SUBARU ACCESSTUNER SOFTWARE - USDM Subaru Monitor Descriptions

SUBARU ACCESSTUNER SOFTWARE - USDM Subaru Monitor Descriptions

                        SUBARU ACCESSTUNER SOFTWARE       USDM Subaru Monitor Descriptions     Prepared by: COBB Tuning Calibration and Engineering Teams             Documents Available:     USDM Subaru Tuning Guide   USDM 2.5L Speed Density Guide   USDM 2.0L Speed Density Guide   USDM Subaru Monitor Descriptions   USDM Subaru Table Descriptions  

SUBARU ACCESSTUNER FACTORY MONITOR DESCRIPTIONS 06/20/2013

Introduction This document provides descriptions of each of the data monitors available to view and log in the current Access­ TUNER software for the Subaru vehicles listed below.

Not all monitors are available for all vehicles due to differ­ ences in vehicle hardware and/or engine control unit (ECU) capabilities. For help with monitors specific to the Speed Density feature, please see the 2.0L or 2.5L Speed Density tuning guide. Applicable Subaru Models The following USDM Subaru models are applicable to this document: • 2002­2013 Subaru Impreza WRX • 2004­2013 Subaru Impreza STI • 2009­2010 Subaru Impreza 2.5GT • 2004 ­2013 Subaru Forester XT • 2005­2012 Subaru Legacy GT • 2005­2009 Subaru Outback XT 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 • DAM = Dynamic Advance Multiplier • EQ Ratio = Equivalence Ratio • ECU = Engine Control Unit • FXT = Forester XT model • LGT = Legacy GT model • MAF = Mass Airflow • MT = Manual Transmission Copyright © 2013 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com 2

• 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) Monitor Descriptions (in alphabetical order) A/F Correction #1 ­> Short­term (immediate) fueling correction in closed loop based on input from the front oxygen sensor. This is a percentage correction of the injector pulse width base. Positive values indicate fuel is being added as a result of the correction.

Negative values indicate fuel is being removed. A/F Correction #3 ­> Short­term (immediate) fueling correction in closed loop based on input from the rear oxygen sensor. This is a percentage correction of the injector pulse width base. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. A/F Learning #1 Range A ­> Long­term (learned) fueling correction for airflow range "A" based on patterns of "A/F Correction #1'. This is a percentage correction of the injector pulse width base. Positive values indicate fuel is being added as a result of the correction.

Negative values indicate fuel is being removed. This value is determined and applied based on the first mass airflow range only. The mass airflow ranges are determined by the axis of the "A/F Learning #1" table.

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

A/F Learning #1 Range C ­> Long­term (learned) fueling correction for airflow range "C" based on patterns of "A/F Correction #1'.

This is a percentage correction of the injector pulse width base. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. This value is determined and applied based on the third mass airflow range only. The mass airflow ranges are determined by the axis of the "A/F Learning #1" table.

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

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A/F Learning #1 ­> Long­term (learned) fueling correction based on patterns of "A/F Correction #1" in closed loop, which is based on input from the front oxygen sensor.

This is a percentage correction of the injector pulse width base. These values are determined and applied based on four separate mass airflow ranges. This value represents the current correction that is being applied. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed.

A/F Learning #3 [APPLICABLE 2.5L MODELS ONLY] ­> Long­term (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 base. Positive values indicate fuel is being added as a result of the correction. Negative values indicate fuel is being removed. A/F Sensor #1 Current ­> Front oxygen sensor output current in milliamps (mA). A/F Sensor #1 Ratio ­> Air/fuel ratio based on the front oxygen sensor. A/F Sensor #1 Voltage ­> Front oxygen sensor output voltage. A/F Sensor #3 Voltage ­> Rear oxygen sensor output voltage.

Accelerator Position [2.5L MODELS ONLY] ­> Accelerator pedal opening angle percentage as determined by the accelerator position sensor.

Accelerator Voltage (Main) [2.5L MODELS ONLY] ­> Main accelerator pedal position sensor output voltage. AT Fuel Cut Switch [AUTOMATIC TRANSMISSIONS ONLY] ­> Automatic transmission fuel cut request as relayed by the transmission control module. AT Lock-up Switch [AUTOMATIC TRANSMISSIONS ONLY] ­> Lock­up status of the automatic transmission as relayed by the transmission control module. AT Retard Switch [AUTOMATIC TRANSMISSIONS ONLY] ­> Automatic transmission ignition retard request as relayed by the transmission control module.

AT Torque-Down Perm. Switch [AUTOMATIC TRANSMISSIONS ONLY] ­> Automatic transmission torque­down permission as relayed by the transmission control module.

AVCS Exhaust Left [10­12 LGT AND 08­13 STI ONLY] ­> Exhaust Active Valve Control System (AVCS) timing for the left bank based on the corresponding exhaust camshaft position sensor. AVCS Exhaust Right [10­12 LGT AND 08­13 STI ONLY] ­> Exhaust Active Valve Control System (AVCS) timing for the right bank based on the corresponding exhaust camshaft position sensor.

AVCS Intake Left [2.5L MODELS ONLY] ­> Intake Active Valve Control System (AVCS) timing for the left bank based on the corresponding intake camshaft position sensor. AVCS Intake Right [2.5L MODELS ONLY] ­> Intake Active Valve Control System (AVCS) timing for the right bank based on the corresponding intake camshaft position sensor. Barometric Pressure ­> Barometric pressure based on the barometric pressure sensor. Copyright © 2013 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com 4

Battery Voltage ­> Battery voltage as determined by the battery voltage input to the ECU.

Boost Target ­> This is the boost target after all boost target compensations have been applied. The underlying value is in absolute pressure with this relative value being calculated based on the assumption of sea level barometric pressure (14.7 psi). Calculated Load ­> Engine load, in grams per crankshaft revolution, as calculated by the ECU. This value is determined as follows: (mass airflow * 60) / RPM.

Camshaft Position Switch ­> Camshaft position sensor output. Value is ON with camshaft rotation (i.e. when the engine is running). Closed Loop Fuel Target ­> Target fueling in closed loop after all compensations have been applied. The ECU will attempt to hit this target in closed loop based on feedback from the oxygen sensor(s). Closed/Open Loop Switch ­> Closed/open loop fuel system status. Value is "Closed" in closed loop and "Open" in open loop. In closed loop, the ECU uses feedback from the oxygen sensor(s) to attempt to hit the closed loop fueling target. In open loop, this feedback is ignored.

Clutch Switch [MANUAL TRANSMISSIONS ONLY] ­> Clutch switch output. Value is ON when the clutch pedal is pushed in. Commanded Fuel Final ­> Final commanded fueling before the injector pulse width is calculated. This includes all corrections to fueling, including short­term and long­term fuel trims. Commanded Fuel Primary OL Map ­> Commanded open loop fueling as determined by the "Primary Open Loop Fueling" table(s) with all direct compensations applied. Coolant Temperature ­> Coolant temperature based on the engine coolant temperature sensor. Crankshaft Position Switch ­> Crankshaft position sensor output.

Value is ON with crankshaft rotation (i.e. when the engine is running).

Cruise/Accel Map Ratio [APPLICABLE 07+ MODELS ONLY] ­> Map ratio multiplier that determines the switching (and ramping) between tables with the cruise and accel. function. The final table value is calculated as follows: (accel table * map ratio) + (cruise table * (1.0 ­ map ratio)). Dyn. Adv. Adder A Multiplier [07­13 STI ONLY] ­> Multiplier applied to the "Dynamic Advance Adder Max. A..." map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dyn. Adv. Adder B Multiplier [07­13 STI ONLY] ­> Multiplier applied to the "Dynamic Advance Adder Max. B..." map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock. Dyn. Adv. Adder [04­06 STI ONLY] ­> Multiplier applied to the "Dynamic Advance Adder Max..." map value to determine the portion (if any) of this adder that is applied to dynamic advance. This multiplier is determined by a Copyright © 2013 COBB Tuning Products LLC.

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number of factors which take into account the current knock condition and conditions that can potentially lead to knock. Dyn. Adv. Primary Map Ratio [04­06 STI ONLY] ­> Map ratio multiplier that determines the map switching (or blending) between the "high" and "low" versions of the "Dynamic Advance Max. Primary" tables. The final primary dynamic advance is determined as follows: (low table * ratio) + (high table * (1.0 ­ ratio)). This multiplier is determined by a number of factors which take into account the current knock condition and conditions that can potentially lead to knock.

Dynamic Advance Final ­> Dynamic advance map value with the following knock corrections applied: dynamic advance multiplier (DAM), feedback knock correction, and fine knock learning correction.

This is the final dynamic advance that makes up a portion of total timing. Dynamic Advance Learned [SELECT 07+ MODELS ONLY] ­> Dynamic advance map value with only the following learned knock corrections applied: dynamic advance multiplier (DAM) and fine knock learning correction. This value does not include feedback knock correction.

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

For all other ECUs, the DAM ranges from 0 to 1 (decimal value) and is applied as follows: dynamic advance map value * DAM.

Engine Speed Delta [2.5L MODELS ONLY] ­> Current RPM delta calculated (generally) as follows: current RPM ­ previous RPM. Engine Speed ­> Engine speed in crankshaft revolutions per minute based on the crankshaft position sensor. Exhaust Gas Temperature [APPLICABLE MODELS ONLY] ­> Exhaust gas temperature (EGT) based on the EGT sensor located in the uppipe. Feedback Knock Correction ­> This is a correction applied to dynamic advance based on knock. Feedback knock correction is the default correction of the three knock responses. When conditions dictate that changes to the dynamic advance multiplier or fine knock learning are not called for, feedback knock correction will be active (within specific RPM and load ranges).

When a knock event occurs, feedback knock correction will decrease from its initial value of zero. The correction will be held until there's no knock event over a delay period after which the correction value will increase by a specific value (and the process repeats until the value ramps back to zero). If there is a knock event over the delay period, the value will decrease further.

Fine Knock Learning ­> This is a learned correction applied to dynamic advance. Fine knock learning is one of three knock responses. Its values are stored and applied based on specific load and RPM ranges. When conditions dictate that changes to fine knock learning are to occur, the current knock signal is referenced. If a knock event has occurred, the learned value in the current load/RPM cell will decrease. If no knock event has Copyright © 2013 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com 6

occurred over a delay period for that cell, the learned value will increase.

Limits are placed on positive fine knock learning depending on the current dynamic advance multiplier (DAM). Fuel Level [APPLICABLE MODELS ONLY] ­> Fuel level sensor output voltage. Fuel Pump Duty ­> Necessary fuel pump duty ratio as determined by the ECU. Fuel Temperature ­> Fuel temperature based on the fuel temperature sensor. Gear Position (estimated) ­> Current estimated gear position as determined by the ECU. This value is estimated based on RPM and vehicle speed.

Hot-Restart Enrichment [2.5L MODELS ONLY] ­> Post­start hot­restart decay enrichment fuel adder (EQ ratio) as determined by the "Hot­Restart Enrichment..." tables. This value begins decaying after engine start to provide post­start enrichment during hot­restart conditions. Higher values indicate greater enrichment. Idle Airflow Target [2.5L MODELS ONLY] ­> Mass airflow target in idle mode as determined by the ECU. This is used as a more 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 [02­05 WRX ONLY] ­> 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 Mode Switch ­> Idle mode status as determined by the ECU. Value is ON when idle mode is active. Idle mode is primarily determined by throttle position for drive­by­cable cars and requested torque for drive­by­wire cars. Idle Speed Error [2.5L MODELS ONLY] ­> Current idle RPM delta calculated as follows: RPM w/ smoothing ­ idle speed target.

Idle Speed Target [2.5L MODELS ONLY] ­> Idle RPM target as determined by the ECU. Ignition Switch ­> Ignition switch status. Value is ON when the ignition switch is on. Ignition Timing ­> Total ignition timing for cylinder #1. This includes all compensations and corrections. Inj. #1 Pulse Width (No Latency) ­> Final calculated injector pulse width for injector #1, as determined by the ECU. This monitor does not include injector latency and also has more resolution than the "With Latency" monitor. Inj. #1 Pulse Width (With Latency) ­> Final calculated injector pulse width for injector #1 (including injector latency), as determined by the ECU.

Inj. Latency ­> Injector latency (dead­time) as determined by the "Fuel Injector Latency" table. Inj. Pulse Width Final Base [2.5L MODELS ONLY] ­> Final injector pulse width before individual fuel injector trims are applied. Intake Temperature ­> Intake temperature based on the intake air temperature sensor. Copyright © 2013 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com 7

Knock Activity Switch ­> Knock activity status as determined by the ECU with input from the knock sensor. Value is ON when knock is detected (as perceived by the ECU).

Note: Because this switch is immediately cleared when no knock is occurring (as perceived by the ECU), it can be difficult to catch knock events when monitoring. This is because the time scale of a single knock event is small. Knock Sensor Bkgd Noise Base ­> This is a smoothed component of the knock sensor corrected noise level that makes up a portion of the background noise calculation.

Knock Sensor Bkgd Noise Final ­> This is the final background noise level used as a base upon which the knock threshold adder is added to determine a knock threshold level. Knock Sensor Corr. Noise Level ­> Current knock sensor noise level based on the "Knock Sensor Calibration" table. This value is corrected to normalize output based on the currently selected filter (each filter represents a different frequency range). This corrected value is used as the basis in various calculations to determine knock events and filter selection.

Knock Sensor Filtered Output ­> Filtered knock sensor voltage used as an input to the "Knock Sensor Calibration" table.

Knock Sensor Thresh. Adder Final ­> This value is added to the final background noise level to determine the final knock threshold level. This value is also used in the calculation of the filter reference noise level which determines the selection of the current knock filter. Knock Sensor Thresh. Level Final ­> Final knock threshold noise level which is compared to the current knock sensor corrected noise level to determine if a knock event has occurred.

Knock Sum Cyl. #1 [09­13 FXT, 10­12 LGT, 09­13 WRX, 08­13 STI] ­> Counter which is incremented when a non­consecutive knock event, as perceived by the ECU, occurs in cylinder #1. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability. Knock Sum Cyl. #2 [09­13 FXT, 10­12 LGT, 09­13 WRX, 08­13 STI] ­> Counter which is incremented when a non­consecutive knock event, as perceived by the ECU, occurs in cylinder #2. This value may be reset to zero when a certain threshold is reached.

Note: This counter is incremented even at idle and low RPM where false knock is a greater probability.

Knock Sum Cyl. #3 [09­13 FXT, 10­12 LGT, 09­13 WRX, 08­13 STI] ­> Counter which is incremented when a non­consecutive knock event, as perceived by the ECU, occurs in cylinder #3. This value may be reset to zero when a certain threshold is reached. Note: This counter is incremented even at idle and low RPM where false knock is a greater probability. Knock Sum Cyl. #4 [09­13 FXT, 10­12 LGT, 09­13 WRX, 08­13 STI] ­> Counter which is incremented when a non­consecutive 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.

Knock Sum [ALL 2.5L MODELS EXCEPT 09­13 FXT, 10­12 LGT, 09­13 WRX, 04­06 STI, 08­13 STI] ­> Counter which is incremented when a non­consecutive knock event, as perceived by the ECU, occurs. This value may be Copyright © 2013 COBB Tuning Products LLC. All Rights Reserved | www.cobbtuning.com 8

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