears shown. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows :
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The tables should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the tables.

Gear Determination Min/Max A (1/2,2/3,3/4,4/5,5/6) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, 4th/5th and 5th/6th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table

Gear Determination Min/Max B (1/2,2/3,3/4,4/5,5/6) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, 4th/5th and 5th/6th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table

Gear Determination Min/Max C (1/2,2/3,3/4,4/5,5/6) -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the min/max rev/mile thresholds determining the respective gears, as follows, in order: 1st/2nd, 2nd/3rd, 3rd/4th, 4th/5th and 5th/6th. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined by logging the "Gear Speed Calculated" monitor (where available) or by logging vehicle speed and RPM (in-gear with clutch engaged) and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max values for the given gear in the table

Gear Determination Thresholds -> This is the rev/mile thresholds the ECU uses to estimate the current transmission gear based on vehicle speed and RPM. Each cell in the table represents the rev/mile thresholds determining the respective gears, as follows, in order: 1st Max, 1st Min, 2nd Max, 2nd Min, 3rd Max, 3rd Min, 4th Max, 4th Min, 5th Max, 5th Min, 6th Max, 6th Min. This table's values should only be changed if the transmission gear ratios have been changed from the factory set-up. The actual rev/mi value for the given vehicle and gear can be determined (in-gear with clutch engaged) by logging the "Gear Speed" monitor (where available) or by logging vehicle speed and RPM and calculating as follows:
(RPM * 60) / vehicle speed MPH
OR
(RPM * 96.5606) / vehicle speed KMH

The table should be tuned so the calculated value above for each gear represents the midpoint between the Min and Max cells for the given gear in the table. Where different gear thresholds overlap and gear speed falls in a range for both gears, the lower gear takes precedence.

Hot-Restart Enrichment Decay Delay -> This is the period in-between hot-restart enrichment decay. That is, over this period, the decay does not occur. Higher values indicate a slower decay rate.

Hot-Restart Enrichment Decay Step Value -> This is the decay step value which reduces the hot-restart enrichment value. This reduces the minimum primary enrichment for hot-restart to zero over time starting at the initial value. Higher values indicate a faster decay rate.

Hot-Restart Enrichment Initial (Barometric Multiplier High) -> This is the initial hot-restart enrichment when the Barometric Multiplier is high. Hot-restart enrichment will decay to 0 starting at this initial value after engine start.

Hot-Restart Enrichment Initial (Barometric Multiplier Low) -> This is the initial hot-restart enrichment when the Barometric Multiplier is low. Hot-restart enrichment will decay to 0 starting at this initial value after engine start.

Hot-Restart Enrichment Initial (High) -> When the high intake temperature threshold is exceeded and the high coolant temperature threshold is exceeded, this value will be used for the initial hot-restart enrichment.

Hot-Restart Enrichment Initial (High) Activation (Min. Coolant Temp) -> When coolant temperature is greater than this high value, the hot-restart enrichment will be enabled. When coolant temperature is less than or equal to the low value, hot-restart enrichment will be disabled. When coolant temperature is less than or equal to the high value and greater than the low value, and the low intake temperature threshold is exceeded, hot-restart enrichment will be enabled.

Hot-Restart Enrichment Initial (High) Activation (Min. Intake Temp) -> When intake temperature is greater than this high value and the high coolant temperature threshold is exceeded, the hot-restart enrichment will be enabled. When intake temperature is less than or equal to this high value and the low coolant temperature threshold is exceeded, then hot-restart enrichment will be disabled.

Hot-Restart Enrichment Initial (Low) -> When the low intake temperature threshold is exceeded and the low coolant temperature threshold is exceeded (but not the high), this value will be used for the initial hot-restart enrichment. Also, when the low intake temperature threshold is exceeded (but not the high) and the high coolant temperature threshold is exceeded, this value will also be used.

Hot-Restart Enrichment Initial (Low) Activation (Min. Coolant Temp) -> When coolant temperature is greater than this low value and less than or equal to the high value, and the low intake temperature threshold is exceeded, the hot-restart enrichment will be enabled. When coolant temperature is less than or equal to this low value, hot-restart enrichment will be disabled.

Hot-Restart Enrichment Initial (Low) Activation (Min. Intake Temp) -> When intake temperature is greater than this low value and the low or high coolant temperature threshold is exceeded, the hot-restart enrichment will be enabled. When intake temperature is less than or equal to this low value, then hot-restart enrichment will be disabled.

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

Hot-Restart Enrichment Max. (Non-Idle) -> After a minimum period after engine start, this value limits the hot-restart enrichment when not in idle mode.

Hot-Restart Enrichment Max. (Non-Idle) Activation (Max. Run Time) -> When the engine run time counter is greater than or equal to this value, the "Hot-Restart Enrichment Max. (Non-Idle)" will not be applied. When less than this value, it will be applied when not in idle mode.

Hot-Restart Enrichment Min. Limit -> When the engine run time counter is less than or equal to the "Hot-Restart Enrichment Min. Limit Activation (Max. Run Time)" threshold, the hot-restart enrichment will be limited to the minimum determined by this value. When the engine run time counter exceeds the threshold, this minimum value is no longer applied (minimum = 0)

Hot-Restart Enrichment Min. Limit Activation (Max. Run Time) -> When the engine run time counter is greater than or equal to this value, the "Hot-Restart Enrichment Min. Limit" will no longer be applied. The hot-restart enrichment will then be able to decay to zero.

Idle Airflow Min. Target Decel. Adder -> This table's values represent an adder to the minimum target idle airflow based on RPM when the transmission is not neutral and vehicle speed exceeds the "Idle Airflow Min. Target Decel. Adder Activation (Min. Veh. Speed)" threshold.

Idle Airflow Min. Target Decel. Adder Activation (Min. Veh. Speed) -> When vehicle speed is greater than this table's value and the transmission is not in neutral, the "Idle Airflow Min. Target Decel. Adder" impacts the minimum target idle airflow determination.

Idle Airflow Min. Target Decel. Initial Idle Min. Airflow -> After entering idle mode from non-idle, the minimum target idle airflow will be limited to a minimum of this table's value for a period of time determined by the "Idle Airflow Min. Target Decel. Initial Idle Min. Airflow Activation (Max. Idle Mode Counter)" table.

Idle Airflow Min. Target Decel. Initial Idle Min. Airflow Activation (Max. Idle Mode Counter) -> After entering idle mode from non-idle, a counter is incremented representing the time in idle mode. This table's value is the idle counter threshold below which the "Idle Airflow Min. Target Decel. Initial Idle Min. Airflow" will be applied.

Idle Airflow Min. Target Decel. Ramping Adder (Decreasing) -> This value is an adder involved in the determination of the final idle airflow min. target decel. value. When the calculated value decreases, the ECU will ramp to the final value by applying this adder each execution until the current calculated value is reached. This ramping behavior helps to avoid abrupt transitions. Increasing this value (i.e. closer to zero), will decrease the ramping speed, while decreasing this value (i.e. farther from zero), will increase the ramping speed.

Idle Airflow Min. Target Decel. Ramping Adder (Increasing) -> This value is an adder involved in the determination of the final idle airflow min. target decel. value. When the calculated value increases, the ECU will ramp to the final value by applying this adder each execution until the current calculated value is reached. This ramping behavior helps to avoid abrupt transitions. Increasing this value will increase the ramping speed, while decreasing this value will decrease ramping speed.

Idle Airflow Target Limit (Min) -> This determines a minimum limit to the idle airflow target. The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. This table generally has the most impact on the so-called "rev hang" effect on shifts (manual transmissions)

Idle Airflow Target Limit (Min)(Req. Torque = 0)(Clutch Pedal In)(No Full Fuel Cut) -> This determines a minimum limit to the idle airflow target (conditions stated in the table name must be met). The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. These tables generally have the most impact on the so-called "rev hang" effect on shifts.

Idle Airflow Target Limit (Min)(Req. Torque = 0)(Clutch Pedal Out)(No Full Fuel Cut) -> This determines a minimum limit to the idle airflow target (conditions stated in the table name must be met). The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. These tables generally have the most impact on the so-called "rev hang" effect on shifts.

Idle Airflow Target Limit (Min)(Req. Torque = 0)(No Full Fuel Cut) A -> This determines a minimum limit to the idle airflow target (conditions stated in the table name must be met). The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. These tables generally have the most impact on the so-called "rev hang" effect on shifts.

Idle Airflow Target Limit (Min)(Req. Torque = 0)(No Full Fuel Cut) B -> This determines a minimum limit to the idle airflow target (conditions stated in the table name must be met). The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. These tables generally have the most impact on the so-called "rev hang" effect on shifts.

Idle Airflow Target Limit (Min)(Req. Torque > 0) OR (Req. Torque = 0)(Full Fuel Cut) -> This determines a minimum limit to the idle airflow target (conditions stated in the table name must be met). The idle airflow target is used to determine an idle target throttle angle which is added to the main target throttle angle (even outside of idle) to determine the final target throttle angle. Decreasing this table's values, will potentially reduce the idle airflow target (if idle airflow target is less than the given value in this table) and therefore, the idle target throttle angle. These tables generally have the most impact on the so-called "rev hang" effect on shifts.

Idle Control Valve Duty Final Limit (Min/Max) -> This is the minimum and maximum limit for the final idle control valve duty cycle.

Idle Speed Stability -> This table's values represent a MAP-related correction to target idle airflow based on target idle speed error and engine speed delta. The idle speed error axis is determined here as: (smoothed RPM - idle speed target). The engine speed delta axis is determined here as: (current RPM - previous RPM) with additional filtering.

Idle Speed Targets (AT) A -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (AT) B -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (AT) C -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (AT) D -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (Idle Mode 1 or 2) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 3) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 4) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 5) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 6) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 7) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (Idle Mode 8) -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target. The switching between these multiple tables can be tracked via the "Idle Table Mode" monitor which will match the "Idle Mode" listed in the table name when active.

Idle Speed Targets (MT) A -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (MT) B -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (MT) C -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets (MT) D -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets A -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets A/C Limit (Min)(AT) -> This value is the minimum idle RPM target with the A/C on.

Idle Speed Targets A/C Limit (Min)(MT) -> This value is the minimum idle RPM target with the A/C on.

Idle Speed Targets A1 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets A2 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets B -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets C -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets D -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets E -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets F -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets F1 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets F2 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets G -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets G1 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets G2 -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets H -> This is the base idle RPM target. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets High Electrical Load Limit (Min)(AT) -> This value is the minimum idle RPM target during high electrical load.

Idle Speed Targets High Electrical Load Limit (Min)(MT) -> This value is the minimum idle RPM target during high electrical load.

Idle Speed Targets I -> This is the base idle RPM target based on coolant temperature. Further limits/compensations/ramping may be applied to determine the final idle speed target.

Idle Speed Targets Startup Limit (Min)(AT) -> This value is the minimum idle RPM target after initial start.

Idle Speed Targets Startup Limit (Min)(MT) -> This value is the minimum idle RPM target after initial start.

Ignition Coil Dwell -> This is the ignition coil dwell based on battery voltage and RPM.

Ignition Timing Compensation (AT Shift Retard) -> This is the compensation to ignition timing when the retard request is received from the transmission control module.

Ignition Timing Compensation (Barometric/Boost) -> This is the compensation to ignition timing based on barometric pressure and manifold pressure.

Ignition Timing Compensation (CL to OL Transition Delay) -> This is the compensation to ignition timing when the closed loop to open loop fueling transition is in the delay period. This period occurs when either the "Closed/Open Loop Transition with Delay (Min. Base Pulse Width)" or "...(Min. TPS)" table (if applicable to ECU) is exceeded but the "Closed to Open Loop Delays" period has not been satisfied. This delay period is necessary before the switch to open loop will occur. If the current delay is zero in the tune or becomes zero during driving due to one of the Delay Deactivation Thresholds being exceeded, this ignition compensation will not be active.

Ignition Timing Compensation (Cold Start) Activation (Max. Coolant Temp) -> The cold start ignition timing compensation will be disabled when coolant temperature is greater than this table. If the cold start compensation is already active when coolant temperature rises above this table's value, the compensation will remain active until it ramps back to zero as normal.

Ignition Timing Compensation (Cold Start) Activation (Max. Engine Run Time) -> The cold start ignition timing compensation will be disabled when the engine run time counter is greater than this table. If the cold start compensation is already active when engine run time rises above this table's value, the compensation will remain active until it ramps back to zero as normal.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Close Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Close Switch)(Engine Run Time High) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Close Switch)(Engine Run Time High) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Close Switch)(Engine Run Time Low) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Close Switch)(Engine Run Time Low) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Open Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Open Switch)(Engine Run Time High) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Open Switch)(Engine Run Time High) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Open Switch)(Engine Run Time Low) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Active)(TGV Open Switch)(Engine Run Time Low) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Close Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Close Switch)(Engine Run Time High) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Close Switch)(Engine Run Time High) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Close Switch)(Engine Run Time Low) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Close Switch)(Engine Run Time Low) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Open Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Open Switch)(Engine Run Time High) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Open Switch)(Engine Run Time High) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Open Switch)(Engine Run Time Low) A -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Air Pump Not Active)(TGV Open Switch)(Engine Run Time Low) B -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (Default) -> This is the minimum floor to the cold start ignition timing. This compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (TGV Close Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Cold Start) Min. Limit (TGV Open Switch) -> This is the minimum floor to the cold start ignition timing. The cold start compensation ramps down to the minimum floor after a cold start and then ramps back to zero based on conditions.

Ignition Timing Compensation (Coolant Temp) -> This is the compensation to ignition timing based on coolant temperature.

Ignition Timing Compensation (Coolant Temp) Switching (RPM Threshold) A -> When engine speed is greater than or equal to this value, the "Ignition Timing Compensation (Coolant Temp)(RPM High)" table will be used. When engine speed is less than this value, the "...(RPM Low)" version will be used.

Ignition Timing Compensation (Coolant Temp) Switching (RPM Threshold) B -> When engine speed is greater than or equal to this value, the "Ignition Timing Compensation (Coolant Temp)(RPM High)" table will be used. When engine speed is less than this value, the "...(RPM Low)" version will be used.

Ignition Timing Compensation (Coolant Temp)(Idle) A -> This is the compensation to ignition timing in idle mode based on coolant temperature.

Ignition Timing Compensation (Coolant Temp)(Idle) B -> This is the compensation to ignition timing in idle mode based on coolant temperature.

Ignition Timing Compensation (Coolant Temp)(RPM High) -> This is the compensation to ignition timing (non-idle) based on coolant temperature when engine speed is greater than or equal to the rpm threshold.

Ignition Timing Compensation (Coolant Temp)(RPM Low) -> This is the compensation to ignition timing (non-idle) based on coolant temperature when engine speed is less than the rpm threshold.

Ignition Timing Compensation (Coolant Temp)(TGV Close Switch) A -> This is the compensation to ignition timing based on coolant temperature when the TGVs are closed or are in the process of closing.

Ignition Timing Compensation (Coolant Temp)(TGV Close Switch) B -> This is the compensation to ignition timing based on coolant temperature when the TGVs are closed or are in the process of closing.

Ignition Timing Compensation (Coolant Temp)(TGV Open Switch) A -> This is the compensation to ignition timing based on coolant temperature when the TGVs are open or are in the process of opening.

Ignition Timing Compensation (Coolant Temp)(TGV Open Switch) B -> This is the compensation to ignition timing based on coolant temperature when the TGVs are open or are in the process of opening.

Ignition Timing Compensation (Coolant Temp)(TGVs Closed) -> This is the compensation to ignition timing (non-idle) based on coolant temperature when the TGVs are closed. The "Ignition Timing Compensation (Coolant Temp)(TGVs Closed) Activation" table is applied to this value to determine the final coolant temperature based compensation.

Ignition Timing Compensation (Coolant Temp)(TGVs Closed) Activation -> This is the compensation to the "Ignition Timing Compensation (Coolant Temp)(TGVs Closed)" table based on RPM and load.

Ignition Timing Compensation (Coolant Temp)(TGVs Open) -> This is the compensation to ignition timing (non-idle) based on coolant temperature when the TGVs are open. The "Ignition Timing Compensation (Coolant Temp)(TGVs Open) Activation" table is applied to this value to determine the final coolant temperature based compensation.

Ignition Timing Compensation (Coolant Temp)(TGVs Open) Activation -> This is the compensation to the "Ignition Timing Compensation (Coolant Temp)(TGVs Open)" table based on RPM and load.

Ignition Timing Compensation (EGR-related)(TGVs Closed) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are closed, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (EGR-related)(TGVs Closed)(Group 1) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are closed, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (EGR-related)(TGVs Closed)(Group 2) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are closed, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (EGR-related)(TGVs Open) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are closed, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (EGR-related)(TGVs Open)(Group 1) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are open, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (EGR-related)(TGVs Open)(Group 2) -> This is the compensation to ignition timing based on calculated load and RPM when the TGVs are open, the exhaust gas recirculation (EGR) system is active, and other conditions are met.

Ignition Timing Compensation (Gear Shift Transition) -> This is the compensation to ignition timing when transitioning from on-to-off throttle (after accelerating) with clutch disengagement - something that would typically occur when performing an up-shift after moderate to high acceleration. The compensation will be active for a brief period. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered so the table value used is based on the gear calculation just prior to throttle lift-off.

Ignition Timing Compensation (Idle Target) -> This is the compensation to ignition timing based on the engine speed delta and target idle RPM. The engine speed delta is determined as: (smoothed RPM - current RPM) with additional filtering.

Ignition Timing Compensation (Idle Target)(Engine Load Change) A -> This is the compensation to ignition timing when engine loading changes, such as additional electrical load (defogger/blower/headlights on), AT tranny out of neutral, or A/C compressor is turned on. This table is also used if there's no change in engine loading, idle target error is outside a normal range and RPM is less than the idle target. The engine speed delta axis is determined here as: (smoothed RPM - current RPM).

Ignition Timing Compensation (Idle Target)(Engine Load Change) B -> This is the compensation to ignition timing when engine loading changes, such as additional electrical load (defogger/blower/headlights on), AT tranny out of neutral, or A/C compressor is turned on. This table is also used if there's no change in engine loading, idle target error is outside a normal range and RPM is less than the idle target. The engine speed delta axis is determined here as: (smoothed RPM - current RPM).

Ignition Timing Compensation (Idle Target)(In Error Range) A -> This is the compensation to ignition timing when there's no engine loading changes and idle speed error is inside a normal range. The engine speed delta axis is determined here as: (smoothed RPM - current RPM) with additional filtering. The idle speed error axis is determined as: (idle speed target - current RPM).

Ignition Timing Compensation (Idle Target)(In Error Range) B -> This is the compensation to ignition timing when there's no engine loading changes and idle speed error is inside a normal range. The engine speed delta axis is determined here as: (smoothed RPM - current RPM) with additional filtering. The idle speed error axis is determined as: (idle speed target - current RPM).

Ignition Timing Compensation (Idle Target)(In-Gear) A -> This is the compensation to ignition timing based on the engine speed delta and idle engine speed target when transmission is not in neutral. Engine speed delta is determined here as: (smoothed RPM - current RPM) with additional filtering.

Ignition Timing Compensation (Idle Target)(In-Gear) B -> This is the compensation to ignition timing based on the engine speed delta and idle engine speed target when transmission is not in neutral. Engine speed delta is determined here as: (smoothed RPM - current RPM) with additional filtering.

Ignition Timing Compensation (Idle Target)(Neutral) A -> This is the compensation to ignition timing based on the engine speed delta and idle engine speed target when transmission is in neutral. Engine speed delta is determined here as: (smoothed RPM - current RPM) with additional filtering.

Ignition Timing Compensation (Idle Target)(Neutral) B -> This is the compensation to ignition timing based on the engine speed delta and idle engine speed target when transmission is in neutral. Engine speed delta is determined here as: (smoothed RPM - current RPM) with additional filtering.

Ignition Timing Compensation (Idle Target)(Out of Error Range) A -> This is the compensation to ignition timing when there's no engine loading changes, idle speed error is outside a normal range, and RPM is not currently below target. The idle speed error axis is determined here as: (idle speed target - current RPM).

Ignition Timing Compensation (Idle Target)(Out of Error Range) B -> This is the compensation to ignition timing when there's no engine loading changes, idle speed error is outside a normal range, and RPM is not currently below target. The idle speed error axis is determined here as: (idle speed target - current RPM).

Ignition Timing Compensation (Intake Temp) -> This is the compensation to ignition timing based on intake temperature. Depending on the ECU, an Activation table will also come into play that will be either a minimum load requirement or a value that is applied to this compensation to determine the final compensation (if any).

Ignition Timing Compensation (Intake Temp) 1 -> This is the compensation to ignition timing based on intake temperature. The "Ignition Timing Compensation (Intake Temp) 1 Activation" table is applied to this value to determine the final value for #1. This is then added to the final value for #2 ("Ignition Timing Compensation (Intake Temp) 2" with corresponding Activation table applied). This sum is then limited to a maximum determined by the "Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc)..." tables. For example, if the final value for #1 is -5 degrees, the final value for #2 is -3 degrees, and the "Manifold Temp Calc" max limit is -4 degrees, then the final ignition timing compensation for intake temperature would be (-5 + -3) = -8 (this is less than the max limit).

Ignition Timing Compensation (Intake Temp) 2 -> This is the compensation to ignition timing based on intake temperature. The "Ignition Timing Compensation (Intake Temp) 2 Activation" table is applied to this value to determine the final value for #2. This is then added to the final value for #1 ("Ignition Timing Compensation (Intake Temp) 1" with corresponding Activation table applied). This sum is then limited to a maximum determined by the "Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc)..." tables. For example, if the final value for #1 is -5 degrees, the final value for #2 is -3 degrees, and the "Manifold Temp Calc" max limit is -4 degrees, then the final ignition timing compensation for intake temperature would be (-5 + -3) = -8 (this is less than the max limit).

Ignition Timing Compensation (Intake Temp) A -> This is the compensation to ignition timing based on intake temperature. Depending on the ECU, an Activation table will also come into play that will be either a minimum load requirement or a value that is applied to this compensation to determine the final compensation (if any).

Ignition Timing Compensation (Intake Temp) A Activation -> This is the compensation to the "Ignition Timing Compensation (Intake Temp) A" table based on RPM and calculated load.

Ignition Timing Compensation (Intake Temp) Activation -> This is the compensation to the "Ignition Timing Compensation (Intake Temp)" table based on RPM and calculated load.

Ignition Timing Compensation (Intake Temp) Activation (Min. Load) -> This value is the minimum calculated load for activation of the "Ignition Timing Compensation (Intake Temp)" table.

Ignition Timing Compensation (Intake Temp) Activation 1 -> This is the compensation to the "Ignition Timing Compensation (Intake Temp) 1" table based on RPM and calculated load.

Ignition Timing Compensation (Intake Temp) Activation 2 -> This is the compensation to the "Ignition Timing Compensation (Intake Temp) 2" table based on RPM and calculated load.

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

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

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

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

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

Ignition Timing Compensation (Intake Temp) B Min. DAM Switch -> When the Dynamic Advance Multiplier (DAM) is greater than this threshold, the "Ignition Timing Compensation (Intake Temp) B" will potentially be enabled. When the DAM is less than or equal to this threshold, this compensation will be set to zero.

Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Base Temp -> This determines a base manifold intake temperature which is used in a calculation to determine the maximum limit to the final ignition timing compensation for intake temperature. This maximum limit is determined as follows: ((this table) - (current Intake Temperature Manifold)) * ("Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Compensation" table). This is then limited to a maximum of 0 degrees (so the limit cannot be greater than 0). An example for this calculation is as follows: if current manifold temperature is 90 degrees F, this table is 60 degrees F, and the compensation table is 0.25, then the maximum limit will be (60 - 90) * 0.25 = -7.5 deg. If the "Ignition Timing Compensation (Intake Temp)" table with "Activation" table applied was 0 degrees, then the final timing compensation would be -7.5 degrees. Increasing this table will require a higher manifold temperature before a negative max limit is applied and increase the max limit (i.e. less negative) all else equal. Decreasing this table will have the opposite effect. Note: Because the final max limit cannot be greater than zero, this means that the final ignition timing compensation for intake temperature cannot be greater than 0. Also, because the ECU uses lower precision math for this function, the final actual ignition compensation may be lower than your calculation by up to about 1 degree.

Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Compensation (Higher EGR) -> This compensation is involved in the calculation to determine the maximum limit to the final ignition timing compensation for intake temperature with higher EGR (and other conditions). This maximum limit is determined as follows: (("Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Base Temp" table) - (current Intake Temperature Manifold)) * (this table). This is then limited to a maximum of 0 degrees (so the limit cannot be greater than 0). For an example, see the "Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Base Temp" table help description. Note: because the ECU uses lower precision math for this function, the final actual ignition compensation may be lower than your calculation by up to about 1 degree.

Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Compensation (Lower EGR) -> This compensation is involved in the calculation to determine the maximum limit to the final ignition timing compensation for intake temperature with lower EGR (and other conditions). This maximum limit is determined as follows: (("Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Base Temp" table) - (current Intake Temperature Manifold)) * (this table). This is then limited to a maximum of 0 degrees (so the limit cannot be greater than 0). For an example, see the "Ignition Timing Compensation (Intake Temp) Max. Limit (Manifold Temp Calc) Base Temp" table help description. Note: because the ECU uses lower precision math for this function, the final actual ignition compensation may be lower than your calculation by up to about 1 degree.

Ignition Timing Compensation (Overrun) -> This is the compensation to ignition timing during overrun conditions.

Ignition Timing Compensation (Overrun) Activation (Min. RPM Delta) -> If the RPM delta during overrun conditions (tip-out) is greater than this threshold, then the "Ignition Timing Compensation (Overrun)" table will potentially be applied. RPM delta here is determined as: (current RPM - previous RPM) with additional filtering.

Ignition Timing Compensation (Per Cylinder) Activation (0 = Disable, 1 = Enable)(Beta) -> This determines if the "Ignition Timing Compensation (Per Cylinder)..." tables are active or not. If this table is set to 0 (Disabled), NO per cylinder ignition compensation will be applied regardless of the tune (this is the default behavior from the factory). If this is set to 1 (Enabled), the per cylinder tables will be ENABLED (i.e. per cylinder ignition timing compensation will be active).

Ignition Timing Compensation (Per Cylinder) Activation (Max. RPM) -> This is the maximum RPM for potential activation of the per cylinder ignition timing compensations. Activation is also dependent on the "Ignition Timing Compensation (Per Cylinder) Activation (Min. Load)" and "Ignition Timing Compensation (Per Cylinder) Activation (Min. Coolant Temp)" tables.

Ignition Timing Compensation (Per Cylinder) Activation (Min. Coolant Temp) -> This is the minimum coolant temperature for potential activation of the per cylinder ignition timing compensations. Activation is also dependent on the "Ignition Timing Compensation (Per Cylinder) Activation (Min. Load)" and "Ignition Timing Compensation (Per Cylinder) Activation (Max. RPM)" tables.

Ignition Timing Compensation (Per Cylinder) Activation (Min. Load) -> This is the minimum calculated load for potential activation of the per cylinder ignition timing compensations. Activation is also dependent on the "Ignition Timing Compensation (Per Cylinder) Activation (Max. RPM)" and "Ignition Timing Compensation (Per Cylinder) Activation (Min. Coolant Temp)" tables.

Ignition Timing Compensation (Per Cylinder)(#1) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#1)(Beta) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#2) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#2)(Beta) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#3) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#3)(Beta) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#4) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(#4)(Beta) -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(RPM) A -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(RPM) B -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(RPM) C -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Cylinder)(RPM) D -> This is the compensation to per cylinder ignition timing based on RPM and/or calculated load.

Ignition Timing Compensation (Per Gear) Min. Load -> This table represents the minimum load necessary in order for the "Ignition Timing Compensation (Per Gear) Raw Value..." tables to be active. The "Ignition Timing Compensation (Per Gear) Min. RPM" must also be exceeded.

Ignition Timing Compensation (Per Gear) Min. RPM -> This table represents the minimum engine speed necessary in order for the "Ignition Timing Compensation (Per Gear) Raw Value..." tables to be active. The "Ignition Timing Compensation (Per Gear) Min. Load" must also be exceeded.

Ignition Timing Compensation (Per Gear) Raw Multiplier -> This multiplier is applied to the "Ignition Timing Compensation (Per Gear) Raw Value..." to determine the final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5).

Ignition Timing Compensation (Per Gear) Raw Value (1st) -> This is the compensation to ignition timing when the current estimated gear is 1st gear. This table's raw value is applied to the "Ignition Timing Compensation (Per Gear) Raw Multiplier" table value to determine a final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5). This compensation is active when the car is in-gear and the "Ignition Timing Compensation (Per Gear) Min. RPM" and "Ignition Timing Compensation (Per Gear) Min. Load" thresholds are both exceeded. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered to avoid changes to this compensation during fleeting gear changes.

Ignition Timing Compensation (Per Gear) Raw Value (2nd) -> This is the compensation to ignition timing when the current estimated gear is 2nd gear. This table's raw value is applied to the "Ignition Timing Compensation (Per Gear) Raw Multiplier" table value to determine a final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5). This compensation is active when the car is in-gear and the "Ignition Timing Compensation (Per Gear) Min. RPM" and "Ignition Timing Compensation (Per Gear) Min. Load" thresholds are both exceeded. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered to avoid changes to this compensation during fleeting gear changes.

Ignition Timing Compensation (Per Gear) Raw Value (3rd) -> This is the compensation to ignition timing when the current estimated gear is 3rd gear. This table's raw value is applied to the "Ignition Timing Compensation (Per Gear) Raw Multiplier" table value to determine a final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5). This compensation is active when the car is in-gear and the "Ignition Timing Compensation (Per Gear) Min. RPM" and "Ignition Timing Compensation (Per Gear) Min. Load" thresholds are both exceeded. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered to avoid changes to this compensation during fleeting gear changes.

Ignition Timing Compensation (Per Gear) Raw Value (4th) -> This is the compensation to ignition timing when the current estimated gear is 4th gear. This table's raw value is applied to the "Ignition Timing Compensation (Per Gear) Raw Multiplier" table value to determine a final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5). This compensation is active when the car is in-gear and the "Ignition Timing Compensation (Per Gear) Min. RPM" and "Ignition Timing Compensation (Per Gear) Min. Load" thresholds are both exceeded. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered to avoid changes to this compensation during fleeting gear changes.

Ignition Timing Compensation (Per Gear) Raw Value (5th) -> This is the compensation to ignition timing when the current estimated gear is 5th gear (note: no compensation is applied to 6th gear in the factory logic). This table's raw value is applied to the "Ignition Timing Compensation (Per Gear) Raw Multiplier" table value to determine a final ignition timing correction in degrees. For example, if the per gear raw table value is 4 and the raw multiplier is -0.5, then the correction would be -2 degrees (4 * -0.5). This compensation is active when the car is in-gear and the "Ignition Timing Compensation (Per Gear) Min. RPM" and "Ignition Timing Compensation (Per Gear) Min. Load" thresholds are both exceeded. Note: The current gear is estimated from engine speed and vehicle speed. In addition, for this particular compensation, there's a small delay until a gear change is registered to avoid changes to this compensation during fleeting gear changes.

Ignition Timing Compensation (Throttle Delta) A -> This ignition timing compensation is potentially active with more extreme throttle position changes when other conditions are met. When active, one cell of either the A or B table is used.

Ignition Timing Compensation (Throttle Delta) Activation RPM (Max/Min) -> When engine speed is between this table's second value (Min) and first value (Max) and other conditions are met, the throttle delta-based ignition compensation will potentially be applied. When engine speed is outside of this range, the throttle delta-based compensation will not be active.

Ignition Timing Compensation (Throttle Delta) B -> This ignition timing compensation is potentially active with more extreme throttle position changes when other conditions are met. When active, one cell of either the A or B table is used.

Ignition Timing Compensation (Tip-In) Base (1st Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (2nd Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (3rd Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (4th Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (5th Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (5th/6th Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (6th Gear) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Compensation (Tip-In) Base (Default) -> This is the base compensation to ignition timing during throttle tip-in events (when active) for the given estimated gear. The final compensation can be corrected further (in a direction closer to zero). For 2D tables, the input is the delta of an arbitrary value based on throttle position and RPM that will generally look like a normal throttle delta at lower throttle positions (represented as a raw value in table). For CVT ECUs, gear position is an arbitrary value that is calculated the same for the auto and manual modes, does not always match the indicated gear selection in manual mode, and is limited to a max of 6 even if the vehicle support higher "gear" modes. Gear position can be logged via the "Gear Position ESTIMATED" monitor.

Ignition Timing Limit (Max) -> Final ignition timing is limited to this maximum value.

Ignition Timing Limit (Min) -> Final ignition timing is limited to this minimum value.

Ignition Timing Limit (Min) A -> Final ignition timing is limited to this minimum value.

Ignition Timing Limit (Min) B -> Final ignition timing is limited to this minimum value.

Intake Temp. Sensor Calibration -> This table determines the sensor calibration for the intake temperature sensor.

Intake Temp. Sensor Calibration (Manifold) -> This table determines the sensor calibration for the intake temperature sensor in the manifold.

Intake Temp. Sensor Calibration (Pre-Turbo) -> This table determines the sensor calibration for the pre-turbo intake temperature sensor.

Knock Detect Min. Engine Run Time -> When the engine run time is less than this value, knock detection is disabled and no response to knock events, as perceived by the ECU, will be made.

Knock Sensor Calibration -> This table determines the sensor calibration for the knock sensor. 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 Corrected Output Limit (Max) A -> This is the maximum absolute limit for the corrected knock sensor output. The corrected knock sensor output is the noise level determined by the "Knock Sensor Calibration" corrected by the appropriate value given the currently selected filter. Note: The B version of this table must have the same value as this table.

Knock Sensor Corrected Output Limit (Max) B -> This is the maximum absolute limit for the corrected knock sensor output. The corrected knock sensor output is the noise level determined by the "Knock Sensor Calibration" corrected by the appropriate value given the currently selected filter. Note: The A version of this table must have the same value as this table.

Knock Signal Activation (Min. Load) -> Load must exceed this threshold in order for the ECU to enable activation of the knock signal. When load has exceeded this threshold, load must drop below (this threshold - "Hysteresis" value) in order for the knock signal to be de-activated. When de-activated, the ECU will not register any knock events. The knock signal (when active) is determined by knock sensor noise level exceeding the corresponding "Knock Threshold Level..." table.

Knock Signal Activation (Min. Load) Hysteresis -> This is the hysteresis for the "Knock Signal Activation (Min. Load)" table.

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

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

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

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

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

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

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

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

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

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

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

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

Knock Threshold Level Final Limit (Max) -> This is the maximum absolute limit for the final knock level noise threshold (with weighting factor applied). If the current corrected knock output is greater than the final knock level noise threshold, then a knock event is determined to have occurred. The final knock level noise threshold is made up of background noise and a noise level component that determines the level of noise above background which determines a knock event has occurred. Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection.

Knock Threshold Level Final Limit (Min) -> This is the minimum absolute limit for the final knock level noise threshold (with weighting factor applied). If the current corrected knock output is greater than the final knock level noise threshold, then a knock event is determined to have occurred. The final knock level noise threshold is made up of background noise and a noise level component that determines the level of noise above background above which a knock event will be determined. Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection.

Knock Threshold Level Table Switching Threshold (Ign. Timing) -> When final ignition timing is less than or equal to this value, the "Ign. Timing Low" knock threshold level tables will be used. When the final ign. timing (after having dropped below this threshold previously) is greater than (this threshold + the hysteresis table value), the "Ign. Timing High" knock threshold level tables will be used.

Knock Threshold Level Table Switching Threshold (Ign. Timing)(Hysteresis Above) -> When the final ign. timing (after having dropped below the "Knock Threshold Level Table Switching Threshold (Ign. Timing)" threshold previously) is greater than (that table threshold + this hysteresis value), the "Ign. Timing High" knock threshold level tables will be used.

Knock Threshold Weighting Factor (RPM) -> This is a multiplier that is applied to the knock threshold adder, which determines the level of noise above background noise which must be exceeded to determine a knock event has occurred. Increasing the multiplier will result in a higher noise threshold for determining a knock event, while lowering the multiplier will have the opposite effect. Final knock threshold noise level = background noise + (knock threshold adder * knock threshold weighting factor). Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection. For EJ 2.5L ECUs, final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor). For EJ 2.0L ECUs, final filter reference noise level = final knock level noise threshold + (knock threshold adder * 2.0).

Knock Threshold Weighting Factor (RPM/Load)(Cylinder 1) -> This is a multiplier that is applied to the knock threshold adder, which determines the level of noise above background noise which must be exceeded to determine a knock event has occurred in the specified cylinder. Increasing the multiplier will result in a higher noise threshold for determining a knock event, while lowering the multiplier will have the opposite effect. Final knock threshold noise level = background noise + (knock threshold adder * knock threshold weighting factor). Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection. Final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor).

Knock Threshold Weighting Factor (RPM/Load)(Cylinder 2) -> This is a multiplier that is applied to the knock threshold adder, which determines the level of noise above background noise which must be exceeded to determine a knock event has occurred in the specified cylinder. Increasing the multiplier will result in a higher noise threshold for determining a knock event, while lowering the multiplier will have the opposite effect. Final knock threshold noise level = background noise + (knock threshold adder * knock threshold weighting factor). Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection. Final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor).

Knock Threshold Weighting Factor (RPM/Load)(Cylinder 3) -> This is a multiplier that is applied to the knock threshold adder, which determines the level of noise above background noise which must be exceeded to determine a knock event has occurred in the specified cylinder. Increasing the multiplier will result in a higher noise threshold for determining a knock event, while lowering the multiplier will have the opposite effect. Final knock threshold noise level = background noise + (knock threshold adder * knock threshold weighting factor). Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection. Final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor).

Knock Threshold Weighting Factor (RPM/Load)(Cylinder 4) -> This is a multiplier that is applied to the knock threshold adder, which determines the level of noise above background noise which must be exceeded to determine a knock event has occurred in the specified cylinder. Increasing the multiplier will result in a higher noise threshold for determining a knock event, while lowering the multiplier will have the opposite effect. Final knock threshold noise level = background noise + (knock threshold adder * knock threshold weighting factor). Note: Because the final filter reference noise level consists of the final knock level noise threshold, changes that impact the final knock level noise threshold will also potentially impact filter selection. Final filter reference noise level = final knock level noise threshold + (knock threshold adder * filter reference weighting factor).

Knock Threshold/Filter Background Noise Interval Weighting Factor -> This table determines the background noise interval weighting factor that makes up the knock threshold adder interval, which determines the change in the knock threshold adder (a component of both the knock threshold level and the noise filter reference level). Increasing this table's value will cause the knock threshold adder to react faster to changes in the corrected knock sensor noise output.

Knock Threshold/Filter Background Noise Interval Weighting Factor (High RPM Delta) Base -> When the short-term RPM delta is greater than the RPM delta threshold, this table will determine the base level of the background noise interval weighting factor that makes up the knock threshold adder interval, which determines the change in the knock threshold adder (a component of both the knock threshold level and the noise filter reference level). Increasing this table's value will cause the knock threshold adder to react faster to changes in the corrected knock sensor noise output for a given short-term RPM delta. The final weighting factor is determined as follows: (short-term RPM delta * table value) / RPM delta ratio. The RPM delta ratio is determined by the "Knock Threshold/Filter Background Noise Interval Weighting Factor (High RPM Delta) RPM Delta Ratio" table.

Knock Threshold/Filter Background Noise Interval Weighting Factor (High RPM Delta) Limit (Max) -> This determines the maximum limit for the final background noise interval weighting factor when the short-term RPM delta threshold is exceeded.

Knock Threshold/Filter Background Noise Interval Weighting Factor (High RPM Delta) RPM Delta Ratio -> This table determines the base ratio for the calculation of the background noise weighting factor when the short-term RPM delta threshold is exceeded. The final background noise interval weighting factor is determined as follows: (short-term RPM delta * weighting factor base table value) / table value. The weighting factor base table is determined by the "Knock Threshold/Filter Background Noise Interval Weighting Factor (High RPM Delta) Base" table.

Knock Threshold/Filter Background Noise Interval Weighting Factor (Low RPM Delta) -> When the short-term RPM delta is less than or equal to the RPM delta threshold, this table will determine the background noise interval weighting factor that makes up the knock threshold adder interval, which determines the change in the knock threshold adder (a component of both the knock threshold level and the noise filter reference level). Increasing this table's value will cause the knock threshold adder to react faster to changes in the corrected knock sensor noise output.

Knock Threshold/Filter Background Noise Interval Weighting Factor RPM Delta (Short-Term) -> When the short-term RPM delta (current RPM - recent RPM) is greater than this table's value, the High versions of the corresponding tables will be used, otherwise the Low tables will be used.

Knock Threshold/Filter Final Limit (Max) -> This is the Max. base limit for the knock threshold adder which is used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). This table's value has two functions. First, when it is added to the "Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit)" table value, it determines an absolute limit for the knock threshold adder. Second, in determining the final value, when the knock threshold adder exceeds this table's value, it will be reduced by a factor two times the difference between its value and this table's value. Higher values allow for a higher limit for the knock threshold adder which potentially has the effect of raising the knock threshold and raising the filter reference noise level when the corrected knock sensor noise level is high. Note: The limits described above are applied before the weighting factors for the knock threshold adder are applied.

Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit) -> This adder is applied to the "Knock Threshold/Filter Final Limit (Max)..." table value to determine an absolute limit for the knock threshold adder that makes up a portion of the knock level noise threshold and filter reference noise levels. In determining the final value for the knock threshold adder, when it exceeds the "Knock Threshold/Filter Final Limit (Max)..." threshold, it will be reduced by a factor two times the difference between its value and this table's value. As such, increasing this adder has the effect of allowing for an even greater potential reduction in the final noise level component with appropriately large changes in the corrected knock output.

Knock Threshold/Filter Final Limit (Max)(Cylinder 1) -> This is the Max. base limit for the knock threshold adder which is used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). This table's value has two functions. First, when it is added to the "Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit)" table value, it determines an absolute limit for the knock threshold adder. Second, in determining the final value, when the knock threshold adder exceeds this table's value, it will be reduced by a factor two times the difference between its value and this table's value. Higher values allow for a higher limit for the knock threshold adder which potentially has the effect of raising the knock threshold and raising the filter reference noise level when the corrected knock sensor noise level is high. Note: The limits described above are applied before the weighting factors for the knock threshold adder are applied.

Knock Threshold/Filter Final Limit (Max)(Cylinder 2) -> This is the Max. base limit for the knock threshold adder which is used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). This table's value has two functions. First, when it is added to the "Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit)" table value, it determines an absolute limit for the knock threshold adder. Second, in determining the final value, when the knock threshold adder exceeds this table's value, it will be reduced by a factor two times the difference between its value and this table's value. Higher values allow for a higher limit for the knock threshold adder which potentially has the effect of raising the knock threshold and raising the filter reference noise level when the corrected knock sensor noise level is high. Note: The limits described above are applied before the weighting factors for the knock threshold adder are applied.

Knock Threshold/Filter Final Limit (Max)(Cylinder 3) -> This is the Max. base limit for the knock threshold adder which is used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). This table's value has two functions. First, when it is added to the "Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit)" table value, it determines an absolute limit for the knock threshold adder. Second, in determining the final value, when the knock threshold adder exceeds this table's value, it will be reduced by a factor two times the difference between its value and this table's value. Higher values allow for a higher limit for the knock threshold adder which potentially has the effect of raising the knock threshold and raising the filter reference noise level when the corrected knock sensor noise level is high. Note: The limits described above are applied before the weighting factors for the knock threshold adder are applied.

Knock Threshold/Filter Final Limit (Max)(Cylinder 4) -> This is the Max. base limit for the knock threshold adder which is used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). This table's value has two functions. First, when it is added to the "Knock Threshold/Filter Final Limit (Max) Modify (Pre-Final Limit)" table value, it determines an absolute limit for the knock threshold adder. Second, in determining the final value, when the knock threshold adder exceeds this table's value, it will be reduced by a factor two times the difference between its value and this table's value. Higher values allow for a higher limit for the knock threshold adder which potentially has the effect of raising the knock threshold and raising the filter reference noise level when the corrected knock sensor noise level is high. Note: The limits described above are applied before the weighting factors for the knock threshold adder are applied.

Knock Threshold/Filter Final Limit (Min) -> This is the minimum absolute limit for the knock threshold adder used for calculating a portion of both the knock level noise threshold (which determines knock events) and the filter reference noise level (which determines the selection of the current knock filter). Increasing this value will have the effect of increasing the minimum knock threshold (above background noise) and the minimum filter reference value (which could potentially impact filter selection). Note: The limit described above is applied before the weighting factors for the knock threshold adder are applied.

Load Compensation (Manifold Pressure) -> This is the compensation to calculated load based on manifold pressure and RPM.

Load Compensation (Manifold Pressure)(TGVs Closed) -> This is the compensation to calculated load based on manifold pressure and RPM when the TGVs are closed.

Load Compensation (Manifold Pressure)(TGVs Open) -> This is the compensation to calculated load based on manifold pressure and RPM when the TGVs are open.

Load Determination Smoothing Factor -> This value is used as the smoothing factor in determining the final load calculation. The final load is determined as follows: previous smoothed final load + (smoothing factor * (current load calculation - previous smoothed final load)). Increasing the smoothing factor will give short-term changes to load more emphasis in determining the final calculated load.

Load Determination Smoothing Factor A -> This value is used as the smoothing factor in determining the final load calculation. The final load is determined as follows: previous smoothed final load + (smoothing factor * (current load calculation - previous smoothed final load)). Increasing the smoothing factor will give short-term changes to load more emphasis in determining the final calculated load.

Load Determination Smoothing Factor B -> This value is used as the smoothing factor in determining the final load calculation. The final load is determined as follows: previous smoothed final load + (smoothing factor * (current load calculation - previous smoothed final load)). Increasing the smoothing factor will give short-term changes to load more emphasis in determining the final calculated load.

Load Determination Smoothing Factor C -> This value is used as the smoothing factor in determining the final load calculation. The final load is determined as follows: previous smoothed final load + (smoothing factor * (current load calculation - previous smoothed final load)). Increasing the smoothing factor will give short-term changes to load more emphasis in determining the final calculated load.

Load Limit (Max) Primary -> Calculated load will be limited to this maximum value. This limit is applied before any compensations to load have been determined. An additional secondary load limit may also be applied (if applicable).

Load Limit (Max) Secondary -> Calculated load will be limited to this maximum value. The final limit includes the barometric and intake temp limit compensations and is applied before any compensations to load are applied. The primary load limit will also come into play.

Load Limit (Max) Secondary A -> Calculated load will be limited to this maximum value. The final limit includes the barometric and intake temp limit compensations and is applied before any compensations to load are applied. The primary load limit will also come into play.

Load Limit (Max) Secondary B -> Calculated load will be limited to this maximum value. The final limit includes the barometric and intake temp limit compensations and is applied before any compensations to load are applied. The primary load limit will also come into play.

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

Given the following table values:
"Load Limit (Max) Secondary" table = 4.0 g/rev
"Load Limit (Max) Secondary Compensation (Barometric)" table = 25 %
"Load Limit (Max) Secondary Compensation (Intake Temp)" table = 50 %

Determine the multipliers for each compensation table:
"Barometric" table multiplier = 1 + (25 % * 0.01) = 1.25 multiplier
"Intake Temp" table multiplier = 1 + (50 % * 0.01) = 1.5 multiplier

Determine the final multiplier:
"Barometric" multiplier * "Intake Temp" multiplier = 1.25 * 1.5 = 1.8

The final secondary limit applied by the ECU:
secondary table value * final multiplier = 4.0 g/rev * 1.8 = 7.2 g/rev

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

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

Given the following table values:
"Load Limit (Max) Secondary" table = 4.0 g/rev
"Load Limit (Max) Secondary Compensation (Barometric)" table = 25 %
"Load Limit (Max) Secondary Compensation (Intake Temp)" table = 50 %

Determine the multipliers for each compensation table:
"Barometric" table multiplier = 1 + (25 % * 0.01) = 1.25 multiplier
"Intake Temp" table multiplier = 1 + (50 % * 0.01) = 1.5 multiplier

Determine the final multiplier:
"Barometric" multiplier * "Intake Temp" multiplier = 1.25 * 1.5 = 1.8

The final secondary limit applied by the ECU:
secondary table value * final multiplier = 4.0 g/rev * 1.8 = 7.2 g/rev

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

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

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

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

MAF Compensation (Intake Temp) Activation (0 = Disable, 1 = Enable) -> This determines if the "MAF Compensation (Intake Temp)" table is active or not. If this table is set to 1 (Enabled), the "MAF Compensation (Intake Temp)" table will be applied to the mass airflow calculation, otherwise if set 0 (Disabled), the "MAF Compensation (Intake Temp)" table will have no effect.

MAF Corrected Volumetric Efficiency Input -> This is the volumetric efficiency input to the ideal gas law equation used in determining the final corrected mass airflow. Changes to this table will have an effect on the corrected mass airflow especially as it pertains to higher load changes where the MAF sensor is inherently inaccurate. Increasing the values in this table will result in an increase in the final mass airflow (and therefore load) with the effect being more pronounced at high load deltas. Decreasing the values in this table will have the opposite effect. On a car with stock hardware, these VE tables will not generally need to be modified. On cars with engine hardware changes that impact VE (i.e. mods that impact airflow), these tables may need to be tweaked to avoid a WOT fueling issue (typically in a lean direction) that can occur for part or most of the run. The severity of this depends on the extent of the airflow modifications. The issue may also be noticed in some other driving conditions besides WOT.

MAF Corrected Volumetric Efficiency Input (TGVs Closed) -> This is the volumetric efficiency input to the ideal gas law equation used in determining the final corrected mass airflow when the TGVs are closed. Changes to this table will have an effect on the corrected mass airflow especially as it pertains to higher load changes where the MAF sensor is inherently inaccurate. Increasing the values in this table will result in an increase in the final mass airflow (and therefore load) with the effect being more pronounced at high load deltas. Decreasing the values in this table will have the opposite effect. On a car with stock hardware, these VE tables will not generally need to be modified. On cars with engine hardware changes that impact VE (i.e. mods that impact airflow), these tables may need to be tweaked to avoid a WOT fueling issue (typically in a lean direction) that can occur for part or most of the run. The severity of this depends on the extent of the airflow modifications. The issue may also be noticed in some other driving conditions besides WOT.

MAF Corrected Volumetric Efficiency Input (TGVs Open) -> This is the volumetric efficiency input to the ideal gas law equation used in determining the final corrected mass airflow when the TGVs are open. Changes to this table will have an effect on the corrected mass airflow especially as it pertains to higher load changes where the MAF sensor is inherently inaccurate. Increasing the values in this table will result in an increase in the final mass airflow (and therefore load) with the effect being more pronounced at high load deltas. Decreasing the values in this table will have the opposite effect. On a car with stock hardware, these VE tables will not generally need to be modified. On cars with engine hardware changes that impact VE (i.e. mods that impact airflow), these tables may need to be tweaked to avoid a WOT fueling issue (typically in a lean direction) that can occur for part or most of the run. The severity of this depends on the extent of the airflow modifications. The issue may also be noticed in some other driving conditions besides WOT.

MAF Limit (Max) -> This value is the maximum allowed airflow. The airflow value will be capped at this limit regardless.

MAF Sensor Frequency DTC Limit (High Input) -> This value is the MAF sensor frequency threshold for activation of the MAF sensor high input diagnostic trouble code (DTC) and associated failsafes. When the MAF sensor frequency is greater than or equal to this value for a period of time, the DTC will be activated and the ECU will calculate airflow/load based on manifold absolute pressure rather than the MAF sensor input. WARNING: This failsafe may cause the car to run excessively lean on modified cars. It is important to choose the correct sized intake to avoid maxing out the MAF sensor and exceeding this table's threshold. Setting this table to its max will disable the failsafe, however this would also prevent it in a scenario where a high MAF input is seen due to a wiring fault. With no failsafe in this case, the car would run excessively rich.

MAF Sensor Voltage DTC Limit (High Input) -> This value is the MAF sensor voltage threshold for activation of the MAF sensor high input diagnostic trouble code (DTC) and associated failsafes. When the MAF sensor voltage is greater than or equal to this value for a period of time, the DTC will be activated and the ECU will calculate airflow/load based on manifold absolute pressure rather than the MAF sensor input. WARNING: This failsafe may cause the car to run excessively lean on modified cars. It is important to choose the correct sized intake to avoid maxing out the MAF sensor and exceeding this table's threshold. Setting this table to its max (5.00v) will disable the failsafe, however this would also prevent it in a scenario where a high MAF input is seen due to a wiring fault. With no failsafe in this case, the car would run excessively rich.

MAP Determination Averaging Window MAP Delta Thresholds -> When the manifold absolute pressure delta (current MAP - previous MAP) is within the range dictated by these values, the final manifold abs. pressure value will be averaged as follows: (current MAP + previous MAP) / 2

MAP Determination Averaging Window MAP Delta Thresholds (RPM High) -> When the manifold absolute pressure delta (current MAP - previous MAP) is within the range dictated by these values and RPM is in the high range, the final manifold abs. pressure value will be averaged as follows: (current MAP + previous MAP) / 2.

MAP Determination Averaging Window MAP Delta Thresholds (RPM Low) -> When the manifold absolute pressure delta (current MAP - previous MAP) is within the range dictated by these values and RPM is in the low range, the final manifold abs. pressure value will be averaged as follows: (current MAP + previous MAP) / 2.

MAP Determination Averaging Window RPM Thresholds (Low/High) -> These are the RPM thresholds which dictate the low and high RPM modes for the MAP determination averaging function. When RPM is below the first value, the "...(RPM Low)" table will potentially be used. When RPM is above the second value, the "...(RPM High)" table will potentially be used.

MAP Sensor Calibration (Multiplier) -> This value is the multiplier that is applied to the current MAP sensor voltage (along with "MAP Sensor Calibration (Offset)" value) to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Multiplier) A -> This value is the multiplier that is applied to the current MAP sensor voltage (along with "MAP Sensor Calibration (Offset)..." value) to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Multiplier) B -> This value is the multiplier that is applied to the current MAP sensor voltage (along with "MAP Sensor Calibration (Offset)..." value) to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Multiplier) C -> This value is the multiplier that is applied to the current MAP sensor voltage (along with "MAP Sensor Calibration (Offset)..." value) to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Multiplier) D -> This value is the multiplier that is applied to the current MAP sensor voltage (along with "MAP Sensor Calibration (Offset)..." value) to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Offset) -> This value is the offset that is added to the product determined by the current MAP sensor voltage and the "MAP Sensor Calibration (Multiplier)" value to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Offset) A -> This value is the offset that is added to the product determined by the current MAP sensor voltage and the "MAP Sensor Calibration (Multiplier)..." value to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Offset) B -> This value is the offset that is added to the product determined by the current MAP sensor voltage and the "MAP Sensor Calibration (Multiplier)..." value to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Offset) C -> This value is the offset that is added to the product determined by the current MAP sensor voltage and the "MAP Sensor Calibration (Multiplier)..." value to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Calibration (Offset) D -> This value is the offset that is added to the product determined by the current MAP sensor voltage and the "MAP Sensor Calibration (Multiplier)..." value to determine the current boost in absolute pressure. Current boost (abs. pressure) = (MAP sensor volts * multiplier) + offset.

MAP Sensor Throttle Position Correlation DTC Limits (High/Low)(P0068) -> These values are the MAP sensor voltage thresholds for activation of the MAP sensor throttle position correlation diagnostic trouble code (DTC). These are split across "High" and "Low" voltage thresholds. The "High" element of the DTC is triggered when current load, RPM and throttle position are in a specific range where MAP voltage is expected to be lower but actually exceeds the "High" value (not in the low range as expected) continuously for a period of 5 seconds. The "Low" element of the DTC is triggered when current load, RPM and throttle position are in a specific range where MAP voltage is expected to be higher but actually is less than the "Low" value (not in the high range as expected) continuously for a period of 5 seconds.

MAP Sensor Voltage DTC Delay (High Input) -> This value is a counter threshold that must be exceeded before the MAP sensor high input DTC is activated. A counter is incremented when the MAP sensor voltage continuously exceeds the threshold determined by the "MAP Sensor Voltage DTC Limit (High Input)" table, otherwise the counter is cleared.

MAP Sensor Voltage DTC Delay (Low Input) -> This value is a counter threshold that must be exceeded before the MAP sensor low input DTC is activated. A counter is incremented when the MAP sensor voltage is continuously below the threshold determined by the "MAP Sensor Voltage DTC Limit (Low Input)" table, otherwise the counter is cleared.

MAP Sensor Voltage DTC Delays (High/Low) -> This value is a counter threshold that must be exceeded before the MAP sensor high or low input DTCs are activated. A counter is incremented when the MAP sensor voltage continuously exceeds the high threshold or is continuously less than the low threshold as determined by the "MAP Sensor Voltage DTC Limits (High/Low)" table, otherwise the counter is cleared.

MAP Sensor Voltage DTC Delays (High/Low)(P0108/P0107) -> This value is a counter threshold that must be exceeded before the MAP sensor high or low input DTCs are activated. A counter is incremented when the MAP sensor voltage continuously exceeds the high threshold or is continuously less than the low threshold as determined by the "MAP Sensor Voltage DTC Limits (High/Low)" table, otherwise the counter is cleared.

MAP Sensor Voltage DTC Delays (Low/High) -> This is the time period (delay) before the MAP sensor low or high input DTCs are activated when the MAP sensor voltage is continuously less than the low threshold or continuously exceeds the high threshold as determined by the "MAP Sensor Voltage DTC Limits (Low/High)" table.

MAP Sensor Voltage DTC Limit (High Input) -> This value is the MAP sensor voltage threshold for activation of the MAP sensor high input diagnostic trouble code (DTC). When the MAP sensor voltage is greater than or equal to this value continuously over the period determined by the "MAP Sensor Voltage DTC Delay (High Input)" table, the DTC will be activated.

MAP Sensor Voltage DTC Limit (Low Input) -> This value is the MAP sensor voltage threshold for activation of the MAP sensor low input diagnostic trouble code (DTC). When the MAP sensor voltage is less than this value continuously over the period determined by the "MAP Sensor Voltage DTC Delay (Low Input)" table, the DTC will be activated.

MAP Sensor Voltage DTC Limits (High/Low) -> This value is the MAP sensor voltage threshold for activation of the MAP sensor high and low input diagnostic trouble codes (DTC). When the MAP sensor voltage is greater than or equal to the first value or less than the second value continuously over the period determined by the "MAP Sensor Voltage DTC Delays (High/Low)" table, the corresponding DTC will be activated.

MAP Sensor Voltage DTC Limits (High/Low)(P0108/P0107) -> This value is the MAP sensor voltage threshold for activation of the MAP sensor high and low input diagnostic trouble codes (DTC). When the MAP sensor voltage is greater than or equal to the first value or less than the second value continuously over the period determined by the "MAP Sensor Voltage DTC Delays (High/Low)" table, the corresponding DTC will be activated.

MAP Sensor Voltage DTC Limits (Low/High) -> This value is the MAP sensor voltage threshold for activation of the MAP sensor high and low input diagnostic trouble codes (DTC). When the MAP sensor voltage is less than the first value or greater than the second value continuously over the period determined by the "MAP Sensor Voltage DTC Delays (Low/High)" table, the corresponding DTC will be activated.

Misfire Count MAP Threshold -> If manifold absolute pressure is less than or equal to this threshold, the misfire count may not be advanced when other conditions are also present. These include higher RPM, vehicle moving and others. Other ECU states may override this behavior. Note: This table has no impact at stationary idle.

Misfire Detection Activation RPM Range -> When RPM is within this range, misfire detection is enabled (if all other conditions are met). When RPM falls outside this range, misfire detection is potentially disabled.

Misfire Detection Max. Coolant Temp. -> When coolant temperature is greater than this value, misfire detection is potentially disabled. When coolant temperature is less than or equal to this value, misfire detection is potentially enabled (if all other conditions are met).

Misfire Detection Max. Intake Temp. -> When intake temperature is greater than this value, misfire detection is potentially disabled. When coolant temperature is less than or equal to this value, misfire detection is potentially enabled (if all other conditions are met).

Misfire DTC Threshold -> When the current misfire count is greater than this value, a misfire-related DTC may potentially be set. Note: when the misfire count is large, this threshold may not prevent the DTC from being set.

Oil Temp Sensor Calibration -> This table determines the sensor calibration for the oil temperature sensor.

Overrun Fuel Cut Counter Threshold RPM Ranges -> These are the RPM ranges that determine multiple counter thresholds which are used to determine when fuel cut will occur during overrun conditions.

Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold -> When coolant temp is greater than this threshold, the delays from the "Overrun Fuel Cut Delay (In-Gear)(Higher Coolant Temp)" will be active (transmission in-gear). When coolant temp is less than this threshold, the delays from "Lower Coolant Temp" tables will be active (transmission also in-gear).

Overrun Fuel Cut Delay (In-Gear) MAP Switching Threshold -> When manifold absolute pressure is greater than this threshold, the delays from the "Higher MAP" table will be used (if other conditions also met). When manifold absolute pressure is lower than this threshold, the delays from the "Lower MAP" table will be used (if other conditions also met).

Overrun Fuel Cut Delay (In-Gear) RPM Switching Threshold -> When engine speed is greater than this threshold, the delays from the "Higher RPM" table will be used (if other conditions also met). When engine speed is lower than this threshold, the delays from the "Lower RPM" table will be used (if other conditions also met).

Overrun Fuel Cut Delay (In-Gear)(Higher Coolant Temp) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. These delays are active when coolant temp is greater than the "Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold" table and transmission is in-gear.

Overrun Fuel Cut Delay (In-Gear)(Lower Coolant Temp)(Higher RPM) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. These delays are active when coolant temp is less than the "Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold" table, engine speed is greater than the "Overrun Fuel Cut Delay (In-Gear) RPM Switching Threshold" table, and transmission is in-gear.

Overrun Fuel Cut Delay (In-Gear)(Lower Coolant Temp)(Lower RPM) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. These delays are active when coolant temp is less than the "Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold" table, engine speed is less than the "Overrun Fuel Cut Delay (In-Gear) RPM Switching Threshold" table, and transmission is in-gear.

Overrun Fuel Cut Delay (In-Gear)(Lower Coolant Temp)(Lower RPM)(Higher MAP) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. These delays are active when coolant temp is less than the "Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold" table, engine speed is less than the "Overrun Fuel Cut Delay (In-Gear) RPM Switching Threshold" table, manifold absolute pressure is higher than the "Overrun Fuel Cut Delay (In-Gear) MAP Switching Threshold" table, and transmission is in-gear.

Overrun Fuel Cut Delay (In-Gear)(Lower Coolant Temp)(Lower RPM)(Lower MAP) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. This delay is active when coolant temp is less than the "Overrun Fuel Cut Delay (In-Gear) Coolant Switching Threshold" table, engine speed is less than the "Overrun Fuel Cut Delay (In-Gear) RPM Switching Threshold" table, manifold absolute pressure is lower than the "Overrun Fuel Cut Delay (In-Gear) MAP Switching Threshold" table, and transmission is in-gear.

Overrun Fuel Cut Delay (Neutral) -> This is the delay period over which conditions that dictate an overrun fuel cut request (Idle Mode active and engine speed greater than the final Fueling Resume/Cut threshold) must continuously be present before an actual overrun fuel cut takes place. This delay is active when the transmission is in neutral.

Overrun Fueling Resume Initial Enrichment -> When exiting overrun fuel cut, this is the initial enrichment when fuel is resumed when the RPM delta is less than the "Overrun Initial Enrichment Activation (Max. RPM Delta)" table.

Overrun Fueling Resume Initial Enrichment Activation (Max. RPM Delta) -> When the RPM delta is less than this value when exiting overrun fuel cut, then the "Overrun Initial Enrichment" will potentially be applied. RPM delta here is determined as: (current RPM - previous RPM) with additional filtering.

Overrun Fueling Resume RPM Thresholds -> When RPM is less than or equal to this table's value, the potential for resuming fueling during overrun fuel cut is increased (dependent on other factors). When RPM is greater than this table's value, this table has no effect.

Overrun Fueling Resume Thresholds (Idle Speed Target Adder) -> When RPM is less than or equal to this table's value + idle speed target, the potential for resuming fueling during overrun fuel cut is increased (dependent on other factors). When RPM is greater than this table's value + idle speed target, this table has no effect.

Overrun Fueling Resume/Cut RPM Adder (A/C Related) -> With specific A/C activity, this value is added to the "Overrun Fueling Resume RPM Base" table (along with other applicable adders) to determine the final fueling resume/cut RPM threshold.

Overrun Fueling Resume/Cut RPM Adder (In-Gear) -> When the transmission is in-gear, this value is added to the "Overrun Fueling Resume RPM Base" table (along with other applicable adders) to determine the final fueling resume/cut RPM threshold.

Overrun Fueling Resume/Cut RPM Adder (Max. RPM Delta) Activation Threshold (MT) -> When the RPM delta is less than this value when exiting overrun fuel cut, then the "Overrun Initial Enrichment" will potentially be applied. RPM delta here is determined as: (current RPM - previous RPM) with additional filtering.

Overrun Fueling Resume/Cut RPM Adder (Max. RPM Delta)(MT) -> This value is added to the "Overrun Fueling Resume RPM Base" table (along with other applicable adders) to determine the final fueling resume/cut RPM threshold when the RPM delta is less than the "Overrun Fueling Resume/Cut RPM Adder (RPM Delta)(MT)" table (manual transmissions only).

Overrun Fueling Resume/Cut RPM Adder (Stationary/Low Vehicle Speed) -> When vehicle speed is below about 1.2 mph (2 kph), this value is added to the "Overrun Fueling Resume RPM Base" table (along with other applicable adders) to determine the final fueling resume/cut RPM threshold.

Overrun Fueling Resume/Cut RPM Base -> When engine speed drops below this table's value + Fueling Resume Adders, fueling will resume from an overrun fuel cut condition. When engine speed is greater than this table's value + active Fueling Resume Adders, an overrun fuel cut will be possible in Idle Mode (when Overrun Fuel Cut Delay is satisfied).

Overrun Initial Enrichment -> When exiting overrun fuel cut, this is the initial enrichment when fuel is resumed when the RPM delta is less than the "Overrun Initial Enrichment Activation (Max. RPM Delta)" table.

Overrun Initial Enrichment Activation (Max. RPM Delta) -> When the RPM delta is less than this value when exiting overrun fuel cut, then the "Overrun Initial Enrichment" will potentially be applied. RPM delta here is determined as: (current RPM - previous RPM) with additional filtering.

P0606 Power Output/Acceleration Sanity Check Activation (Min. RPM)(Beta) -> This is a beta table that governs the minimum engine speed for a power output/acceleration sanity check that the ECU performs that can trigger a P0606. When engine speed exceeds this table's value (with other conditions), the ECU will check the current estimated power and acceleration against a target model and if exceeded by a calculated threshold for the required time period, P0606 will be set. If engine speed is less than this table's value, this sanity check will be skipped.

WARNING - not thoroughly tested. Note: there are other triggers unrelated to power output/acceleration that can trigger P0606. These are not impacted by this table.

P0607 Accelerator Position Sensor (Main) Synchronization Mode (WARNING - UNTESTED - USE AT YOUR OWN RISK!) -> WARNING - UNTESTED - USE AT YOUR OWN RISK! This mode value determines the time synchronization of the accelerator position sensor (main) output which could potentially solve P0607 DTC issues on cars without mechanical issues.

Post-Cranking Airflow Initial Reference (Coolant Temp) -> This is the initial reference airflow after cranking, used as an initial starting point for various airflow calculations/comparisons.

Post-Cranking Load Initial Reference (Coolant Temp) -> This is the initial reference calculated load after cranking, used as an initial starting point for various load calculations/comparisons.

Post-Start Enrichment (Homogeneous) Base (Fast) A -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Fast) B -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Fast) C -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Fast) D -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Fast) E -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Moderate) A -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Moderate) B -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Moderate) C -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Moderate) D -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Moderate) E -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Slow) A -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Slow) B -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Slow) C -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Slow) D -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Base (Slow) E -> This value determines the base enrichment adder for potential post-start enrichment in homogeneous mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Compensation (RPM) -> This is the compensation to the final post-start enrichment value based on RPM.

Post-Start Enrichment (Homogeneous) Decay Rate (Fast) A -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Fast) B -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Fast) C -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Fast) D -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Fast) E -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Moderate) A -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Moderate) B -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Moderate) C -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Moderate) D -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Moderate) E -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Slow) A -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Slow) B -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Slow) C -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Slow) D -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Homogeneous) Decay Rate (Slow) E -> This value determines the decay rate and the total time period for potential post-start enrichment in homogeneous mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) A -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) B -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) C -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) D -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Fast) E -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Fast decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) A -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) B -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) C -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) D -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Moderate) E -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Moderate decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) A -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) B -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) C -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) D -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Base (Slow) E -> This value determines the base enrichment adder for potential post-start enrichment in stratified warm-up mode. A smaller and smaller portion of this table's value is used as engine run time increases until the decay conditions are satisfied as determined by the corresponding Slow decay rate table. Increasing this table's value will increase the level of post-start enrichment (all else equal). The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Compensation (RPM) -> This is the compensation to the final post-start enrichment value based on RPM in stratified warm-up mode.

Post-Start Enrichment (Stratified) Decay Rate (Fast) -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Fast) A -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Fast) B -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Fast) C -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Fast) D -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Fast) E -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Fast base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) A -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) B -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) C -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) D -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Moderate) E -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Moderate base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) A -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) B -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) C -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) D -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment (Stratified) Decay Rate (Slow) E -> This value determines the decay rate and the total time period for potential post-start enrichment in stratified warm-up mode. This enrichment calculation uses a smaller and smaller portion of the current corresponding Slow base enrichment table as engine run time increases until the time period (also indicated by the table's value) is satisfied. Increasing this table's value will increase the total time period that the post-start enrichment is applied as well as slow the decay rate. The final post-start enrichment is determined by using the highest current enrichment from the Fast, Moderate, and Slow calculations and is added to warm-up enrichment to determine a minimum primary enrichment.

Post-Start Enrichment High Speed Decay Initial Start 1A -> This is the initial start value for the post-start high speed decay enrichment adder. The current value of this adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment High Speed Decay Initial Start 1B -> This is the initial start value for the post-start high speed decay enrichment adder. The current value of this adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment High Speed Decay Initial Start 2A -> This is the initial start value for the post-start high speed decay enrichment adder. The current value of this adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment High Speed Decay Initial Start 2B -> This is the initial start value for the post-start high speed decay enrichment adder. The current value of this adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment High Speed Decay Step Value 1 -> This is the decay step value for the post-start high speed enrichment adder. The adder starts at the initial value and, over time, is reduced by the decay step value until the adder is zero. The current value of the adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment High Speed Decay Step Value 2 -> This is the decay step value for the post-start high speed enrichment adder. The adder starts at the initial value and, over time, is reduced by the decay step value until the adder is zero. The current value of the adder is added to the current post-start low speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment Low Speed Decay Delay 1 -> This is the minimum period in-between low speed decay multiplier application. Higher delay values will cause a slower decay rate.

Post-Start Enrichment Low Speed Decay Delay 2 -> This is the minimum period in-between low speed decay multiplier application. Higher delay values will cause a slower decay rate.

Post-Start Enrichment Low Speed Decay Delay Multiplier -> This value is the multiplier that is applied to the current low speed decay enrichment adder outside of the Decay Delay to reduce the adder, over time, to near zero (when value becomes very small, ECU will set the adder to zero).

Post-Start Enrichment Low Speed Decay Initial 1A -> This is the initial start value for the post-start low speed decay enrichment adder. The current value of this adder is added to the current post-start high speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment Low Speed Decay Initial 1B -> This is the initial start value for the post-start low speed decay enrichment adder. The current value of this adder is added to the current post-start high speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment Low Speed Decay Initial 2A -> This is the initial start value for the post-start low speed decay enrichment adder. The current value of this adder is added to the current post-start high speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Post-Start Enrichment Low Speed Decay Initial 2B -> This is the initial start value for the post-start low speed decay enrichment adder. The current value of this adder is added to the current post-start high speed decay enrichment and warm-up enrichment to determine the minimum primary enrichment.

Primary Ignition -> This is the base level of ignition timing. Total ignition timing = primary ignition map value + dynamic advance + other ignition timing compensations. For EJ 2.5L ECUs, dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning. For EJ 2.0L ECUs, Dynamic advance = (dynamic advance Max. map value * (current DAM / 16)) + feedback knock retard + fine knock learning.

Primary Ignition (TGVs Closed) Main -> This is the base level of ignition timing when the TGVs are closed and after AVCS has hit initial conditions to activate. Total ignition timing = primary ignition map value + (dynamic advance map value w/ DAM correction applied) + fine knock learning + feedback knock retard + other ignition timing compensations.

Primary Ignition (TGVs Closed) Post-Start AVCS Disabled -> This is the base level of ignition timing when the TGVs are closed and when AVCS has NOT hit the initial conditions to activate (AVCS control is disabled). Total ignition timing = primary ignition map value + (dynamic advance map value w/ DAM correction applied) + fine knock learning + feedback knock retard + other ignition timing compensations.

Primary Ignition (TGVs Closed) Post-Start AVCS Disabled (Max. Advance) -> This is the maximum base level of ignition timing advance when the TGVs are closed and when AVCS has NOT hit the initial conditions to activate (AVCS control is disabled). This max limit is applied to the "Primary Ignition (TGV Closed) Main" table to determine the final primary ignition timing. Total ignition timing = primary ignition + dynamic advance + other ignition timing compensations. Dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning.

Primary Ignition (TGVs Open) Main -> This is the base level of ignition timing when the TGVs are open and after AVCS has hit initial conditions to activate. Total ignition timing = primary ignition map value + (dynamic advance map value w/ DAM correction applied) + fine knock learning + feedback knock retard + other ignition timing compensations.

Primary Ignition (TGVs Open) Post-Start AVCS Disabled -> This is the base level of ignition timing when the TGVs are open and when AVCS has NOT hit the initial conditions to activate (AVCS control is disabled). Total ignition timing = primary ignition map value + (dynamic advance map value w/ DAM correction applied) + fine knock learning + feedback knock retard + other ignition timing compensations.

Primary Ignition (TGVs Open) Post-Start AVCS Disabled (Max. Advance) -> This is the maximum base level of ignition timing advance when the TGVs are open and when AVCS has NOT hit the initial conditions to activate (AVCS control is disabled). This max limit is applied to the "Primary Ignition (TGV Open) Main" table to determine the final primary ignition timing. Total ignition timing = primary ignition + dynamic advance + other ignition timing compensations. Dynamic advance = (dynamic advance Max. map value * current DAM) + feedback knock retard + fine knock learning.

Primary Ignition Alternate -> This table's values are used when they exceed the normal primary ignition target after compensations and other conditions are met.

Primary Ignition Idle -> This is the base level of ignition timing in idle mode. The "Primary Ignition Idle Limit (Min)" value will also be applied if the vehicle speed threshold is met.

Primary Ignition Idle (Above Speed Threshold) -> This is the base level of ignition timing in idle mode when vehicle speed is greater than the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (Below Speed Threshold) -> This is the base level of ignition timing in idle mode when vehicle speed is less than or equal to the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (In-Gear) A -> This is the base level of ignition timing in idle mode when the transmission is not in neutral.

Primary Ignition Idle (In-Gear) B -> This is the base level of ignition timing in idle mode when the transmission is not in neutral.

Primary Ignition Idle (In-Gear)(Above Speed Threshold) -> This is the base level of ignition timing in idle mode when the transmission is not in neutral and when vehicle speed is greater than the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (In-Gear)(Below Speed Threshold) -> This is the base level of ignition timing in idle mode when the transmission is not in neutral and when vehicle speed is less than or equal to the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (In-Gear)(Below Speed Threshold) A -> This is the base level of ignition timing in idle mode when the transmission is not in neutral and when vehicle speed is less than or equal to the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (In-Gear)(Below Speed Threshold) B -> This is the base level of ignition timing in idle mode when the transmission is not in neutral and when vehicle speed is less than or equal to the "Primary Ignition Idle Map Switching (Veh. Speed Threshold)".

Primary Ignition Idle (Neutral) -> This is the base level of ignition timing in idle mode when the transmission is in neutral.

Primary Ignition Idle (Neutral) A -> This is the base level of ignition timing in idle mode when the transmission is in neutral.

Primary Ignition Idle (Neutral) B -> This is the base level of ignition timing in idle mode when the transmission is in neutral.

Primary Ignition Idle (TGVs Closed) -> This is the base level of ignition timing in idle mode.

Primary Ignition Idle (TGVs Open) -> This is the base level of ignition timing in idle mode.

Primary Ignition Idle A -> This is the base level of ignition timing in idle mode.

Primary Ignition Idle Adder (Coolant Temp) -> This value (after RPM compensation) is added to "Primary Ignition Idle..." table to determine the primary ignition timing at idle.

Primary Ignition Idle Adder (Coolant Temp) Compensation -> This compensation is applied to the "Primary Ignition Idle Adder (Coolant Temp)" table.

Primary Ignition Idle Adder (Coolant Temp) Compensation (RPM) -> This compensation (based on RPM) is applied to the "Primary Ignition Idle Adder (Coolant Temp)" table.

Primary Ignition Idle B -> This is the base level of ignition timing in idle mode.

Primary Ignition Idle Limit (Min) -> This is the minimum base level of ignition timing in idle mode when vehicle speed is greater than the "Primary Ignition Idle Limit (Min) Activation (Min. Veh. Speed)" threshold.

Primary Ignition Idle Limit (Min) Activation (Min. Veh. Speed) -> When vehicle speed is greater than this value, the "Primary Ignition Idle Limit (Min)" table is enabled.

Primary Ignition Idle Map Switching (Veh. Speed Threshold) -> This is the vehicle speed threshold used to determine the switching between multiple primary ignition idle tables.

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

Primary Open Loop Fueling (Base) -> This is the desired base primary fueling in open loop. When the Dynamic Advance Multiplier (DAM) is less than 1.0, the final desired primary fueling will also be impacted by the "Primary Open Loop Fueling (Dynamic Enrichment)(DAM)" table or the "Primary Open Loop Fueling (Base) Adder..." tables (depending on ECU). The activation of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. For ECUs that do not have "Primary Open Loop Fueling (Base) Adder..." tables, calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Dynamic Enrichment table eq ratio * (1.0 - current DAM))). For lambda units, use 1 for 14.7 in the above equation. For those ECUs that have the Adder tables, calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table)). WARNING: For DIT ECUs, see the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

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

Primary Open Loop Fueling (Base) Adder 1 Correction (DAM) -> This multiplier is applied to the "Primary Open Loop Fueling (Base) Adder 1 (Dynamic Enrichment)" table to determine the final (Base) Adder 1 value.

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

Primary Open Loop Fueling (Base) Adder 2 Correction (DAM) -> This multiplier is applied to the "Primary Open Loop Fueling (Base) Adder 2 (Dynamic Enrichment)" table to determine the final (Base) Adder 2 value.

Primary Open Loop Fueling (Base) Adder 3 -> This value, with the activation math determined by the "Primary Open Loop Fueling (Base) Adder 3 Activation (Ign. Timing Base vs. Final Variance)" table applied, is added to the other "Primary Open Loop Fueling (Base) Adder..." tables (final values) and then applied to the active "Primary Open Loop Fueling (Base)..." table to determine the final primary open loop fueling. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Adder 1 table eq ratio * Adder 1 Correction table) + (Adder 2 table eq ratio * Adder 2 correction table) + (Adder 3 table eq ratio with activation applied)). For lambda units, use 1 for 14.7 in the above equation. WARNING: See the "Closed Loop Fueling Target Final (Alternate)(Aggressive Start 2)(Primary OL Fuel Compare)" table description which describes a scenario that can cause much leaner open loop fueling than desired.

Primary Open Loop Fueling (Base) Adder 3 Activation (Ign. Timing Base vs. Final Variance) -> This table is involved in the calculation of a multiplier that is applied to the "Primary Open Loop Fueling (Base) Adder 3" table to determine the final (Base) Adder 3 value. This calculation involves an ign. timing "variance" value that is calculated as ("base" timing - "final" timing) where "base" is ("Primary Ignition" + "Dynamic Advance Final") and final is ("Ignition Timing" - Ignition Timing Comp Per Cylinder). When the table value is 10 degrees or when the ign. timing variance is negative (base < final -> more post-base positive ign. comps), Adder 3 is set to 0 (multiplier = 0 -> Adder 3 is inactive). When the table value is between 0 and less than 10 degrees AND the ign. timing variance is positive (base >= final -> more post-base negative ign. comps), the multiplier will be determined as (ign. timing variance - table value) / 10 (limited to a range of 0 to 1). Note: the final ign. timing variance used in this calculation lags behind the current variance as the ECU always slowly ramps towards the current value.

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

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

Primary Open Loop Fueling (Dynamic Enrichment)(DAM) -> This table is an adder to the "Primary Open Loop Fueling (Base)" value when the Dynamic Advance Multiplier (DAM) is less than 1.0. The activation/application of primary open loop fueling is dependent on the threshold determined by the "Primary Open Loop Fueling Min. Activation" table and the tables in the "Closed/Open Loop Transition (Primary Fuel Activate)" group. Calculate the final primary open loop fueling as follows (in AFR): 14.7 / ((14.7 / Base AFR) + (Dynamic Enrichment table eq ratio * (1.0 - current DAM))). For lambda units, use 1 for 14.7 in the above equation.

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

Primary Open Loop Fueling (High Detonation) DAM Threshold -> When the DAM drops below this table's value, the "Primary Open Loop Fueling (High Detonation)" table will be used. When the DAM is greater than or equal to this value, the "Primary Open Loop Fueling" table will be used.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate) Max. Steps -> This value is the maximum steps that, along with the "Primary Open Loop Fueling Min. Enrichment Threshold (CL to OL Intermediate)" enrichment value, determine the intermediate enrichment before the normal primary enrichment is used when transitioning from closed loop to open loop. When the transition from closed loop to open loop occurs, a counter, starting at zero, is incremented. At zero (if maximum step value is also not zero), the intermediate enrichment value is used. When the counter reaches the maximum value, the primary enrichment is used and the intermediate sequence ends. If the counter is greater than zero and less than the maximum step value, the counter and the maximum value are used to determine the ratio of intermediate to primary enrichment. For example, if the counter is 1 and the maximum value is 2, then the additional enrichment on top of the intermediate enrichment will be one-half of the difference between the primary enrichment and the intermediate value. If the counter is 2 and the maximum value is 3, then the ratio would be two-thirds. To disable the intermediate enrichment behavior, set the maximum steps to zero.

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

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

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

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

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

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

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

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

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

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

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

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

Radiator Fan Mode Switching Determination -> This is the primary control of the #1 and #2 radiator fans based on the VSS Mode ("Radiator Fan Veh. Speed Modes..." tables), ECT Mode ("Radiator Fan Coolant Temp. Modes..." tables), whether the A/C is on or off (A/C Status "ON" or "OFF") and potentially other states (depending on model). Note: The ECU may override this behavior in specific conditions.

Radiator Fan Veh. Speed Modes -> This table's values are vehicle speed thresholds, which, along with the "Radiator Fan Coolant Temp. Modes..." table(s) and the "Radiator Fan Mode Switching Determination" table, determine the #1 and #2 radiator fan operation. The values represent vehicle speed thresholds which determine the "VSS Mode" as well the hysteresis for each mode. Generally, higher threshold values in this table will result in a greater likelihood of the radiator fan(s) coming on based on vehicle speed.

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

Requested Torque (1st Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (2nd Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (3rd Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (4th Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (5th Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (6th Gear) -> This table determines the requested torque value based on accelerator pedal position and RPM and the given estimated gear position. This value is used primarily as an input to determine the target throttle plate position as well as the boost control system to determine the boost target. Note: The current gear used for requested torque table switching ("Gear Position ESTIMATED Req Torque" monitor) is estimated from engine speed and vehicle speed and may not represent the actual gear when the vehicle is stationary and/or clutch is disengaged. When the ECU determines that the gear has changed, it will first use the "Gear Transition" table very briefly before switching the new gear's requested torque table.

Requested Torque (Gear Transition) -> This table determines the requested torque value based on accelerator pedal position and RPM when a gear transition has occurred. The ECU will use this table very briefly when it determines that the current estimated gear is different from the previous estimated gear. Note: The "Gear Position ESTIMATED Req Torque" monitor will show a "0" when this table is active, however, because it is only active over a very short period of time, you may only "catch" the "0" in a log on occasion even though the table is being used each time.

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

Requested Torque (Intelligent) A -> This table determines the requested torque value based on accelerator pedal position and RPM in Intelligent SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (Intelligent) B -> This table determines the requested torque value based on accelerator pedal position and RPM in Intelligent SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (Sport#) -> This table determines the requested torque value based on accelerator pedal position and RPM in Sport # SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (Sport#) A -> This table determines the requested torque value based on accelerator pedal position and RPM in Sport # SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (Sport#) B -> This table determines the requested torque value based on accelerator pedal position and RPM in Sport # SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

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

Requested Torque (Sport) A -> This table determines the requested torque value based on accelerator pedal position and RPM in Sport SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (Sport) B -> This table determines the requested torque value based on accelerator pedal position and RPM in Sport SI-DRIVE mode. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (X-Mode) A -> This table determines the requested torque value based on accelerator pedal position and RPM when X-Mode is active. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque (X-Mode) B -> This table determines the requested torque value based on accelerator pedal position and RPM when X-Mode is active. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 1 (TC Lockup Full) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 1 (TC Lockup None/Partial) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 2 (TC Lockup Full) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 2 (TC Lockup None/Partial) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 3 (TC Lockup Full) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 3 (TC Lockup None/Partial) -> This table determines the requested torque value based on accelerator pedal position and RPM. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 4 (TC Lockup Full)(X-Mode) -> This table determines the requested torque value based on accelerator pedal position and RPM when X-Mode is active. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

Requested Torque 4 (TC Lockup None/Partial)(X-Mode) -> This table determines the requested torque value based on accelerator pedal position and RPM when X-Mode is active. This value is used primarily as an input to the "Target Throttle Angles..." table(s) to determine the target throttle plate position as well as the boost control system to determine the boost target.

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

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

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

Requested Torque Limit (Max)(Accelerator Position Delta) A -> Requested torque is limited by this table based on a disabled accelerator position delta and RPM.

Requested Torque Limit (Max)(Accelerator Position Delta) A1 -> Requested torque is limited by this table based on a disabled accelerator position delta and RPM.

Requested Torque Limit (Max)(Accelerator Position Delta) A2 -> Requested torque is limited by this table based on a disabled accelerator position delta and RPM.

Requested Torque Limit (Max)(Accelerator Position Delta) B -> Requested torque is limited by this table which is active related to an accelerator position delta calculation.

Requested Torque Limit (Max)(DAM) -> Requested torque is limited by this table based on DAM and RPM.

Requested Torque Limit (Max)(Intake Temp) -> Requested torque is limited by this table based on intake temperature and RPM.

Requested Torque Limit (Max)(Intelligent)(RPM) -> Requested torque is limited by this table based on RPM in Intelligent SI-DRIVE mode.

Requested Torque Limit (Max)(Oil Temp) -> Requested torque is limited by this table based on oil temperature and RPM.

Requested Torque Limit (Max)(Per Gear) -> Requested torque is limited by this table based on the current estimated gear. For DIT ECUs, a gear value of 0 is neutral and a gear value of 7 is not used when gear estimation is functional.

Requested Torque Limit (Max)(RPM/Per Gear) A -> Requested torque is limited by this table based on RPM and the current estimated gear.

Requested Torque Limit (Max)(RPM/Per Gear) B -> Requested torque is limited by this table based on RPM and the current estimated gear.

Requested Torque Limit (Max)(Sport#)(RPM/Per Gear) -> Requested torque is limited by this table based on RPM and the current estimated gear in Sport # SI-DRIVE mode.

Requested Torque Limit (Max)(Sport)(RPM/Per Gear) -> Requested torque is limited by this table based on RPM and the current estimated gear in Sport SI-DRIVE mode.

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

Rev Limit (Fuel Cut) -> These are the RPM thresholds for rev limit fuel cut determination. When RPM is greater than or equal to the first value, the rev limit fuel cut is enabled. When RPM drops below the second value when the rev limit fuel cut is active, fueling will resume. For EJ 2.5L ECUs, fueling will only resume if boost does not exceed the "Rev Limit (Fuel Cut) Fuel Resume (Max. Boost)" threshold.

Rev Limit (Fuel Cut) Fuel Resume (Max. Boost) -> When the rev limit fuel cut is enabled and RPM drops below the threshold necessary to resume fuel, fueling will not resume until boost also drops below this table's threshold.

Rev Limit (Fuel Cut) Fuel Resume/Mode Deactivation (Max. Boost) -> When the rev limit fuel cut is enabled and RPM drops below the threshold necessary to resume fuel, fueling will not resume until boost also drops below this table's threshold. Additionally, when RPM drops below the "Rev Limit Mode Off" threshold when rev limit mode is On, rev limit mode will remain On until boost also drops below this table's threshold.

Rev Limit (Fuel Cut) Ignition Timing Retard -> This value is the compensation to ignition timing when the rev limiter is engaged.

Rev Limit (Fuel Cut) Low to High Veh. Speed Threshold -> When vehicle speed is above this threshold, the "...(Veh. Speed High)" versions of the "Rev Limit (Fuel Cut)..." tables will be used. When vehicle speed is below this threshold, the "...(Veh. Speed Low)" versions will be used. Note: The "Throttle Cut" behavior of the rev limit tables is not governed by the Low/High speed switching.

Rev Limit (Fuel Cut) Off (Veh. Speed High) and (Throttle Cut) Moderate On -> This is the RPM threshold below which fueling will resume after a rev limit fuel cut when vehicle speed is greater than the "...Low to High Veh. Speed Threshold" threshold. Additionally, when this RPM threshold is exceeded, target throttle will be limited to a "Throttle Cut Moderate" maximum when "Rev Limit Mode On" is also exceeded (i.e. rev limit mode active) regardless of the Low/High Veh. Speed state. This "Throttle Cut Moderate" mode will then only exit when rev limit mode is no longer active or, if still active, move to "Default - Low" limits when RPM drops below the "Rev Limit Mode On" table (dropping below the "Rev Limit Mode Off" table would disable rev limit mode and the throttle cut entirely).

Rev Limit (Fuel Cut) Off (Veh. Speed Low) -> This is the RPM threshold below which fueling will resume after a rev limit fuel cut when vehicle speed is less than the "...Low to High Veh. Speed Threshold" threshold.

Rev Limit (Fuel Cut) On (Veh. Speed High) and (Throttle Cut) High On -> When RPM exceeds this rev limit fuel cut threshold, vehicle speed is greater than the "...Low to High Veh. Speed Threshold" threshold, and RPM exceeds the "Rev Limit Mode On" table (i.e. rev limit mode active), the rev limit fuel cut will be active. Additionally, when RPM exceeds this rev limit fuel cut threshold and RPM exceeds the "Rev Limit Mode On" table, target throttle will be limited to a "Throttle Cut High" maximum. This "Throttle Cut High" mode will then only exit when rev limit mode is no longer active or, if still active, move to "Moderate" or "Default - Low" limits (depending on other tables) when RPM drops below the "Rev Limit (Fuel Cut) Off (Veh. Speed High) and (Throttle Cut) Moderate On" table.

Rev Limit (Fuel Cut) On (Veh. Speed Low) -> When RPM exceeds this rev limit fuel cut threshold, vehicle speed is less than the "...Low to High Veh. Speed Threshold" threshold, and RPM exceeds the "Rev Limit Mode On" table, the rev limit fuel cut will be active.

Rev Limit Mode Off -> When the rev limit mode is active and RPM drops below this value and boost is less than the "Rev Limit (Fuel Cut) Fuel Resume/Mode Deactivation (Max. Boost)" threshold, rev limit mode is deactivated.

Rev Limit Mode On -> When RPM is greater than this value, the rev limit mode is activated. When the rev limit mode is active and the rev limit fuel cut RPM threshold is exceeded, a fuel cut will result. Additionally, when rev limit mode is active, target throttle will be limited to a maximum value determined by the throttle cut mode ("High", "Moderate" or "Default - Low").

Rev Limit Mode On/Off -> When RPM is greater than the first value, the rev limit mode is activated. When the rev limit mode is active and the rev limit fuel cut RPM threshold is exceeded, a fuel cut will result. Additionally, when rev limit mode is active, target throttle will be limited to a maximum value determined by the throttle cut mode ("High", "Moderate" or "Default - Low"). When the rev limit mode is active and RPM drops below the second value and boost is less than the "Rev Limit (Fuel Cut) Fuel Resume/Mode Deactivation (Max. Boost)" threshold, rev limit mode is deactivated.

SI-DRIVE Intelligent to Sport Mode Override (Min. Accelerator) -> When accelerator position is greater than or equal to this value over the "...(Min. Accelerator Hold)" delay period (continuously), the ECU will automatically switch to Sport SI-DRIVE mode when in Intelligent mode.

SI-DRIVE Intelligent to Sport Mode Override Delay (Min. Accelerator Hold) -> This is the minimum delay period over which the min. accelerator position must be held in order for the automatic switching from Intelligent to Sport SI-DRIVE mode to take place.

Speed Limits (Fuel Cut) Disable -> When vehicle speed drops below or to this value, the speed limit fuel cut is disabled.

Speed Limits (Fuel Cut) Enable -> When vehicle speed is greater than this value, the speed limits fuel cut is enabled.

Speed Limits (Fuel Cut) Fuel Resume (Max. Boost) -> After the speed limit fuel cut is enabled and vehicle speed drops below the disable speed, fueling will not resume until boost also drops below this table's value.

Speed Limits (Fuel Cut) Fuel Resume/Mode Deactivation (Max. Boost) -> When the speed limits primary fuel cut is enabled and vehicle speed drops below the threshold necessary to resume fuel, fueling will not resume until boost also drops below this table's threshold. This threshold is also applied in the same way for the speed limits Mode deactivation.

Speed Limits (Fuel Cut) Min. RPM -> When the vehicle speed limits are exceeded and RPM is greater than or equal to this value, fuel cut will be enabled, otherwise fuel cut will be disabled.

Speed Limits (Fuel Cut) Mode Min. RPM -> The speed limits mode is activated when vehicle speed exceeds the "Speed Limits (Fuel Cut) Mode On" table and RPM exceeds the value in this table.

Speed Limits (Fuel Cut) Mode Off (Hysteresis) -> When vehicle speed drops below the "Speed Limits (Fuel Cut) Mode On" table less this hysteresis (Mode On - Mode Off hysteresis) when the speed limits mode is active, the mode becomes inactive and fueling will resume if a speed limits fuel cut is active.

Speed Limits (Fuel Cut) Mode On -> When vehicle speed is greater than this value and RPM is greater than the "Speed Limits (Fuel Cut) Mode Min. RPM" table, the speed limits mode is activated. When the speed limits mode is active and the "Speed Limits (Fuel Cut) On" table is exceeded, a fuel cut will result.

Speed Limits (Fuel Cut) Off (Hysteresis) -> When vehicle speed drops below the "Speed Limits (Fuel Cut) On" table less this hysteresis (On - Off hysteresis) when the speed limit fuel cut is active, fueling will resume.

Speed Limits (Fuel Cut) On -> When vehicle speed is greater than this value, the speed limits fuel cut is potentially enabled. The speed limit mode must also be active which is dictated by the "Speed Limits (Fuel Cut) Mode On" and "Speed Limits (Fuel Cut) Mode Min. RPM" tables being exceeded.

Speed Limits (Fuel Cut)(ON AT,ON MT,OFF AT,OFF MT) -> This table's values represent the vehicle speeds at which the speed limits fuel cut is enabled or disabled based on transmission.

Speed Limits (Throttle Reduction) -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed. A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction) A -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed. A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction) B -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed. A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction) Min. RPM -> This is the minimum RPM for the "Speed Limits (Throttle Reduction)" table(s) to be active. If RPM drops below this value, no throttle reduction based on speed limits will take place.

Speed Limits (Throttle Reduction) Min. RPM A -> This is the minimum RPM for the "Speed Limits (Throttle Reduction)..." table(s) to be active. If RPM drops below this value, no throttle reduction based on speed limits will take place.

Speed Limits (Throttle Reduction) Min. RPM B -> This is the minimum RPM for the "Speed Limits (Throttle Reduction)..." table(s) to be active. If RPM drops below this value, no throttle reduction based on speed limits will take place.

Speed Limits (Throttle Reduction)(Intelligent) -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Intelligent SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Intelligent) A -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Intelligent SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Intelligent) B -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Intelligent SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Req Torque Mode 1/2) A -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Sport or Sport # SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Req Torque Mode 1/2) B -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Sport or Sport # SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Req Torque Mode 3) A -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Intelligent SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Req Torque Mode 3) B -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Intelligent SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Sport/Sport#) A -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Sport or Sport # SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Throttle Reduction)(Sport/Sport#) B -> This is the percentage of throttle reduction for the speed limiter based on vehicle speed (in Sport or Sport # SI-DRIVE mode). A value of 0% means no throttle reduction. Engine speed must also exceed the "Speed Limits (Throttle Reduction) Min. RPM..." table(s) for the throttle reduction to take place. Note: For some ECUs, the throttle reduction percentage is read-only (cannot be modified). In this case, modify the vehicle speed axis values to tune the limiter.

Speed Limits (Wastegate Duty Cycle Reduction) -> These are the vehicle speeds above which the wastegate duty cycle will be progressively reduced (Highest reduction above the first value and no reduction below the 3rd value).

SSM Idle Speed Target Adjust Max. Allowed Correction (A/C Off) -> This is the maximum allowed idle speed correction when using the idle adjust function through the SSM tool when the A/C is off.

SSM Idle Speed Target Adjust Max. Allowed Correction (A/C On) -> This is the maximum allowed idle speed correction when using the idle adjust function through the SSM tool when the A/C is on.

SSM Idle Speed Target Adjust Min. Allowed Correction (A/C Off) -> This is the minimum allowed idle speed correction when using the idle adjust function through the SSM tool when the A/C is off.

SSM Idle Speed Target Adjust Min. Allowed Correction (A/C On) -> This is the minimum allowed idle speed correction when using the idle adjust function through the SSM tool when the A/C is on.

Stratified Ignition (Warm-up) Base (Idle) A -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) A Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) A1 -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) A1 Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) A2 -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) A2 Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B1 -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B1 Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B2 -> This is the base level of ignition timing in idle mode when stratified warm-up mode is active.

Stratified Ignition (Warm-up) Base (Idle) B2 Adder (Engine Run Time) -> This is the adder to the corresponding stratified base timing in idle mode when stratified warm-up mode is active.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Target Throttle Limit (Max) Rev/Boost Limits Mode On (Throttle Cut Default - Low) -> When the rev limit mode is active (see "Rev Limit Mode On" table) or boost limit mode is active (see "Boost Limits Base Adder (Mode On)" table), the final target throttle angle (raw) will be limited to a maximum of this table's value when selected throttle cut is "Default - Low". The "Default - Low" throttle cut is the designated throttle cut if neither the "Moderate" or "High" throttle cuts are active. Note: The throttle cut will not be seen in the "Target Throttle Angle" monitor as it is applied after this monitor is determined. Instead, the throttle cut can be seen via the actual throttle position ("Throttle Position" monitor).

Target Throttle Limit (Max) Rev/Boost Limits Mode On (Throttle Cut High) -> When the rev limit mode is active (see "Rev Limit Mode On" table) or boost limit mode is active (see "Boost Limits Base Adder (Mode On)" table), the final target throttle angle (raw) will be limited to a maximum of this table's value when selected throttle cut is "High". The "High" throttle cut is determined by the "Boost Limits Mode On (Throttle Cut) High On" table or the "Rev Limit (Fuel Cut) On (Veh. Speed High) and (Throttle Cut) High On" table. Note: The throttle cut will not be seen in the "Target Throttle Angle" monitor as it is applied after this monitor is determined. Instead, the throttle cut can be seen via the actual throttle position ("Throttle Position" monitor).

Target Throttle Limit (Max) Rev/Boost Limits Mode On (Throttle Cut Moderate) -> When the rev limit mode is active (see "Rev Limit Mode On" table) or boost limit mode is active (see "Boost Limits Base Adder (Mode On)" table), the final target throttle angle (raw) will be limited to a maximum of this table's value when selected throttle cut is "Moderate". The "Moderate" throttle cut is determined by the "Boost Limits Mode On (Throttle Cut) Moderate On" table or the "Rev Limit (Fuel Cut) Off (Veh. Speed High) and (Throttle Cut) Moderate On" table. Note: The throttle cut will not be seen in the "Target Throttle Angle" monitor as it is applied after this monitor is determined. Instead, the throttle cut can be seen via the actual throttle position ("Throttle Position" monitor).

TGV Switching Airflow Thresholds (Close Below/Open Above) -> When airflow is greater than or equal to the second value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met. When airflow is less than the first value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Airflow Thresholds (Open Above/Close Below) -> When airflow is greater than or equal to the first value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met. When airflow is less than the second value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Coolant Temp Threshold (Open Below) -> When coolant temp is less than this value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Coolant Temp Threshold (Open Below) A -> When coolant temp is less than this value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Coolant Temp Threshold (Open Below) B -> When coolant temp is less than this value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Coolant Temp Thresholds (Open Below/Close Above) -> When coolant temp is less than the first value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met. When coolant temp is greater than or equal to the second value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Delay (Open to Close) -> This is a counter threshold representing a delay over which if all of the TGV open thresholds are continuously NOT met (with values below the Low value where applicable), this will potentially trigger a change from an open to closed state.

TGV Switching Delay (Open to Close)(Secondary Conditions) -> This is a secondary delay over which additional conditions must be satisfied continuously over the delay period after the primary delay is satisfied (and continues to be satisfied). If both delay periods are met, the switch from an open to closed state will potentially occur.

TGV Switching Intake Temp Threshold (Open Below) -> When intake temp is less than this value, the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Map Ratio Step Value (Close to Open) -> This step value is added to the TGV Map Ratio when open TGVs are called for. The TGV Map Ratio is limited to a min of 0 and max of 1, and determines whether a given TGVs closed or TGVs open map (or a blending of each) is used. This ratio is applied as follows: final result = (TGVs open map * TGV Map Ratio) + (TGVs closed map * (1.0 - TGV Map Ratio). Increasing this value, will result in quicker ramping to the TGVs open maps, when the open TGVs are called for.

TGV Switching Map Ratio Step Value (Open to Close) -> This step value is added to the TGV Map Ratio when closed TGVs are called for. The TGV Map Ratio is limited to a min of 0 and max of 1, and determines whether a given TGVs closed or TGVs open map (or a blending of each) is used. This ratio is applied as follows: final result = (TGVs open map * TGV Map Ratio) + (TGVs closed map * (1.0 - TGV Map Ratio). Decreasing this value (more negative direction), will result in quicker ramping to the TGVs closed maps, when the closed TGVs are called for.

TGV Switching Requested Torque Threshold (Close Below) -> When requested torque is less than this value, the TGVs will potentially switch from an open to a closed state (if no other TGV open conditions are met).

TGV Switching Requested Torque Threshold (High)(Open Above) -> When requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above) A -> When requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above) B -> When requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above) C -> When requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above)(Intelligent) -> In Intelligent SI-DRIVE mode, when requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above)(Sport#) -> In Sport # SI-DRIVE mode, when requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (High)(Open Above)(Sport) -> In Sport SI-DRIVE mode, when requested torque is greater than or equal to this value (and also the Low value), the TGVs will potentially open. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Requested Torque Threshold (Low)(Close Below) -> When requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below) A -> When requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below) B -> When requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below) C -> When requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below)(Intelligent) -> In Intelligent SI-DRIVE mode, when requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below)(Sport#) -> In Sport # SI-DRIVE mode, when requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Low)(Close Below)(Sport) -> In Sport SI-DRIVE mode, when requested torque is less than this value, the TGVs will potentially close (if no other TGV open conditions are met over a continuous delay period).

TGV Switching Requested Torque Threshold (Open Above) -> When requested torque is greater than or equal to this value, the TGVs will potentially switch from a closed to open state. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Target Throttle Angle Threshold (Close Below) -> When the final target throttle angle (raw) is less than this value, the TGVs will potentially switch from an open to a closed state (if no other TGV open conditions are met).

TGV Switching Target Throttle Angle Threshold (Intelligent)(Close Below) -> When the final target throttle angle (raw) is less than this value, the TGVs will potentially switch from an open to a closed state (if no other TGV open conditions are met).

TGV Switching Target Throttle Angle Threshold (Intelligent)(Open Above) -> When the final target throttle angle (raw) is greater than or equal to this value, the TGVs will potentially switch from a closed to open state. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Target Throttle Angle Threshold (Open Above) -> When the final target throttle angle (raw) is greater than or equal to this value, the TGVs will potentially switch from a closed to open state. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Target Throttle Angle Threshold (Sport#)(Close Below) -> When the final target throttle angle (raw) is less than this value, the TGVs will potentially switch from an open to a closed state (if no other TGV open conditions are met).

TGV Switching Target Throttle Angle Threshold (Sport#)(Open Above) -> When the final target throttle angle (raw) is greater than or equal to this value, the TGVs will potentially switch from a closed to open state. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

TGV Switching Target Throttle Angle Threshold (Sport)(Close Below) -> When the final target throttle angle (raw) is less than this value, the TGVs will potentially switch from an open to a closed state (if no other TGV open conditions are met).

TGV Switching Target Throttle Angle Threshold (Sport)(Open Above) -> When the final target throttle angle (raw) is greater than or equal to this value, the TGVs will potentially switch from a closed to open state. If this threshold is not met, the TGVs can still open if one of the other table threshold requirements is met.

Tip-in Enrichment -> This table's values represent additional injector pulse width during throttle tip-in. This enrichment is dependent on the tip-in enrichment activation and duration tables. The final enrichment can also be impacted by the tip-in enrichment compensation tables.

Tip-in Enrichment A -> This table's values represent additional injector pulse width during throttle tip-in. This enrichment is dependent on the tip-in enrichment activation and duration tables. The final enrichment can also be impacted by the tip-in enrichment compensation tables.

Tip-in Enrichment Activation (Min. Tip-in Pulse Width) -> This value is the minimum calculated tip-in enrichment (post-compensations) for active tip-in enrichment. When calculated tip-in enrichment is greater than this value, tip-in enrichment will potentially be enabled (dependent on other activation/duration thresholds). When calculated tip-in enrichment is less than or equal to this value, tip-in enrichment is disabled regardless.

Tip-in Enrichment Activation (Min. TPS Delta) -> This value is the minimum TPS delta for active tip-in enrichment. When the TPS delta is greater than this value, tip-in enrichment will potentially be enabled (dependent on other activation/duration thresholds). When the TPS delta is less than or equal to this value, tip-in enrichment is disabled regardless.

Tip-in Enrichment B -> This table's values represent additional injector pulse width during throttle tip-in. This enrichment is dependent on the tip-in enrichment activation and duration tables. The final enrichment can also be impacted by the tip-in enrichment compensation tables.

Tip-in Enrichment Compensation (Boost Error) -> This is the compensation to the tip-in enrichment based on boost error (boost target - actual boost).

Tip-in Enrichment Compensation (Coolant Temp) -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (Coolant Temp) A -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (Coolant Temp) Alternate A -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (Coolant Temp) Alternate B -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (Coolant Temp) Alternate B Activation -> This value is the minimum TPS delta for the "Tip-in Enrichment Compensation (Coolant Temp) Alternate B" table to potentially be active.

Tip-in Enrichment Compensation (Coolant Temp) B -> This is the compensation to the tip-in enrichment based on coolant temperature and is only potentially active if the "Tip-in Enrichment Compensation (Coolant Temp) B Activation" threshold is met.

Tip-in Enrichment Compensation (Coolant Temp) B Activation -> This value is the minimum TPS delta for the "Tip-in Enrichment Compensation (Coolant Temp) B Activation" table to be active.

Tip-in Enrichment Compensation (Coolant Temp) Primary A -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (Coolant Temp) Primary B -> This is the compensation to the tip-in enrichment based on coolant temperature.

Tip-in Enrichment Compensation (RPM) -> This is the compensation to the tip-in enrichment based on RPM.

Tip-in Enrichment Duration Applied Counter Reset -> When the period between tip-in enrichment application exceeds the threshold in this table, the applied tip-in enrichment counter is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when the TPS delta is negative. The applied tip-in enrichment counter is compared to the threshold in the "Tip-in Enrichment Duration Disable (Applied Counter Threshold)" for potentially disabling tip-in enrichment.

Tip-in Enrichment Duration Disable (Applied Counter Threshold) -> This value is the threshold to disable tip-in enrichment based on the duration of applied tip-in enrichment while the TPS delta remains continuously positive. When the applied tip-in enrichment counter is greater than or equal to this table's value, tip-in enrichment is disabled. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when the TPS delta is negative or the threshold in the "Tip-in Enrichment Duration Applied Counter Reset" table is exceeded.

Tip-in Enrichment Duration Disable (Applied Counter Threshold) A -> This value is the threshold to disable tip-in enrichment based on the duration of applied tip-in enrichment while the TPS delta remains continuously positive. When the applied tip-in enrichment counter is greater than or equal to this table's value, tip-in enrichment is disabled. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when the TPS delta is negative or the threshold in the "Tip-in Enrichment Duration Applied Counter Reset" table is exceeded.

Tip-in Enrichment Duration Disable (Applied Counter Threshold) B -> This value is the threshold to disable tip-in enrichment based on the duration of applied tip-in enrichment while the TPS delta remains continuously positive. When the applied tip-in enrichment counter is greater than or equal to this table's value, tip-in enrichment is disabled. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when the TPS delta is negative or the threshold in the "Tip-in Enrichment Duration Applied Counter Reset" table is exceeded.

Tip-in Enrichment Duration Disable (TPS Delta Cumulative Threshold) -> This value is the threshold to disable tip-in enrichment based on the accumulated TPS delta while tip-in enrichment is applied and while the TPS delta remains continuously positive. When the TPS delta cumulative value is greater than or equal to this table's value, tip-in enrichment is disabled. When tip-in enrichment is applied, the current TPS delta is added to the TPS delta cumulative value. The TPS delta cumulative value is cleared when the TPS delta is negative or when the last applied counter threshold exceeds the "Tip-in Enrichment Duration TPS Delta Cumulative Reset" threshold.

Tip-in Enrichment Duration Disable (TPS Delta Cumulative Threshold) A -> This value is the threshold to disable tip-in enrichment based on the accumulated TPS delta while tip-in enrichment is applied and while the TPS delta remains continuously positive. When the TPS delta cumulative value is greater than or equal to this table's value, tip-in enrichment is disabled. When tip-in enrichment is applied, the current TPS delta is added to the TPS delta cumulative value. The TPS delta cumulative value is cleared when the TPS delta is negative or when the last applied counter threshold exceeds the "Tip-in Enrichment Duration TPS Delta Cumulative Reset" threshold.

Tip-in Enrichment Duration Disable (TPS Delta Cumulative Threshold) B -> This value is the threshold to disable tip-in enrichment based on the accumulated TPS delta while tip-in enrichment is applied and while the TPS delta remains continuously positive. When the TPS delta cumulative value is greater than or equal to this table's value, tip-in enrichment is disabled. When tip-in enrichment is applied, the current TPS delta is added to the TPS delta cumulative value. The TPS delta cumulative value is cleared when the TPS delta is negative or when the last applied counter threshold exceeds the "Tip-in Enrichment Duration TPS Delta Cumulative Reset" threshold.

Tip-in Enrichment Duration TPS Delta Cumulative Reset -> When the period between tip-in enrichment application exceeds the threshold in this table, the TPS delta cumulative value is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. When tip-in enrichment is applied, the current TPS delta is added to the TPS delta cumulative value. The TPS delta cumulative value is cleared when the TPS delta is negative. The TPS delta cumulative value is compared to the "Tip-in Enrichment Duration Disable (TPS Delta Cumulative Threshold)" for potentially disabling tip-in enrichment.

TPS-Related Fuel Adder (High) -> This is the TPS-related fuel adder when coolant temperature is greater than the High value of the "...Switch (Coolant Temp)" table. Thresholds for TPS, coolant temperature, load, and engine run time must also be met.

TPS-Related Fuel Adder (High/Low) Switch (Coolant Temp) -> When coolant temperature is less than or equal to the second value, the "TPS-Related Fuel Adder (Low)" is used. When coolant temperature is greater than the first value, the "TPS-Related Fuel Adder (High)" is used.

TPS-Related Fuel Adder (Low) -> This is the TPS-related fuel adder when coolant temperature is less than or equal to the Low value of the "...Switch (Coolant Temp)" table. Thresholds for TPS, coolant temperature, load, and engine run time must also be met.

TPS-Related Fuel Adder (Low/High) Switch (Coolant Temp) -> When coolant temperature is less than or equal to the first value, the "TPS-Related Fuel Adder (Low)" is used. When coolant temperature is greater than the second value, the "TPS-Related Fuel Adder (High)" is used.

TPS-Related Fuel Adder Activation (Min. Coolant Temp) -> When the coolant temperature is less than or equal to the "Disable Below" value, the TPS-related fuel adder is disabled. When coolant temp is greater than the "Enable Above" value, the TPS-related fuel adder is potentially enabled. Other thresholds for TPS, load and engine run time must also be met.

TPS-Related Fuel Adder Activation (Min. Load) -> When load is less than or equal to this table's value, the TPS-related fuel adder will be disabled (potentially with a delay if already active). When the load is greater than this table's value, the TPS-related fuel adder will potentially be enabled. Other thresholds for coolant temperature, TPS, engine run time must also be met.

TPS-Related Fuel Adder Activation (Min. Run Time) -> When the engine run time is less than this value, the TPS-related fuel adder is disabled. When engine run time is greater than or equal to this value, the TPS-related fuel adder is potentially enabled. Other thresholds for coolant temperature, load and engine run time must also be met.

TPS-Related Fuel Adder Activation (Min. TPS Target Delta) -> This is the minimum TPS target delta (TPS - target throttle angle) to potentially enable the TPS-related fuel adder. Other thresholds for coolant temperature, load and engine run time must also be met. Note: if TPS is less than the target throttle angle, the TPS target delta is limited to a minimum of zero.

TPS-Related Fuel Adder Activation (Min. TPS Target Delta) Hysteresis -> When the TPS target delta (TPS - target throttle angle) is less than or equal to this value, the TPS-related fuel adder will be disabled. When the TPS target delta is greater than this value but less that the "TPS-Related Fuel Adder Activation (Min. TPS)" table value, no change related to the TPS-related fuel adder activation will occur (not including thresholds other than TPS involved in activation). Note: if TPS is less than the target throttle angle, the TPS target delta is limited to a minimum of zero.

TPS-Related Fuel Adder Activation (Min. TPS) -> This is the minimum throttle position to potentially enable the TPS-related fuel adder. Other thresholds for coolant temperature, load and engine run time must also be met.

TPS-Related Fuel Adder Activation (Min. TPS) Hysteresis -> When throttle position is less than or equal to this value, the TPS-related fuel adder will be disabled. When throttle position is greater than this value but less than the "TPS-Related Fuel Adder Activation (Min. TPS)" table value, no change related to the TPS-related fuel adder activation will occur (not including thresholds other than TPS involved in activation).

TPS-Related Fuel Adder No-Delay Disable (Load Threshold Not Met) -> When the load threshold, as determined by the "TPS-Related Fuel Adder Activation (Min. Load)" table, is not met and the TPS-related fuel adder is already active, this value determines the maximum coolant temperature threshold to enable deactivation of the TPS-related fuel adder without delay. If coolant temp is less than or equal to this value, the TPS-related fuel adder will continue to be active over a short period.

Turbo Dynamics Burst -> This is the absolute correction to wastegate duty based on boost error (boost target - actual boost) when boost error swings rapidly from negative to positive or vice versa as determined by the "Turbo Dynamics Burst Activation (Boost Error)(Neg Below/Pos Above)" table thresholds.

Turbo Dynamics Burst Activation (Boost Error)(Neg Below/Pos Above) -> This is the boost error thresholds for activation of turbo dynamics burst correction. When boost error swings very rapidly from below the first value to above the second value, or vice versa, turbo dynamics burst correction is active.

Turbo Dynamics Continuous -> This is the absolute correction to wastegate duty based on boost error (boost target - actual boost) when boost error meets the thresholds defined in the "Turbo Dynamics Continuous Activation (Boost Error)(Active Below/Active Above)" table.

Turbo Dynamics Continuous Activation (Boost Error)(Active Below/Active Above) -> This is the boost error thresholds for activation of turbo dynamics continuous correction. When boost error is less than the first value or is greater than or equal to the second value, turbo dynamics continuous correction is active.

Turbo Dynamics Final Correction Limits (Max/Min) -> This is the maximum and minimum limits of the final turbo dynamics correction.

Turbo Dynamics Integral (WG Position Correction) -> This is the integral component of correction to wastegate position based on boost error and engine speed. This correction can accumulate over a short period of time within the limits defined by the "Turbo Dynamics Integral Cumulative Limits (Min/Max)" table. This correction is active when the applicable thresholds in the Turbo Dynamics -> Activation table group are met and boost control is active.

Turbo Dynamics Integral Activation (Integral vs. Proportional Disparity)(Boost Error) -> This is the boost error thresholds for activation of turbo dynamics integral correction when there is a disparity in the correction between the integral (cumulative) correction and the proportional correction. When the integral (cumulative) correction < 0 and the proportional correction is > 0, then boost error must be greater than the first threshold in this table for integral correction activation (otherwise integral is set to 0). When the integral (cumulative) correction > 0 and the proportional correction < 0, then boost error must be less than the second threshold in this table for integral correction (otherwise integral is set to 0). Note: boost control must also be active in order for turbo dynamics correction to be active.

Turbo Dynamics Integral Cumulative Limits (Max/Min) -> This is the maximum and minimum limits of the accumulated turbo dynamics integral correction.

Turbo Dynamics Integral Cumulative Limits (Min/Max) -> This is the minimum and maximum limits of the accumulated turbo dynamics integral correction.

Turbo Dynamics Integral Negative -> This is the integral component of absolute correction to wastegate duty based on boost error. This correction can accumulate over a short period of time within the limits defined by the "Turbo Dynamics Integral Cumulative Limits (Min/Max)" table. This correction is active when the applicable thresholds in the Turbo Dynamics -> Activation table group are exceeded.

Turbo Dynamics Integral Negative Activation (Max. Boost Error) -> This is the boost error threshold for activation of turbo dynamics integral negative correction. When boost error is less than or equal to this value, turbo dynamics integral negative correction is enabled. When boost error is greater than this value, turbo dynamics integral negative correction is enabled (other activation thresholds must also be met).

Turbo Dynamics Integral Negative Activation (Min. Wastegate Duty Cycle) -> This value is the wastegate duty threshold for activation of turbo dynamics integral negative correction. When wastegate duty is less than or equal to this table's value, turbo dynamics integral negative correction is disabled. When current wastegate duty is greater than this value, turbo dynamics integral negative correction is enabled (other activation thresholds must also be met)

Turbo Dynamics Integral Negative Compensation (Intake Temp) -> This is the relative compensation (based on intake Temp) to the "Turbo Dynamics Integral Negative" map value.

Turbo Dynamics Integral Positive -> This is the integral component of absolute correction to wastegate duty based on boost error. This correction can accumulate over a short period of time within the limits defined by the "Turbo Dynamics Integral Cumulative Limits (Min/Max)" table. This correction is active when the applicable thresholds in the Turbo Dynamics -> Activation table group are exceeded.

Turbo Dynamics Integral Positive Activation (Min. Boost Error) -> This is the boost error threshold for activation of turbo dynamics integral positive correction. When boost error is greater than or equal to this value, turbo dynamics integral positive correction is enabled (other activation thresholds must also be met). When boost error is less than this value, turbo dynamics integral positive correction is disabled.

Turbo Dynamics Integral Positive Activation (Min. Wastegate Duty Cycle) -> This value is the wastegate duty threshold for activation of turbo dynamics integral positive correction. When wastegate duty is less than this table's value, turbo dynamics integral positive correction is disabled. When current wastegate duty is greater than or equal to this value, turbo dynamics integral positive correction is enabled (other activation thresholds must also be met)

Turbo Dynamics Integral Positive Compensation (Intake Temp) -> This is the relative compensation (based on intake Temp) to the "Turbo Dynamics Integral Positive" map value.

Turbo Dynamics Integral/Proportional Activation (Boost Targets Threshold) Off -> When the boost target is less than or equal to this value, turbo dynamics correction is disabled and the integral/proportional corrections are set to zero. When the boost target is greater than (this table's value + On hysteresis), turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Integral/Proportional Activation (Boost Targets Threshold) On (Hysteresis Above Off) -> This is added to the "Turbo Dynamics Integral/Proportional Activation (Boost Targets Threshold) Off" table value to determine a hysteresis range above which turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Integral/Proportional Activation (Min. Boost Targets) -> This is the minimum boost target for potential turbo dynamics correction. When the boost target is less than or equal to the first value, turbo dynamics correction is disabled and the integral/proportional corrections are set to zero. When the boost target is greater than the second value, turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Integral/Proportional Activation (Min. RPM) -> This is the minimum RPM for potential turbo dynamics correction. When RPM is less than or equal to the first value, turbo dynamics correction is disabled and the integral/proportional corrections are set to zero. When RPM is greater than the second value, turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Integral/Proportional Activation (RPM Threshold) Off -> When RPM is less than or equal to this value, turbo dynamics correction is disabled and the integral/proportional corrections are set to zero. When RPM is greater than (this table's value + hysteresis), turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Integral/Proportional Activation (RPM Threshold) On (Hysteresis Above Off) -> This is added to the "Turbo Dynamics Integral/Proportional Activation (RPM Threshold) Off" table value to determine a hysteresis range above which turbo dynamics correction is potentially enabled (other activation thresholds must also be met).

Turbo Dynamics Proportional -> This is the proportional component of absolute correction to wastegate duty based on boost error. This table is active when the applicable thresholds in the Turbo Dynamics -> Activation table group are exceeded.

Turbo Dynamics Proportional (WG Position Correction) -> This is the proportional component of correction to wastegate position based on boost error. This table is active when the applicable thresholds in the Turbo Dynamics -> Activation table group are met and boost control is active.

Turbo Dynamics Proportional Compensation (Intake Temp) -> This is the relative compensation (based on intake Temp) to the "Turbo Dynamics Proportional" map value.

Wall Wetting Comp (Group 1) Base Adder -> This is a base adder that, with its corresponding group 1 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 1 wall wetting compensation. Increasing a value in this table will result in a potentially richer fuel target at the given group 1 delta (MAP or load depending on ECU), as long the current output of any corresponding group 1 correction is not set to zero. Decreasing a value in this table, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Load Delta Deadzone (Abs. Load Delta) -> This determines the dead zone (absolute value) for the load delta calculation for group 1. For example, if the value in this table is 0.01, then the load delta calculation for group 1 will return 0 whenever the actual load delta (current load - previous load) is between -0.01 and 0.01. This has the effect of eliminating the group 1 correction within that range (assuming 0 load delta = 0 adder in group 1 base adder table). The load delta calculation is used as an input to the group 1 base adder table or to determine switching between some of the multiple group 1 correction tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Load Delta Limit (Max/Min) -> The load delta calculation for group 1 will be limited to the max (first value) and min (second value) in this table. The load delta for group 1 is calculated as (current load - previous load) and is used as an input to the group 1 base adder table and to determine switching between the group 1 tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Load-Based Correction (Neg Delta) -> This table's multiplier, based on the load, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 load delta is negative (load is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given load when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Load-Based Correction (Pos Delta) -> This table's multiplier, based on the current load, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 load delta is positive (load is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given load when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) MAP Delta Deadzone (Abs. MAP Delta) -> This determines the dead zone (absolute value) for the manifold absolute pressure (MAP) delta calculation for group 1. For example, if the value in this table is 0.2, then the MAP delta calculation for group 1 will return 0 whenever the actual MAP delta (current MAP - previous MAP) is between -0.2 and 0.2. This has the effect of eliminating the group 1 correction within that range (assuming 0 MAP delta = 0 adder in group 1 base adder table). The MAP delta calculation is used as an input to the group 1 base adder table or to determine switching between some of the multiple group 1 correction tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) MAP Delta Limit (Max/Min) -> The manifold absolute pressure (MAP) delta calculation for group 1 will be limited to the max (first value) and min (second value) in this table. The MAP delta for group 1 is calculated as (current MAP - previous MAP) and is used as an input to the group 1 base adder table and to determine switching between the group 1 tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) MAP-Based Correction (Neg Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 MAP delta is negative (MAP is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given MAP when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) MAP-Based Correction (Pos Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 MAP delta is positive (MAP is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given MAP when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) RPM Correction (Neg Delta)(Neg Tip-in)(Higher RPM) -> This table's multiplier, based on RPM, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 delta (MAP or load depending on ECU) is negative (i.e. is decreasing), tip-in throttle is negative, and RPM is greater than 4000. For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given RPM when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Neg Delta) -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 load delta is negative (load is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Neg Delta) A -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is negative (MAP is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Neg Delta) B -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is negative (MAP is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Pos Delta) -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 load delta is positive (load is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Pos Delta) A -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is positive (MAP is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1) Wall Temp Correction (Pos Delta) B -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is positive (MAP is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1A) Base Adder -> This is a base adder that, with its corresponding group 1 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 1 wall wetting compensation. Increasing a value in this table will result in a potentially richer fuel target at the given group 1 manifold absolute pressure (MAP) delta (current MAP - previous MAP), as long the current output of any corresponding group 1 correction is not set to zero. Decreasing a value in this table, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1A) MAP-Based Correction (Neg Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the "Wall Wetting Comp (Group 1A) Base Adder" table when the group 1 MAP delta is negative (MAP is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given MAP when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1A) MAP-Based Correction (Pos Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the "Wall Wetting Comp (Group 1A) Base Adder" table when the group 1 MAP delta is positive (MAP is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given MAP when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1A) RPM Correction (Neg Delta)(Neg Tip-in)(Higher RPM) -> This table's multiplier, based on RPM, is applied to the "Wall Wetting Comp (Group 1A) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is negative (MAP is decreasing), tip-in throttle is negative, and RPM is greater than 4000. For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given RPM when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1B) RPM Correction (Neg Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 1A) MAP-Based Correction (Neg Delta)" table when the group 1 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 1 base adder result is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given engine speed when the corresponding group 1 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1B) RPM Correction (Pos Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 1A) MAP-Based Correction (Pos Delta)" table when the group 1 smoothed manifold absolute pressure (MAP) delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 1 base adder result is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given engine speed when the corresponding group 1 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1C) Wall Temp Correction (Neg Delta) -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1A) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is negative (MAP is decreasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is -0.2, the adder (eq ratio) for group 1 would be -0.24 (1.2 * -0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 1 adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 1C) Wall Temp Correction (Pos Delta) -> This table's multiplier, based on coolant temperature, is applied to the "Wall Wetting Comp (Group 1A) Base Adder" table when the group 1 manifold absolute pressure (MAP) delta is positive (MAP is increasing). For example, if this table's multiplier is 1.2 and the current group 1 base adder is 0.2, the adder (eq ratio) for group 1 would be 0.24 (1.2 * 0.2). The other correction factors for group 1 are applied in the same way to determine the final adder (eq ratio) for group 1. If the current output for any currently active correction table in group 1 is zero, the final group 1 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature when the corresponding group 1 adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Base Adder (Load Delta Multiplier)(Neg Delta) -> This is a multiplier that, when applied to the group 2 smoothed load delta (current load - group 2 smoothed load), determines the base adder (eq ratio) for group 2 when the group 2 smoothed load delta is negative (current load is less than the group 2 smoothed load). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially leaner fuel target for a given group 2 smoothed load delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Base Adder (Load Delta Multiplier)(Pos Delta) -> This is a multiplier that, when applied to the group 2 smoothed load delta (current load - group 2 smoothed load), determines the base adder (eq ratio) for group 2 when the group 2 smoothed load delta is positive (current load is greater than or equal to group 2 smoothed load). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially richer fuel target for a given group 2 smoothed load delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Neg Delta) -> This is a multiplier that, when applied to the group 2 smoothed manifold absolute pressure (MAP) delta (current MAP - group 2 smoothed MAP), determines the base adder (eq ratio) for group 2 when the group 2 smoothed MAP delta is negative (current MAP is less than the group 2 smoothed MAP). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially leaner fuel target for a given group 2 smoothed MAP delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Pos Delta) -> This is a multiplier that, when applied to the group 2 smoothed manifold absolute pressure (MAP) delta (current MAP - group 2 smoothed MAP), determines the base adder (eq ratio) for group 2 when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the group 2 smoothed MAP). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially richer fuel target for a given group 2 smoothed MAP delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Load Delta Deadzone (Max/Min) -> This determines the dead zone (absolute value) for the load delta calculation for group 2. For example, if the values in this table are 0.2 and -0.2, then the load delta calculation for group 2 will return 0 whenever the actual group 2 delta (current load - group 2 smoothed load) is between -0.2 and 0.2. This has the effect of eliminating the group 2 correction within that range. The load delta calculation is applied to the group 2 base adder table and also determines switching between various group 2 tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Load Delta Smoothing Factor (Neg Delta) -> This value is used as the smoothing factor for the group 2 smoothed load calculation when the current group 2 load delta (current load - group 2 smoothed load) is negative. The group 2 smoothed load is calculated as: previous smoothed group 2 load + (group 2 smoothing factor * (current load - previous smoothed group 2 load). The group 2 load delta is calculated as: (current load - group 2 smoothed load) and is used in the base adder calculation as well as to determine switching of the group 2 tables. Increasing this table's value will put greater emphasis on the current load value in determining the group 2 smoothed MAP. This will have the effect of reducing the absolute group 2 load delta which will, all else equal, reduce the magnitude of the group 2 base adder resulting in a richer fuel target with an active negative group 2 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Load Delta Smoothing Factor (Pos Delta) -> This value is used as the smoothing factor for the group 2 smoothed load calculation when the current group 2 load delta (current load - group 2 smoothed load) is positive. The group 2 smoothed load is calculated as: previous smoothed group 2 load + (group 2 smoothing factor * (current load - previous smoothed group 2 load). The group 2 load delta is calculated as: (current load - group 2 smoothed load) and is used in the base adder calculation as well as to determine switching of the group 2 tables. Increasing this table's value will put greater emphasis on the current load value in determining the group 2 smoothed load. This will have the effect of reducing the absolute group 2 load delta which will, all else equal, reduce the magnitude of the group 2 base adder resulting in a leaner fuel target with an active positive group 2 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) MAP Delta Deadzone (Max/Min) -> This determines the dead zone (absolute value) for the manifold absolute pressure (MAP) delta calculation for group 2. For example, if the values in this table are 0.2 and -0.2, then the MAP delta calculation for group 2 will return 0 whenever the actual group 2 MAP delta (current MAP - group 2 smoothed MAP) is between -0.2 and 0.2. This has the effect of eliminating the group 2 correction within that range. The MAP delta calculation is applied to the group 2 base adder table and also determines switching between various group 2 tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) MAP Delta Smoothing Factor (Neg Delta) -> This value is used as the smoothing factor for the group 2 smoothed manifold absolute pressure (MAP) calculation when the current group 2 MAP Delta (current MAP - group 2 smoothed MAP) is negative. The group 2 smoothed MAP is calculated as: previous smoothed group 2 MAP + (group 2 smoothing factor * (current MAP - previous smoothed group 2 MAP). The group 2 MAP delta is calculated as: (current MAP - group 2 smoothed MAP) and is used in the base adder calculation as well as to determine switching of the group 2 tables. Increasing this table's value will put greater emphasis on the current MAP value in determining the group 2 smoothed MAP. This will have the effect of reducing the absolute group 2 MAP delta which will, all else equal, reduce the magnitude of the group 2 base adder resulting in a richer fuel target with an active negative group 2 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) MAP Delta Smoothing Factor (Pos Delta) -> This value is used as the smoothing factor for the group 2 smoothed manifold absolute pressure (MAP) calculation when the current group 2 MAP Delta (current MAP - group 2 smoothed MAP) is positive. The group 2 smoothed MAP is calculated as: previous smoothed group 2 MAP + (group 2 smoothing factor * (current MAP - previous smoothed group 2 MAP). The group 2 MAP delta is calculated as: (current MAP - group 2 smoothed MAP) and is used in the base adder calculation as well as to determine switching of the group 2 tables. Increasing this table's value will put greater emphasis on the current MAP value in determining the group 2 smoothed MAP. This will have the effect of reducing the absolute group 2 MAP delta which will, all else equal, reduce the magnitude of the group 2 base adder resulting in a leaner fuel target with an active positive group 2 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) RPM Correction (Neg Delta)(Neg Tip-in)(Higher RPM) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder...Delta Multiplier (Neg Delta)" table when the group 2 smoothed delta (MAP or load depending on ECU) is negative (current value is less than the smoothed value), tip-in throttle is negative, and RPM is greater than 4000. For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given engine speed when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Neg Delta) -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (Load Delta Multiplier)(Neg Delta)" table when the group 2 smoothed load delta is negative (current load is less than the smoothed load). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Neg Delta) A -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Neg Delta) B -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Pos Delta) -> This table's multiplier, based on coolant temperature and load, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (Load Delta Multiplier)(Pos Delta)" table when the group 2 smoothed load delta is positive (current load is greater than or equal to the smoothed load). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature and load when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Pos Delta) A -> This table's multiplier, based on coolant temperature and manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature and MAP when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2) Wall Temp Correction (Pos Delta) B -> This table's multiplier, based on coolant temperature and manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature and MAP when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Neg Delta) -> This is a multiplier that, when applied to the group 2 smoothed manifold absolute pressure (MAP) delta (current MAP - group 2 smoothed MAP), determines the base adder (eq ratio) for group 2 when the group 2 smoothed MAP delta is negative (current MAP is less than the group 2 smoothed MAP). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially leaner fuel target for a given group 2 smoothed MAP delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Pos Delta) -> This is a multiplier that, when applied to the group 2 smoothed manifold absolute pressure (MAP) delta (current MAP - group 2 smoothed MAP), determines the base adder (eq ratio) for group 2 when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the group 2 smoothed MAP). The base adder, with its corresponding group 2 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 2 wall wetting compensation. Increasing this table's value will result in a potentially richer fuel target for a given group 2 smoothed MAP delta (as long the current output of any corresponding group 2 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2A) MAP-Based Correction (Neg Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed MAP delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given MAP when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2A) MAP-Based Correction (Pos Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given MAP when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2A) RPM Correction (Neg Delta)(Neg Tip-in)(Higher RPM) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP), tip-in throttle is negative, and RPM is greater than 4000. For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given engine speed when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2B) RPM Correction (Neg Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given engine speed when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2B) RPM Correction (Pos Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given engine speed when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2C) Wall Temp Correction (Neg Delta) -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 2 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is -0.2, the adder (eq ratio) for group 2 would be -0.24 (1.2 * -0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 2 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 2C) Wall Temp Correction (Pos Delta) -> This table's multiplier, based on coolant temperature and manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 2A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 2 smoothed MAP delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 2 base adder result is 0.2, the adder (eq ratio) for group 2 would be 0.24 (1.2 * 0.2). The other correction factors for group 2 are applied in the same way to determine the final adder (eq ratio) for group 2. If the current output for any currently active correction table in group 2 is zero, the final group 2 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature and MAP when the corresponding group 2 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3) MAP Delta Deadzone (Max/Min) -> This determines the dead zone (absolute value) for the manifold absolute pressure (MAP) delta calculation for group 3. For example, if the values in this table are 0.2 and -0.2, then the MAP delta calculation for group 3 will return 0 whenever the actual group 3 MAP delta (current MAP - group 3 smoothed MAP) is between -0.2 and 0.2. This has the effect of eliminating the group 3 eq ratio correction within that range. The MAP delta calculation is applied to the group 3 base adder table and also determines switching between various group 3 tables. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3) MAP Delta Smoothing Factor (Neg Delta) -> This value is used as the smoothing factor for the group 3 smoothed manifold absolute pressure (MAP) calculation when the current group 2 MAP Delta (current MAP - group 2 smoothed MAP) is negative. The group 3 smoothed MAP is calculated as: previous smoothed Group 3 MAP + (Group 3 smoothing factor * (current MAP - previous smoothed Group 3 MAP). The group 3 MAP delta is calculated as: (current MAP - group 3 smoothed MAP) and is used in the base adder calculation as well as to determine switching of the group 3 tables. Increasing this table's value will put greater emphasis on the current MAP value in determining the group 3 smoothed MAP. This will have the effect of reducing the absolute group 3 MAP delta which will, all else equal, reduce the magnitude of the group 3 base adder resulting in a richer fuel target with an active negative group 3 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3) MAP Delta Smoothing Factor (Pos Delta) -> This value is used as the smoothing factor for the group 3 smoothed manifold absolute pressure (MAP) calculation when the current group 2 MAP Delta (current MAP - group 2 smoothed MAP) is positive. The group 3 smoothed MAP is calculated as: previous smoothed Group 3 MAP + (Group 3 smoothing factor * (current MAP - previous smoothed Group 3 MAP). The group 3 MAP delta is calculated as: (current MAP - group 3 smoothed MAP) and is used in the base adder calculation as well as to determine switching of the group 3 tables. Increasing this table's value will put greater emphasis on the current MAP value in determining the group 3 smoothed MAP. This will have the effect of reducing the absolute group 3 MAP delta which will, all else equal, reduce the magnitude of the group 3 base adder resulting in a leaner fuel target with an active positive group 3 base adder. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Neg Delta) -> This is a multiplier that, when applied to the group 3 smoothed manifold absolute pressure (MAP) delta (current MAP - group 3 smoothed MAP), determines the base adder (eq ratio) for group 3 when the group 3 smoothed MAP delta is negative (current MAP is less than the group 3 smoothed MAP). The base adder, with its corresponding group 3 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 3 wall wetting compensation. Increasing this table's value will result in a potentially leaner fuel target for a given group 3 smoothed MAP delta (as long the current output of any corresponding group 3 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Pos Delta) -> This is a multiplier that, when applied to the group 3 smoothed manifold absolute pressure (MAP) delta (current MAP - group 3 smoothed MAP), determines the base adder (eq ratio) for group 3 when the group 3 smoothed MAP delta is positive (current MAP is greater than or equal to the group 3 smoothed MAP). The base adder, with its corresponding group 3 corrections applied, is added to the commanded fuel final target (EQ ratio) as part of the group 3 wall wetting compensation. Increasing this table's value will result in a potentially richer fuel target for a given group 3 smoothed MAP delta (as long the current output of any corresponding group 3 correction is not set to zero). Decreasing this value, will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3A) MAP-Based Correction (Neg Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 3 smoothed MAP delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is -0.2, the adder (eq ratio) for group 3 would be -0.24 (1.2 * -0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given MAP when the corresponding group 3 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3A) MAP-Based Correction (Pos Delta) -> This table's multiplier, based on the current manifold absolute pressure (MAP), is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 3 smoothed MAP delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is 0.2, the adder (eq ratio) for group 3 would be 0.24 (1.2 * 0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given MAP when the corresponding group 3 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3B) RPM Correction (Neg Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 3 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is -0.2, the adder (eq ratio) for group 3 would be -0.24 (1.2 * -0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given engine speed when the corresponding group 3 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3B) RPM Correction (Pos Delta) -> This table's multiplier, based on engine speed, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 3 smoothed manifold absolute pressure (MAP) delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is 0.2, the adder (eq ratio) for group 3 would be 0.24 (1.2 * 0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given engine speed when the corresponding group 3 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3C) Wall Temp Correction (Neg Delta) -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Neg Delta)" table when the group 3 smoothed manifold absolute pressure (MAP) delta is negative (current MAP is less than the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is -0.2, the adder (eq ratio) for group 3 would be -0.24 (1.2 * -0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially leaner fuel target at the given coolant temperature when the corresponding group 3 base adder (negative) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 3C) Wall Temp Correction (Pos Delta) -> This table's multiplier, based on coolant temperature, is applied to the base adder result from the application of the "Wall Wetting Comp (Group 3A) Base Adder (MAP Delta Multiplier)(Pos Delta)" table when the group 3 smoothed manifold absolute pressure (MAP) delta is positive (current MAP is greater than or equal to the smoothed MAP). For example, if this table's multiplier is 1.2 and the current group 3 base adder result is 0.2, the adder (eq ratio) for group 3 would be 0.24 (1.2 * 0.2). The other correction factors for group 3 are applied in the same way to determine the final adder (eq ratio) for group 3. If the current output for any currently active correction table in group 3 is zero, the final group 3 adder (eq ratio) will also be zero. Increasing this table's value will result in a potentially richer fuel target at the given coolant temperature when the corresponding group 3 base adder (positive) is active. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) Decay Delay -> This is the minimum period in-between the post-start low speed group 4 decay step value application. Higher delay values will cause a slower decay rate.

Wall Wetting Comp (Group 4) High Speed Decay Initial Start -> This is the initial post-start high speed group 4 decay value that is added to the final low speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The high speed value decays to 0, while the low speed value decays to 1. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) High Speed Decay Initial Start A -> This is the initial post-start high speed group 4 decay value that is added to the final low speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The high speed value decays to 0, while the low speed value decays to 1. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) High Speed Decay Initial Start B -> This is the initial post-start high speed group 4 decay value that is added to the final low speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The high speed value decays to 0, while the low speed value decays to 1. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) High Speed Decay Step Value -> This is the decay step value for the post-start high speed group 4 value. The high speed group 4 value starts at the initial value and, over time, is reduced by the decay step value until it is reaches 0. This value is added to the low speed value to determine the final group 4 multiplier that is applied to the final group 1-3 (or group 1-2 depending on ECU) wall wetting compensation when the current delta (MAP or load depending on ECU) is positive.

Wall Wetting Comp (Group 4) Low Speed Decay Initial Start -> This is the initial post-start low speed group 4 decay value that is added to the final high speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The low speed value decays to 1, while the high speed value decays to 0. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) Low Speed Decay Initial Start A -> This is the initial post-start low speed group 4 decay value that is added to the final high speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The low speed value decays to 1, while the high speed value decays to 0. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) Low Speed Decay Initial Start B -> This is the initial post-start low speed group 4 decay value that is added to the final high speed group 4 decay value to determine the final group 4 multiplier that is applied to the final group 1-3 wall wetting compensation when the MAP Delta (current MAP - smoothed MAP) is positive. The low speed value decays to 1, while the high speed value decays to 0. Increasing this table's value will result in a potentially richer fuel target with a longer decay period, all else equal. Decreasing this table's value will have the opposite effect. Wall wetting compensation corrects fueling for the effects of fuel puddling on the manifold walls and back of intake valves (and subsequent evaporation from these surfaces).

Wall Wetting Comp (Group 4) Low Speed Decay Step Value -> This is the decay step value for the post-start low speed group 4 value. The low speed group 4 value starts at the initial value and, over time, is reduced by the decay step value until it is reaches 1. This value is added to the high speed value to determine the final group 4 multiplier that is applied to the final group 1-3 (or group 1-2 depending on ECU) wall wetting compensation when the current delta (MAP or load depending on ECU) is positive.

Warm-Up Enrichment -> This is the warm-up enrichment based on coolant temperature. This value is added to the current after-start high and low speed enrichment values to determine the minimum primary enrichment. To determine an approximate minimum AFR for a particular condition, add the three enrichment values (x) and calculate the estimated minimum AFR as 14.7/(1+x).

Warm-Up Enrichment (Non-Primary Open Loop) -> This is the warm-up enrichment based on coolant temperature in non-primary open loop. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Warm-Up Enrichment Compensation (Load) -> This is the compensation to the warm-up enrichment based on calculated load.

Warm-Up Enrichment Primary -> This is the warm-up enrichment based on coolant temperature. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Warm-Up Enrichment Primary (Homogeneous) Compensation (RPM) -> This is the compensation to the final warm-up enrichment value based on RPM in homogeneous mode.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Closed) -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are closed.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Closed) A -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are closed.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Closed) B -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are closed.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Open) -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are open.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Open) A -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are open.

Warm-Up Enrichment Primary (Homogeneous)(TGVs Open) B -> This is the warm-up enrichment based on coolant temperature in homogeneous mode when the TGVs are open.

Warm-Up Enrichment Primary (Stratified)(TGVs Closed) -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are closed.

Warm-Up Enrichment Primary (Stratified)(TGVs Closed) A -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are closed.

Warm-Up Enrichment Primary (Stratified)(TGVs Closed) Adder (Low IPW) -> This is the compensation (adder) to the stratified warm-up enrichment TGVs Closed table when certain conditions are met at a lower IPW in stratified mode. The "Warm-Up Enrichment Primary (Stratified)(TGVs Closed) Compensation (RPM)" table is applied to this adder before it is applied to the stratified warm-up enrichment TGVs Closed table.

Warm-Up Enrichment Primary (Stratified)(TGVs Closed) B -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are closed.

Warm-Up Enrichment Primary (Stratified)(TGVs Closed) Compensation (RPM) -> This is the compensation to the stratified warm-up enrichment TGVs Closed table value based on RPM.

Warm-Up Enrichment Primary (Stratified)(TGVs Open) -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are open.

Warm-Up Enrichment Primary (Stratified)(TGVs Open) A -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are open.

Warm-Up Enrichment Primary (Stratified)(TGVs Open) Adder (Low IPW) -> This is the compensation (adder) to the stratified warm-up enrichment TGVs Open table when certain conditions are met at a lower IPW in stratified mode.

Warm-Up Enrichment Primary (Stratified)(TGVs Open) B -> This is the warm-up enrichment based on coolant temperature in stratified warm-up mode when the TGVs are open.

Warm-Up Enrichment Primary (TGVs Closed) -> This is the warm-up enrichment based on coolant temperature when the TGVs are closed. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Warm-Up Enrichment Primary (TGVs Open) -> This is the warm-up enrichment based on coolant temperature when the TGVs are open. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Warm-Up Enrichment Primary A -> This is the warm-up enrichment based on coolant temperature. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Warm-Up Enrichment Primary B -> This is the warm-up enrichment based on coolant temperature. This value is added to the current post-start high and low speed decay enrichment to determine the minimum primary enrichment.

Wastegate Duty Cycles (High) -> These are the maximum values for wastegate duty. The final maximum is determined by applying all of the applicable wastegate duty compensation tables.

Wastegate Duty Cycles (Low) -> These are the minimum (starting) values for wastegate duty. The final minimum (starting) is determined by applying all of the applicable wastegate duty compensation tables.

Wastegate Duty Cycles (Low)(Off-Idle) -> Wastegate duty is initially set to this value when leaving idle mode. Idle mode is determined by throttle position. The "Wastegate Duty Cycles Compensation..." tables do NOT impact this value.

Wastegate Duty Cycles Alternate (High) -> This is the maximum values for wastegate duty when alternate mode is active (based on the closed loop to open loop transition) after all "Wastegate Duty Cycles Compensation..." tables are applied.

Wastegate Duty Cycles Alternate (High) A -> This is the maximum values for wastegate duty when alternate mode is active (based on the closed loop to open loop transition) after all "Wastegate Duty Cycles Compensation..." tables are applied.

Wastegate Duty Cycles Alternate (High) B -> This is the maximum values for wastegate duty when alternate mode is active (based on the closed loop to open loop transition) after all "Wastegate Duty Cycles Compensation..." tables are applied.

Wastegate Duty Cycles Alternate Compensation (Intake Temp) -> This is the relative compensation (based on intake temperature) to the maximum wastegate duty values as determined by the "Wastegate Duty Cycles Alternate (High)" table.

Wastegate Duty Cycles Compensation (Barometric) -> This is the relative compensation (based on RPM and/or barometric pressure) to the starting and maximum wastegate duty values as determined by the "Wastegate Duty Cycles (Low)" and "Wastegate Duty Cycles (High)" tables. For the EJ 2.0L ECU, only the maximum wastegate duty values are modified ("Wastegate Duty Cycles (High)" table value).

Wastegate Duty Cycles Compensation (Coolant Temp) -> This is the relative compensation (based on coolant temperature) to the starting and maximum wastegate duty values as determined by the "Wastegate Duty Cycles (Low)" and "Wastegate Duty Cycles (High)" tables.

Wastegate Duty Cycles Compensation (Intake Temp) -> This is the relative compensation (based on intake temperature) to the starting and maximum wastegate duty values as determined by the "Wastegate Duty Cycles (Low)" and "Wastegate Duty Cycles (High)" tables. For the EJ 2.0L ECU, only the maximum wastegate duty values are modified ("Wastegate Duty Cycles (High)" table value).

Wastegate Duty Cycles Limit (Max) Decrement (Torque Limiter Active) -> When conditions dictate that the boost torque limiter is active, an alternate wastegate duty value, which ramps down by this value, is calculated and limited to a minimum as determined by the "Wastegate Duty Cycles Limit (Max)(Torque Limiter Active)" table. The result is used as the maximum limit to the normal wastegate duty. When the boost torque limiter is disabled (after being enabled), the alternate value will ramp up to a Max. of normal wastegate duty. To effectively disable the boost torque limiter behavior, set this value to 0 and the "Wastegate Duty Cycles Limit (Max)(Torque Limiter Active)" to 100.

Wastegate Duty Cycles Limit (Max)(Post-Compensation) -> This value is the absolute maximum for wastegate duty cycle after all compensations and "Wastegate Duty Cycles (High)" have been applied. Wastegate duty cycle will be capped at this value regardless.

Wastegate Duty Cycles Limit (Max)(Torque Limiter Active) -> When conditions dictate that the boost torque limiter is active, an alternate wastegate duty value, which ramps down, is calculated and limited to a minimum of this value. The result is used as the maximum limit to the normal wastegate duty. When the boost torque limiter is disabled (after being enabled), the alternate value will ramp up to a Max. of normal wastegate duty. To effectively disable the boost torque limiter behavior, set this value to 100 and the "Wastegate Duty Cycles Limit (Max) Decrement (Torque Limiter Active)" to 0.

Wastegate Initial Position -> These are the initial starting values for wastegate position based on the current final boost target (i.e. after compensations). All the "Wastegate Initial Position Compensation..." tables are applied to this value to determine the final initial starting value for wastegate position.

Wastegate Initial Position Compensation (Barometric) -> This is the compensation to the "Wastegate Initial Position" table based on current barometric pressure and engine speed. All the other "Wastegate Initial Position Compensation..." tables are also applied to determine the final initial starting value for wastegate position.

Wastegate Initial Position Compensation (Initial Position Table) -> This is the compensation to the "Wastegate Initial Position" table based on the "Wastegate Initial Position" table value and engine speed. All the other "Wastegate Initial Position Compensation..." tables are also applied to determine the final initial starting value for wastegate position.

Wastegate Initial Position Compensation (Intake Temp) -> This is the compensation to the "Wastegate Initial Position" table based on current intake temperature and engine speed. All the other "Wastegate Initial Position Compensation..." tables are also applied to determine the final initial starting value for wastegate position.

Wastegate Position Error Limit (P0244) Delay -> This is the delay period over which the limit condition determined by the "Wastegate Position Error Limit (P0244)(Max/Min)" table must be continuously met in order to potentially activate a P0244 DTC.

Wastegate Position Error Limit (P0244)(Max/Min) -> A P0244 DTC will be activated when wastegate position error (Wastegate Position Commanded - Wastegate Position Actual) is greater than the first value (Max) or less than the second value (Min) continuously over the delay period (determined by the "Wastegate Position Error Limit (P0244) Delay" table) for the required drive cycle conditions.

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