15 Wrx Normal Af Readings at Idle

Subaru Factory Monitor Descriptions For Accesstuner And V3 Accessport

September 2021

Introduction

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

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

Glossary of Acronyms

• • A/F = Air/Fuel
  • AT = Automated Transmission
  • AVCS = Subaru's Active Valve Control System (i.e. variable valve timing)
  • CL = Closed Loop fueling
  • CVT = Continuously Variable Manual
  • DAM = Dynamic Advance Multiplier
  • DIT = Subaru'southward "Direct Injection Turbo" motor (14-18 FXT, 15+ WRX, 19+ Ascension)
  • EQ Ratio = Equivalence Ratio
  • ECU = Engine Command 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 than generically referring to vehicle speed)

Monitor Descriptions (in alphabetical order)

Note: Accesstuner proper noun shown offset; Accessport name shown second in parentheses.

Note: ALL MONITORS ARE Not AVAILABLE FOR ALL VEHICLES DUE TO DIFFERENCES IN VEHICLE HARDWARE AND/OR ENGINE CONTROL Unit of measurement (ECU) DIFFERENCES. SOME MONITORS ARE ONLY AVAILABLE IN THE LATEST ECU VERSION (STRATEGY).

AC Compressor Switch (AC Compressor Sw) -> Ac compressor state as dictated by the ECU. Value is ON (or 1) when the compressor is commanded to appoint.

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

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

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

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

AF Correction 3 (AF Correction 3) -> Short-term (immediate) fueling correction in closed loop based on input from the rear oxygen sensor. This is a per centum correction of the closed loop fueling target. Positive values signal fuel is being added as a upshot of the correction. Negative values indicate fuel is being removed.

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

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

AF Learning ane Idle 2 (AF Learning Idle2) -> Long-term (learned) fueling correction during idle conditions above RPM breakpoint.

AF Learning 1 Range A (AF Learning 1 A) -> Long-term (learned) fueling correction for airflow range 'A' based on patterns of 'A/F Correction #1'. This is a per centum correction of the injector pulse width. Positive values betoken fuel is existence added every bit a result of the correction. Negative values point fuel is being removed. This value is determined and applied based on the first mass airflow range merely. The mass airflow ranges are determined by the centrality of the 'A/F Learning #1' table.

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

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

AF Learning ane Range B (AF Learning 1 B) -> Long-term (learned) fueling correction for airflow range 'B' based on patterns of 'A/F Correction #one'. This is a percentage correction of the injector pulse width. Positive values indicate fuel is existence added as a result of the correction. Negative values betoken fuel is beingness removed. This value is adamant and applied based on the 2nd mass airflow range only. The mass airflow ranges are determined past the centrality of the 'A/F Learning #1' table.

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

AF Learning 1 Range B2 (AF Learning one B2) -> Long-term (learned) fueling correction for load range 'B' during non-idle conditions to a higher place the RPM breakpoint.

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

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

AF Learning 1 Range C2 (AF Learning one C2) -> Long-term (learned) fueling correction for load range 'C' during non-idle conditions in a higher place the RPM breakpoint.

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

AF Learning 1 Range D1 (AF Learning 1 D1) -> Long-term (learned) fueling correction for load range 'D' during non-idle atmospheric condition below the RPM breakpoint.

AF Learning 1 Range D2 (AF Learning 1 D2) -> Long-term (learned) fueling correction for load range 'D' during not-idle conditions to a higher place the RPM breakpoint.

AF Learning 1 Range E1 (AF Learning 1 E1) -> Long-term (learned) fueling correction for load range 'E' during non-idle atmospheric condition below the RPM breakpoint.

AF Learning 1 Range E2 (AF Learning one E2) -> Long-term (learned) fueling correction for load range 'E' during non-idle conditions higher up the RPM breakpoint.

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

AF Sensor 1 Current (AF Sens i Curr) -> Forepart oxygen sensor output current in milliamps (mA).

AF Sensor one Ratio (AF Sens ane Ratio) -> Air/fuel ratio based on the forepart oxygen sensor.

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

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

Aggressive Offset 1 Active (Aggr Beginning i Active) -> Aggressive start land (blazon 1) which determines specific tabular array switching in the ECU. Value is ON (or ane) when an aggressive kickoff (for type 1 switching) is detected (mostly higher and/or quicker positive accelerator movement).

Aggressive Kickoff 2 Active (Aggr Start 2 Agile) -> Ambitious kickoff state (type 2) which determines specific table switching in the ECU. Value is ON (or 1) when an aggressive start (for type ii switching) is detected (more often than not higher and/or quicker positive accelerator movement).

Air Featherbed Valve Commanded (Air Bypass Valve Open) -> Allowable air bypass valve state as dictated past the ECU. Valve is either commanded 'Closed' (or 0) or 'Open up' (or ane).

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

AT Fuel Cut Switch (AT Fuel Cut Sw) -> Automatic transmission fuel cut asking every bit relayed by the manual command module.

AT Lock up Switch (AT Lock up Sw) -> Lock-up status of the automatic manual every bit relayed by the transmission command module.

AT Retard Switch (AT Retard Sw) -> Automatic manual ignition retard asking as relayed past the transmission control module.

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

AVCS Exhaust Activation Post Reset Flag (AVCS Exh Activate Mail service Reset Flag) -> Value is 'ON' (or 1) when the postal service-reflash/reset AVCS exhaust command learned state is complete and 'OFF' (or 0) when it is not yet complete. Later an ECU reflash or reset, the ECU defaults to disabling AVCS command until certain atmospheric condition are met at idle. The post-reflash/reset AVCS learned state must be consummate earlier agile AVCS command is allowed.

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

AVCS Exhaust Left (AVCS Exh Left) -> Frazzle Active Valve Command Organization (AVCS) timing for the left banking company based on the corresponding exhaust camshaft position sensor.

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

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

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

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

AVCS Exhaust Target With Comps TABLE (AVCS Exh Table) -> This is the table value from the AVCS Exhaust Cam Retard Target table with some compensations applied.

AVCS Intake Activation Post Reset Flag (AVCS In Activate Post Reset Flag) -> Value is 'ON' (or 1) when the post-reflash/reset AVCS intake command learned state is consummate and 'OFF' (or 0) when it is non however consummate. After an ECU reflash or reset, the ECU defaults to disabling AVCS control until certain weather are met at idle. The mail-reflash/reset AVCS learned land must exist consummate earlier active AVCS control is immune.

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

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

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

AVCS Intake Target Tabular array (AVCS In Table) -> This is the table value from the AVCS Intake Cam Advance Target table before any compensations are applied.

AVCS Intake Target Tabular array FINAL (AVCS In Table Final) -> This is the last AVCS intake tabular array value after TGV blending and compensations are applied.

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

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

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

Barometric Force per unit area (Baro Pressure) -> Barometric pressure based on the barometric pressure sensor.

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

Boost Limits Base of operations FINAL Rel Sea Level (Limits Boost Base of operations Concluding Rel SL) -> This is the boost limit after all applicable heave compensations have been practical.

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

Heave Limits TABLE Rel Body of water Level (Limits Boost Table Rel SL) -> This is the tabular array value from the Boost Limits table.

Boost Target Terminal Abs (Target Boost Concluding Abs) -> This is the boost target (in accented pressure) afterwards all boost target compensations accept been applied.

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

Boost Target Concluding Rel Sea Level (Target Boost Final Rel SL) -> This is the boost target after all heave target compensations take been applied. The underlying value is in absolute force per unit area with this relative value existence calculated based on the supposition of sea level barometric pressure (14.vii psi).

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

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

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

Catalyst Temperature (Catalyst Temp) -> Estimated goad temperature as determined past the ECU.

Closed Loop Delay Count (CL Delay Count) -> This counter increments when weather are met for a delayed airtight to open loop fueling transition (primary OL fuel becomes active later delay is satisified which may or may not result in actual switch to OL). Will be set up to its maximum value if filibuster threshold is cipher in tune (or set up to nil via atmospheric condition).

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

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

Closed Loop Fuel Target Base TABLE (CL Fuel Target Tabular array) -> This is the tabular array value from the Airtight Loop Fueling Target Base of operations (Main) tables.

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

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

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

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

Allowable Fuel Primary OL Map (Comm Fuel Map) -> Commanded open up loop fueling as determined past the 'Primary Open up Loop Fueling' tabular array(s) with all straight compensations applied.

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

CPC Purge Flow (CPC Purge Flow) -> Estimated current canister purge period every bit adamant by the ECU.

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

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

CPC Purge Valve Duty (CPC Purge Valve Duty) -> Duty ratio of the canister purge command solenoid every bit determined past the ECU.

Cranking Fuel IPW Base Group 1 TABLE (Cranking IPW i Table) -> This is the tabular array value from the Cranking Fuel Injector Pulse Width Base (Group one) tables during cranking earlier whatever compensations are practical.

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

Cranking Fuel IPW Base TABLE (Cranking IPW Table) -> This is the tabular array value from the Cranking Fuel Injector Pulse Width Base tables during cranking earlier whatever compensations are applied.

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

CVT Lockup Status (CVT Lockup Status) -> Continuously variable transmission (CVT) torque converter lock-upwardly country: 0 = Open, 2 = Partial, iv = Full.

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

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

Dyn Adv Adder A Multiplier (Dyn Adv A Mult) -> Multiplier practical to the 'Dynamic Advance Adder Max. A...' map value to determine the portion (if any) of this adder that is practical to dynamic accelerate. This multiplier is determined by a number of factors which take into business relationship the current knock status and conditions that tin potentially pb to knock.

Dyn Adv Adder B Multiplier (Dyn Adv B Mult) -> Multiplier applied to the 'Dynamic Accelerate Adder Max. B...' map value to determine the portion (if whatever) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which accept into account the current knock condition and conditions that can potentially atomic number 82 to knock.

Dyn Adv Primary Map Ratio (Dyn Adv Ratio) -> Map ratio multiplier that determines the map switching (or blending) betwixt the 'high' and 'low' versions of the 'Dynamic Accelerate Max. Primary' tables. The terminal primary dynamic accelerate is determined as follows: (low table * ratio) + (loftier table * (1.0 - ratio)). This multiplier is determined by a number of factors which have into business relationship the electric current knock status and weather that can potentially lead to knock.

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

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

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

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

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

EGR Gauge (EGR Gauge) -> Exhaust Gas Recirculation (EGR) valve bodily as estimated past the ECU.

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

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

Engine Speed Delta ane (RPM Delta 1) -> Current RPM delta calculated (by and large) every bit follows: (electric current RPM - previous RPM) with additional filtering.

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

Engine Speed Delta iii (RPM Delta iii) -> Current RPM delta calculated (generally) every bit follows: (smoothed RPM - current RPM).

Engine Start Fashion (Engine Showtime Mode) -> Engine start manner used every bit an input to some post-start enrichment tables.

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

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

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

Frazzle Gas Temperature Voltage Directly (EGT Volts Direct) -> Exhaust Gas Temperature sensor output voltage straight.

Feedback Knock Correction (Feedback Knock) -> This is a correction applied to dynamic accelerate based on knock. Feedback knock correction is the default correction of the three knock responses. When weather condition dictate that changes to the dynamic accelerate multiplier or fine knock learning are not called for, feedback knock correction will be active (inside specific RPM and load ranges). When a knock outcome occurs, feedback knock correction will decrease from its initial value of zero. The correction will be held until in that location's no knock event over a filibuster period afterwards which the correction value will increase past a specific value (and the process repeats until the value ramps back to cipher). If there is a knock event over the delay period, the value will decrease farther.

Fine Knock Learning (Fine Knock Acquire) -> This is a learned correction applied to dynamic accelerate. Fine knock learning is one of 3 knock responses. Its values are stored and applied based on specific load and RPM ranges. When conditions dictate that changes to fine knock learning are to occur, the current knock indicate is referenced. If a knock issue has occurred, the learned value in the current load/RPM cell will decrease. If no knock event has occurred over a delay period for that cell, the learned value will increase. Limits are placed on positive fine knock learning depending on the electric current dynamic accelerate multiplier (DAM).

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

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

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

Fuel Injector Timing CRANKING Tabular array (Inj Timing Crank Tabular array) -> This is the tabular array value from the Fuel Injector Starting time of Injection (Cranking) table.

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

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

Fuel Injector Trim Fuel Force per unit area Beginning TABLE (Fuel Inj FP Offset Table) -> This is the table value from the Fuel Injector Trim (Fuel Pressure)(Offset) tabular array.

Fuel Level (Fuel Level) -> Fuel level sensor output voltage.

Fuel Mode (Fuel Mode) -> The electric current fuel way -> 1 = homogeneous mode, 2 = stratified mode.

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

Fuel Pump Duty (Fuel Pump Duty) -> Necessary fuel pump duty ratio as adamant by the ECU.

Fuel Track Pressure level (Fuel Pressure) -> Fuel rail force per unit area as adamant by the fuel track pressure sensor.

Fuel Rail Pressure Target (Fuel Force per unit area Target) -> Fuel rails pressure target as adamant by the ECU.

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

Fuel Temperature Voltage Straight (Fuel Temp Volts Direct) -> Fuel temperature sensor output voltage straight.

Gear Position ESTIMATED (Gear Position) -> Electric current estimated gear position as adamant past the ECU. This value is estimated based on RPM and vehicle speed.

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

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

Idle Airflow Target (Idle Airflow) -> Mass airflow target in idle mode equally determined by the ECU. This is used as a more than proactive means to determine an idle throttle opening based on an estimated airflow target. Higher values indicate a potentially greater throttle opening.

Idle Control Duty (Idle SCV Duty) -> Idle speed control valve duty cycle as determined by the ECU. This value is primarily manipulated in order to hit an idle RPM target.

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

Idle Speed Error 1 (Idle Speed Error 1) -> Electric current idle RPM delta calculated as follows: (smoothed RPM - idle speed target).

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

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

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

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

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

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

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

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

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

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

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

Inj ane Pulse Width (Inj Prisoner of war) -> Final calculated injector pulse width for cylinder #ane, every bit determined by the ECU.

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

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

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

Inj Latency (Inj Latency) -> Injector latency (dead-fourth dimension) every bit determined past the 'Fuel Injector Latency' table.

Inj Pulse Width Final Base (Inj Prisoner of war Base of operations) -> Final injector pulse width before individual fuel injector trims are applied.

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

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

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

Knock Sensor Bkgd Noise Base of operations (KS Bkgd Base) -> This is a smoothed component of the knock sensor corrected noise level that makes up a portion of the groundwork noise calculation.

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

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

Knock Sensor Filtered Output (KS Filter Output) -> Filtered knock sensor voltage used as an input to the 'Knock Sensor Calibration' table.

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

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

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

Knock Sensor Level Threshold Cylinder 4 (KS Thresh Cyl iv) -> This is the knock sensor racket level threshold for cylinder #4 equally determined by the ECU. When the 'Knock Sensor Noise Level Cylinder 4' value exceeds this value, the ECU will make up one's mind that a knock event has occurred (when conditions dictate monitoring). Note: Due to the pocket-sized time calibration involved in potential knock events (relative to the logging rate), these monitors may not reflect every case when the noise level has exceeded the threshold.

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

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

Knock Sensor Dissonance Level Cylinder 3 (KS Racket Cyl 3) -> This is the electric current modified knock sensor dissonance level for cylinder #iii as adamant by the ECU. When this value exceeds the 'Knock Sensor Level Threshold Cylinder 3' value, the ECU will determine that a knock effect has occurred (when conditions dictate monitoring). Notation: Due to the small fourth dimension scale involved in potential knock events (relative to the logging rate), these monitors may non reflect every instance when the racket level has exceeded the threshold.

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

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

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

Knock Sum (Knock Sum) -> Counter which is incremented when a non-sequent knock event, as perceived by the ECU, occurs. This value may exist reset to zero when a sure threshold is reached. Notation: On some ECUs, this counter may be incremented fifty-fifty at idle and low load/RPM where false knock detection is a greater probability.

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

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

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

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

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

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

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

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

Mass Airflow Corrected (MAF Corr) -> Last mass airflow (in grams per 2d), every bit determined by the ECU, based on the 'MAF Scale' tabular array with corrections applied.

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

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

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

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

Mass Airflow Voltage DIRECT (MAF Volts Directly) -> Mass airflow sensor output voltage direct (college precision every bit compared to non-straight monitor).

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

OCV Duty Frazzle Left (OCV Duty Exh L) -> Allowable Oil Command Valve duty ratio for exhaust camshaft (left).

OCV Duty Frazzle Right (OCV Duty Exh R) -> Allowable Oil Command Valve duty ratio for exhaust camshaft (right).

OCV Duty Intake Left (OCV Duty Int L) -> Allowable Oil Control Valve duty ratio for intake camshaft (left).

OCV Duty Intake Right (OCV Duty Int R) -> Commanded Oil Control Valve duty ratio for intake camshaft (right).

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

Post Commencement AVCS Disabled Map Ratio (PS AVCS Disable Ratio) -> Post-start AVCS disabled map ratio multiplier that determines the switching (and blending) betwixt "...Mail-Start AVCS Disabled" tables and the respective "Master" tables. The final table value is calculated as follows: (AVCS disabled table * map ratio) + (Master table * (1.0 - map ratio)). Note: For some ECUs, the "AVCS disabled table", when agile, is a maximum limit applied to the "Main" table.

Post Offset Enrich Homogeneous (Postal service Start H) -> Mail service-first fuel adder (EQ ratio) in homogeneous fuel way. This value begins decaying after engine showtime to provide post-first enrichment. Higher values bespeak greater enrichment.

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

Mail Start Enrich Homogeneous Base of operations MODERATE TABLE (PS H Mod Table) -> This is the table value from the Postal service-Start Enrichment (Homogeneous) Base of operations (Moderate) tables.

Postal service Showtime Enrich Homogeneous Base of operations Tiresome Table (PS H Slow Tabular array) -> This is the table value from the Postal service-Kickoff Enrichment (Homogeneous) Base (Slow) tables.

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

Postal service Starting time Enrich Stratified Base FAST Tabular array (PS Southward Fast Table) -> This is the tabular array value from the Post-Kickoff Enrichment (Stratified) Base of operations (Fast) tables.

Post Start Enrich Stratified Base MODERATE TABLE (PS South Mod Table) -> This is the tabular array value from the Postal service-Starting time Enrichment (Stratified) Base (Moderate) tables.

Post Start Enrich Stratified Base of operations SLOW Table (PS S Slow Tabular array) -> This is the table value from the Post-Start Enrichment (Stratified) Base (Ho-hum) tables.

Post Start High Speed Enrich (Post Commencement HS) -> Post-get-go loftier speed decay fuel adder (EQ ratio) every bit determined by the 'Mail-Beginning Enrichment High Speed...' tables. This value begins decaying later engine start to provide post-start enrichment. Higher values indicate greater enrichment.

Mail Start Depression Speed Enrich (Post Start LS) -> Post-starting time low speed disuse fuel adder (EQ ratio) equally determined past the 'Post-Start Enrichment Depression Speed...' tables. This value begins decaying after engine start to provide postal service-showtime enrichment. Higher values betoken greater enrichment.

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

Primary Ignition TABLE (Primary Ign Table) -> This is the tabular array value from the Primary Ignition tables (not-idle) before any compensations are applied.

Primary Open Loop Fueling ECT Comp TABLE (Prim OL ECT Tabular array) -> This is the table value from the Principal Open Loop Fueling Compensation (Coolant Temp) table.

Principal Open up Loop Fueling TABLE (Prim OL Fuel Table) -> This is the table value from the Main Open Loop Fueling tabular array before any compensations are applied.

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

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

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

Requested Torque Heave TARGETS (Req Torque Bst Targets) -> Requested torque as determined past the 'Requested Torque' table(south) (and with other compensations) and used as an input to the 'Heave Targets' table to determine the boost target.

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

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

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

Requested Torque Limit TCM FINAL WITH COMPS (Req Tor TCM Last) -> Final applied requested torque limit as determined by the transmission command module (TCM) during normal operation.

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

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

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

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

Roughness Cyl 3 (Roughness Cyl 3) -> Misfire count for cylinder #3 every bit determined past the ECU.

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

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

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

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

TGV Map Ratio (TGV Map Ratio) -> TGV-based map ratio multiplier that determines the switching (and blending) between the TGVs airtight and TGVs open tables. The last table value is calculated every bit follows: (TGVs open table * map ratio) + (TGVs airtight table * (i.0 - map ratio)).

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

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

TGV Voltage Left Directly (TGV Volts Left Direct) -> Tumble generator valve (TGV) output voltage direct (higher precision and unfilitered every bit compared to non-direct monitor) as determined past the TGV position sensor in the left bank.

TGV Voltage Left DIRECT Smoothed (TGV Volts Left Directly Sm) -> Tumble generator valve (TGV) output voltage directly smoothed (higher precision as compared to not-directly monitor) as determined past the TGV position sensor in the left banking company.

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

TGV Voltage Correct Directly (TGV Volts Right Straight) -> Tumble generator valve (TGV) output voltage direct (higher precision and unfilitered as compared to non-direct monitor) equally adamant by the TGV position sensor in the correct bank.

TGV Voltage Right DIRECT Smoothed (TGV Volts Correct Directly Sm) -> Tumble generator valve (TGV) output voltage direct smoothed (higher precision as compared to not-direct monitor) as determined by the TGV position sensor in the right bank.

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

Tip in Enrich Terminal Practical (Tip in Enrich) -> The last applied injector pulse width for tip-in enrichment subsequently all compensations have been practical. Tip-in enrichment temporarily overrides current fueling based on abrupt changes in throttle in a positive management. Note: This value is not cleared when tip-in enrichment is inactive.

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

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

TPS Delta (TPS Delta) -> Alter in throttle position, as determined past the ECU. This value is calculated every bit follows: current throttle position - previous throttle position. Positive values bespeak that the throttle has inverse in a positive direction.

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

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

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

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

Turbo Dynamics Boost Fault (TD Boost Mistake) -> This is the divergence betwixt the current boost target and actual boost calculated as follows: boost target - bodily boost.

Turbo Dynamics Flare-up (TD Burst) -> Current correction (absolute) to wastegate duty based on the 'Turbo Dynamics Burst' table. This correction is generally active when boost error immediately swings from positive to negative (or vice versa).

Turbo Dynamics Continuous (TD Continuous) -> Electric current correction (absolute) to wastegate duty based on the 'Turbo Dynamics Continuous' table. This correction is by and large active when boost error is non-zilch.

Turbo Dynamics Integral (TD Integral) -> Electric current total correction (accented) to wastegate duty based on the 'Turbo Dynamics Integral...' tables. This value accumulates more often than not over a curt catamenia of time based on minimum RPM and boost target thresholds.

Turbo Dynamics Integral WG POSITION CORRECTION (TD Integ WG Pos Corr) -> Current total correction to wastegate position based on the 'Turbo Dynamics Integral' tabular array. This value accumulates mostly over a brusk menses of time based on specific conditions.

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

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

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

VDC Req Torque Downwardly Switch (VDC Req Torq Sw) -> Request for torque-downwards to the ECU as determined past the Vehicle Dynamics Control (VDC) module.

Vehicle Speed (Vehicle Speed) -> Vehicle speed based on the vehicle speed sensor (VSS).

Wall Wetting 1 (Wall Wetting 1) -> This is the group i eq ratio adder for the group 1 manifold wall wetting compensation. The concluding wall wetting compensation is determined as: (group ane + group 2) * group 4.

Wall Wetting 1 Base of operations (Wall Wetting 1 Base) -> This is the manifold wall wetting compensation for the group one Base eq ratio adder which includes the Base Adder with the Load-Based and RPM-Based corrections applied. The terminal wall wetting compensation is determined as: ((group 1 Base * group i Wall) + (grouping 2 Base of operations * group 2 Wall)) * group iv.

Wall Wetting one Wall Temp Correction (Wall Wetting one Wall) -> This is the group ane Wall Temp correction that is applied to the group 1 Base value for the manifold wall wetting compensation. The final wall wetting compensation is determined equally: ((grouping 1 Base * grouping 1 Wall) + (group 2 Base of operations * grouping 2 Wall)) * group 4.

Wall Wetting 1A (Wall Wetting 1A) -> This is the group 1A base of operations eq ratio adder for the group ane manifold wall wetting bounty. The final wall wetting compensation is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*iv.

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

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

Wall Wetting ii (Wall Wetting 2) -> This is the grouping 2 eq ratio adder for the group two manifold wall wetting compensation. The final wall wetting compensation is determined equally: (grouping ane + grouping 2) * grouping 4.

Wall Wetting 2 Base (Wall Wetting 2 Base of operations) -> This is the manifold wall wetting compensation for the grouping 2 Base of operations eq ratio adder which includes the Base Adder with the RPM-Based corrections applied. The terminal wall wetting compensation is determined as: ((group one Base * group 1 Wall) + (group 2 Base * group two Wall)) * group four.

Wall Wetting ii Wall Temp Correction (Wall Wetting 2 Wall) -> This is the group 2 Wall Temp correction that is practical to the grouping 2 Base of operations value for the manifold wall wetting compensation. The last wall wetting compensation is adamant as: ((group ane Base * grouping i Wall) + (group ii Base of operations * group two Wall)) * group 4.

Wall Wetting 2A (Wall Wetting 2A) -> This is the group 2A base eq ratio adder for the group two manifold wall wetting compensation. The final wall wetting compensation is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*iv.

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

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

Wall Wetting 3A (Wall Wetting 3A) -> This is the grouping 3A base eq ratio adder for the group 3 manifold wall wetting compensation. The terminal wall wetting bounty is determined as: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*4.

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

Wall Wetting 3C (Wall Wetting 3C) -> This is the grouping 3C multiplier for the grouping three manifold wall wetting compensation. The concluding wall wetting compensation is adamant every bit: ((1A*1B*1C)+(2A*2B*2C)+(3A*3B*3C))*4.

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

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

Warm Up Enrichment (Warm upwardly Enrich) -> Warm-upwardly enrichment fuel adder (EQ ratio) equally adamant by the 'Warm-up Enrichment...' table(s). This adder provides warm-upwardly enrichment based on coolant temperature. College values betoken greater enrichment.

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

Warm Upwardly Enrichment Stratified (Warm upward Enrich S) -> Warm-up enrichment fuel adder (EQ ratio) in stratified fuel manner. This adder provides warm-upwards enrichment based on coolant temperature. Higher values signal greater enrichment.

Wastegate Duty (Wastegate Duty) -> Terminal wastegate duty cycle equally determined past the ECU'due south boost command logic. This value is manipulated in order to hit the heave target.

Wastegate Duty Cycles High Tabular array (Wastegate High Tabular array) -> This is the tabular array value from the Wastegate Duty Cycles (High) table before whatever compensations are applied.

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

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

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

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

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

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

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

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

WWC one Load Delta (WWC one Load Delta) -> Caclulated load delta adamant every bit: (electric current load - previous load) as used in wall-wetting compensation group one logic.

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

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Source: https://cobbtuning.atlassian.net/wiki/spaces/PRS/pages/97687600/Subaru+Monitor+List

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