0x1 VY_V6_$060A_Enhanced THE1 Dual Bank o2 - SET = Both o2's SET = Both o2s Untick = Drivers O2 0x01 Closed Loop Determination - Warm Temperature Timer Coolant Threshold Deg C 13 15 Closed Loop Determination - Timer Value - Warm Sec 0 84 Closed Loop Determination - Timer Value - Cold Sec 0 84 Closed Loop - IF RPM < This Remain in O/L RPM 6 4 Closed Loop - Air Fuel Ratio :1 0 0 Closed Loop - Enable Temperature Threshold Deg C 13 15 Open Loop - Enable Temperature Threshold Deg C 13 15 BLM LTFT - If Coolant <= This, Skip Learning Deg C 0 0 BLM LTFT - IF Cyl_Air <= This, Skip Learning MG/Cyl 0 0 Cold EOS Slowtrim Centre CALS In MV Vs BLM Load Cell# 17 4 0 0 1 0 0 2 0.000000 255.000000 1 ---------CALIBRATION IDENTIFICATION------------------------------ APPLICATION PROGRAM CALIBRATION XDF TRAN 216 16269020 92104512 BDA AUTO 261 16269020 92108760 BDB AUTO 262 16269020 92108761 BDB MAN 263 16269020 92108761 BDB LPG 305 16269238 92118885 06A AUTO 305 16269238 92118883 06A AUTO 306 16269238 92118889 06A LPG 305 16269268 92161296 06B AUTO 305 16269268 92162167 06B AUTO 305 16269268 92211726 06B AUTO 307 16269020 92163772 06C LPG 1 0 0 1 0 0 0 0.000000 255.000000 1 EPROM ID HEX 3 0 0 0 Enable TCC Conditions (1=...) KTCCDSFT 0x01 Enable TCC Conditions (1=...) KTCCDTHT 0x02 Enable TCC Conditions (1=...) KTCCUSLP 0x04 Enable TCC Conditions (1=...) KTCCRNG 0x08 Enable TCC Conditions (1=...) KTCCXCLD 0x10 Enable TCC Conditions (1=...) KTCCECLD 0x20 Enable TCC Conditions (1=...) KTCCRLS 0x40 Enable TCC Conditions (1=...) FLCKUP 0x80 Enable TCC Conditions (1=...) KTCCSLIP 0x01 Enable TCC Conditions (1=...) KTCCAC 0x02 Enable TCC Conditions (1=...) KTCCMNTH 0x04 Enable TCC Conditions (1=...) KTCCDIAG 0x08 Enable TCC Conditions (1=...) KTCCUSFT 0x10 Enable TCC Conditions (1=...) KTCCD3 0x20 Enable TCC Conditions (1=...) KTCCD4 0x40 Enable TCC Conditions (1=...) KMISFIRE 0x80 Enable TCC Conditions (1=...) KTCCHGLE 0x01 Enable TCC Conditions (1=...) KTCCSCHR 0x02 Minimum TCC Duty Cycle % 0 0 Default Airflow Vs RPM & TPS % TPS % 5 4 0 0 RPM 7 4 0 0 G/S 2 0.000000 255.000000 1 Default TPS Vs Modified Airflow TPS% 17 4 0 0 G/S 1 0 0 TPS% 2 0.000000 255.000000 1 BCC ID 44544346 = DTCF YOU WILL BE ABLE TO SEE DTCF IN THE COMMENTS FIELD WITH A HEX EDITOR. HEX 3 0 0 0 SOFTWARE ID (XDF) AA06 WILL DISABLE CRC CHECKSUM LOOKUP. HEX 3 0 0 APPLICATION ID 2 0 0 0 PROGRAM ID (PCM BOX CODE) 0 0 0 CALIBRATION ID 0 0 0 TRANSMISSION ID 3 0 0 0 CRC CHECKSUM 3 0 0 Malf 24 - Vehicle Speed Sensor A/T No Signal 0x20 Malf 92 - Low Speed Fan Communication Failure Set = Enable DTC Processing Disable when not using a BCM 0x01 OPTLC 0x80 Manual Transmission SET = Enabled Set when using T5 or Getrag 0x01 Power Steering Pressure Switch Option When set power steering pressure switch present. 0x02 OPTSSACC 0x10 BYPMFILT 0x40 EGR OPTION SET= ON WHEN SET EGR VALVE PRESENT. 0x04 EGRPM Option 0x02 EGR Option 1 0 = Do not disable EGR while in O/L 0x01 If TPS <= This - Keep EGR Off TPS% 0 0 If TPS < = This - Turn EGR Off TPS% 0 0 If Startup Coolant < This - Enable Coolant Check DEG/C 0 0 OPT6CYL 0x02 1 = Throttle Follower RPM Dependent; 0 = Throttle Follower KPH Dependent 0x04 VATS Disable SET = OFF 0x08 Do Not Select Open Loop Idle Logic SET = Enabled 0x10 DFCOCATP 0x40 Getrag VSS - SET = Enabled 0x80 OPTLPG 0x01 VXCOMMS 0x04 CSHILO 0x10 Base Injector Rate MSEC/ GRAM 0 0 Min Injector Off Time Msec 0 0 Min Base Pulse Width Any calculated fuel PW < this item will cause the default PW to be delivered. ** If you have applied InjectorModelBugFix Patch, this parameter also controls the injection timing hardware minimum PW, so please don't set to zero! Msec 0 0 Default Pulse width for low calc pw This is the minimum fuel PW that will be delivered if the calculated BPW is less than the minimum Base Pulse Width Item. Please note that this does not include the injector voltage offset, it is added seperately. Msec 0 0 Injector - Fuel Boundry Located Cal Deg After 3x REF Limit to MIN 6 0 0 IDLE - Time Delay from Closed to Open Loop Idle When in P/N Sec 0 0 IDLE - Default Time Delay for Closed to Open Loop Idle Sec 0 0 Crank Table Scalar For Max Crank Pulse Width 0 0 Injector - Voltage Offset MSEC 1 0 0 VOLTS 17 0 0 MSEC 2 0.000000 255.000000 1 Injector - Low Pulse Width Injector Offset Vs Base Pulse Width Msec 1 0 0 Msec 16 4 0 0 Msec 2 0.000000 255.000000 1 Injector - End of injection Target Vs Coolant Temp End of Injection Target = Degrees Before Boundry Cutoff (Intake Closure) Please refer to EOI Calculator spread sheet Degrees 1 0 0 DegC 9 4 0 0 Degrees 2 0.000000 255.000000 1 Injector Multiplier Vs RPM & Cylair Please refer to Injector Multiplier Tuning spread sheet MGC 14 2 0 0 RPM 16 2 0 0 MULTI 3 0.900000 1.300000 1 TractionControlFuelPWBugFix This fixes the factory software bug that affects any cylinder resuming operation after a torque management fuel cut. KPH > This - Use RPM Fuel Cut-OFF KPH 0 0 RPM < This - Disable High KPH Fuel Shut-OFF RPM 0 0 RPM >= This - Shut OFF Fuel & Don't Turn Fuel Back ON - Drive - P/N - Reverse 3 1000.000000 4 0 0 2 1000.000000 4 0 0 2 0.000000 255.000000 1 KPH > This - Shut OFF Fuel 4th Gear KPH 0 0 KPH > This - Don't Turn Fuel Back ON 4th KPH 0 0 KPH > This - Shut Fuel 3rd Gear KPH 0 0 KPH > This - Don't Turn Fuel Back ON 3rd KPH 0 0 3rd & KPH > This - Freak Out Fuel KPH 0 0 4th & KPH > This - Freak Out Fuel KPH 0 0 Fuel Freak Out Factor *KPH Delta * FAVAL GAIN 0 0 Degrees Retard / KPH - Over VSS Limit DEG 0 0 Time to Remain at Fuel-Cut OFF Ratio After Fuel-Cut Ends SEC 0 0 Fuel-Cut OFF Air Fuel Ratio in Drive RATIO 0 0 Fuel-Cut OFF Air Fuel Ratio in P/N and Reverse RATIO 0 0 Fuel Cut-OFF Multiplier 0-2 Multiplier DEG/C 14 4 0 0 MULTIPLIER 1 0 0 MULT 2 0.000000 255.000000 1 Startup Fuel Air Timeout - Reduction Freq. Multiplier V's Coolant Multiplier 1 1000.000000 4 0 0 DEG/C 9 1000.000000 4 0 0 2 0.000000 255.000000 1 Crank Fuel PW Vs Coolant Milligram 1 0 0 Coolant 27 4 0 0 2 0.000000 255.000000 1 **********TORQUE MANAGEMENT********** 0 0 Enable Torque Management Option 0x01 Scaler for Torque Management SCALER 0 0 % Efficiency Values for Torque Conversion 5 4 0 0 1 4 0 0 % 2 0.000000 255.000000 1 Engine Efficiency RPM Vs AFR AFR 6 4 0 0 RPM 13 4 0 0 EFFIC 2 0.000000 255.000000 1 Friction Torque Loss - RPM Vs Coolant DEG/C 7 4 0 0 RPM 13 4 0 0 FT-LBS 2 0.000000 255.000000 1 Torque Pumping Loss - RPM Vs TPS TPS% 10 4 0 0 RPM 13 4 0 0 FT-LBS 2 0.000000 255.000000 1 Torque Multiplier When Speed Ratio >= 1 MULT 0 0 Do Not Use Torque Multiplier Until Run Time > This SEC 0 0 Torque Multiplier Vs Speed Ratio - When Speed Ratio < 1 SPEED - RATIO 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Default Torque Value for Engine Perf TORQUE 0 0 Sea Level Torque Value used for Altitude Compensation of F31 Functions TORQUE 0 0 Default Torque Value for Engine Perf50 TORQUE 0 0 ENGPERF Counts Per TPS% COUNTS/% 0 0 PRFRPMT 5 4 0 0 1 0 0 TPS% 2 0.000000 255.000000 1 TPS Deadband For ENGPERF 100 Learn Window TPS% 0 0 Filter Coefficient For Learning ENGPERF COEFF 0 0 Don't Learn Engine Perf50 if RPM <= This RPM 0 0 Don't Learn Engine Perf50 if RPM >= This RPM 0 0 Don't Learn Engine Perf50 if TPS < This TPS% 0 0 Don't Learn Engine Perf50 if TPS >= This TPS% 0 0 Filter Coefficient For Learning ENGPERF50 COEFF 0 0 If ENGPERF >= This - Set ENGPERF MIL = 0 TORQUE 0 0 If ENGPERF50 <= This - Set ENGPERF50 MIL = 0 TORQUE 0 0 If ENGPMIL >= This - Set ENGPERF = ENGPERF MILES 0 0 Maximum Mass Air Rate Vs RPM Limits the maximum airflow as reported by the MAF Vs RPM. For larger cubic inch displacement or forced induction, This table may need to be changed to suit. NOTE: Changing this table will change the grams/sec calculation. GRAMS SEC 1 2 0 0 RPM 17 4 0 0 0 0.000000 255.000000 2 Maximum Mass Air Rate Multiplier Vs Trans Temp 0-2 multiplier DEG/C 5 4 0 0 MULTIPLIER 1 0 0 MULTIPLIER 2 0.000000 255.000000 1 **************************************** 0 0 ***********TRACTION_CONTROL*********** 0 0 Time Counts Down After Exiting TCS SEC 0 0 Delay Timer From The Commencement Of TCS SEC 0 0 Command Upshift If Upshift Timer Expired TRQREQ 0 0 If During TCS Vehicle Speed Droop > KDWNKPH KPH 0 0 RPM Stall Saver Threshold For Traction Control RPM 0 0 Stall Saver Maximum Mode RPM 0 0 Timer Before Incrementing TCS Mode When SEC 0 0 TCS Droop 7 4 0 0 1 0 0 RPM 2 0.000000 255.000000 1 Q Value To Filter Torque Multiplier COEFF 0 0 Multiplier For DFPWX When Cylinder Is RE 0 0 If RPM < This - Disable TCS Torque Reduction RPM 0 0 If RPM < This - Keep TCS Torque Reduction Disabled RPM 0 0 If TPS > This - Disable TCS Torque Reduction TPS% 0 0 Hysteresis For DCTRQREQ (Requested Torque) DC% 0 0 IO TRQRATIO Hysteresis When TRQRATIO Increasing TRQRAT 0 0 IO TRQRATIO Hysteresis When TRQRATIO Decreasing TRQRAT 0 0 TCMAXTRQ Filter Coefficient COEFF 0 0 Traction Control Enable Time MODE 24 4 0 0 SEC 1 0 0 SEC 2 0.000000 255.000000 1 Coolant Default for TCS Enable Look-up DEG/C 0 0 F3TCENAB 17 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 F3ENABDC 17 4 0 0 1 0 0 CNTS 2 0.000000 255.000000 1 Traction Control Spark Retard Vs TCS Mode Not interpolated MODE 24 4 0 0 RETARD 1 0 0 DEG 2 0.000000 255.000000 1 Traction Control AFR Vs TCS Mode Not interpolated MODE 24 4 0 0 RATIO 1 0 0 RATIO 2 0.000000 255.000000 1 F/A Ratio Per CAL Time To Ramp From TCS F/A 1/RATIO 0 0 Time To Delay Between F/A Ramp Increments SEC 0 0 ABS Speed Must Be >= To CAL To Command A 1-2 Upshift KPH 0 0 ABS Speed Must Be >= To CAL To Command A 2-3 Upshift KPH 0 0 Engine Speed Must Be >= To CAL To Command A 1-2 Upshift RPM 0 0 Engine Speed Must Be >= To CAL To Command A 2-3 Upshift RPM 0 0 CAL Delay Time Must Elapse To Allow 2-1 Downshift SEC 0 0 CAL Delay Time Must Elapse To Allow 3-2 Downshift SEC 0 0 If TRQRDMOD = 0 And TPS <= CAL Then The Previous Downshift Delays Will Be Cleared TPS% 0 0 TRQRDMOD Must Be > CAL For Upshift MODE 0 0 12.5MS Loops To Delay Between Decs Of TCSCATTM LOOPS 0 0 If TRQRDMOD > CAL Don't Inc TSCATTM MODE 0 0 If TCSATTM >= CAL Ramp Boost Off CNTS 0 0 If TCSATTM >= CAL Ramp Power Back On CNTS 0 0 If TCSATTM >= CAL Reset TCSATTM To Zero CNTS 0 0 If TCS Active For CAL Time Ramp Out Cruise SEC 0 0 % Of Available Engine Torque - Mode Vs RPM RPM 17 4 0 0 MODE 24 4 0 0 TORQUE% 2 0.000000 255.000000 1 Maximum Engine Torque Reduction Mode 0 0 Maximum Engine Torque 0 0 F3TRQMUL (800RPM) 17 4 0 0 9 4 0 0 FACTOR 2 0.000000 255.000000 1 F3TCSTMI 17 4 0 0 1 0 0 CNTS 2 0.000000 255.000000 1 CYLUTABL 25 4 0 0 1 0 0 CNTS 2 0.000000 255.000000 1 Final Drive Ratio RATIO 0 0 Final Drive Efficiency Factor (0 to 1) RATIO 0 0 Time To Keep TC/PM A/F Ratio After Leaving TC/PM SEC 0 0 If NTSRPM < TCSROM - KTCSRPM Disable TCS RPM 0 0 F12TIME 9 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 F21TIME 9 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 F23TIME 9 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 F32TIME 9 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 ACTGEAR ACTRATIO Default Update Timer SEC 0 0 3rd Gear To 4th Gear Update Timer SEC 0 0 4th Gear To 3rd Gear Update Timer SEC 0 0 **************************************** 0 0 MAF Complete Offset, Divider and Tables. Note - Calibration should be performed in as close to steady state conditions as possible. Please refer to MAF Tables 14 Tuning spread sheet Raw Data 12 1000.000000 4 0 0 Table Number 14 1000.000000 4 0 0 0 0.000000 255.000000 3 MASS AIR RATE OFFSET 1 2 3 0 0 MASS AIR RATE SCALING FACTOR 1 2 3 0 0 MAF SCALER TABLE 1-SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GPS 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 2 2 3 0 0 MASS AIR RATE SCALING FACTOR 2 2 3 0 0 MAF SCALER TABLE 2 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 3 2 3 0 0 MASS AIR RATE SCALING FACTOR 3 2 3 0 0 MAF SCALER TABLE 3 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 4 2 3 0 0 MASS AIR RATE SCALING FACTOR 4 2 3 0 0 MAF SCALER TABLE 4 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 5 2 3 0 0 MASS AIR RATE SCALING FACTOR 5 2 3 0 0 MAF SCALER TABLE 5 -SCALEDHz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 6 2 3 0 0 MASS AIR RATE SCALING FACTOR 6 2 3 0 0 MAF SCALER TABLE 6 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 7 2 3 0 0 MASS AIR RATE SCALING FACTOR 7 2 3 0 0 MAF SCALER TABLE 7 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 8 2 3 0 0 MASS AIR RATE SCALING FACTOR 8 2 3 0 0 MAF SCALER TABLE 8 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 9 2 3 0 0 MASS AIR RATE SCALING FACTOR 9 2 3 0 0 MAF SCALER TABLE 9 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 10 2 3 0 0 MASS AIR RATE SCALING FACTOR 10 2 3 0 0 MAF SCALER TABLE 10 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 11 2 3 0 0 MASS AIR RATE SCALING FACTOR 11 2 3 0 0 MAF SCALER TABLE 11 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 12 2 3 0 0 MASS AIR RATE SCALING FACTOR 12 2 3 0 0 MAF SCALER TABLE 12 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 13 2 3 0 0 MASS AIR RATE SCALING FACTOR 13 2 3 0 0 MAF SCALER TABLE 13 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 MASS AIR RATE OFFSET 14 2 3 0 0 MASS AIR RATE SCALING FACTOR 14 2 3 0 0 MAF SCALER TABLE 14 -SCALED Hz Scaled Using the following formula (a/256 * X) + b/256 where "a" is the Mass Air Rate Scaling Factor, "X" is Table Scalar Value and "b" is the Mass Air Rate Offset GRAMS SEC 1 1000.000000 0 0 Hz 9 1000.000000 2 0 0 GRAMS SEC 2 0.000000 255.000000 1 If Delta MAF > This - Must Do Transient Fuel Calcs GM/S 0 0 If RPM < This - Do Transient Fuel RPM 0 0 FDMAFRML engine speed based 0-2 multiplier for each of the filtered airflow adjustment tables ( FDIFI, FDIFD, FDDFI, FDDFD) RPM 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 FDIFI 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FDDFI 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FDIFD 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FDDFD 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 Compensation Multiplier Vs RPM For Increasing Flow 0-4 multiplier RPM 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Compensation Multiplier Vs RPM For Decreasing Flow 0-4 multiplier RPM 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Compensation Multiplier Vs Coolant Temp For Decreasing Flow 0-4 multiplier DEG/C 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Compensation Multiplier Vs Coolant Temp For Increasing Flow 0-4 multiplier DEG/C 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 FSDIFI 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FSDDFI 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FSDIFD 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FSDDFD 17 4 0 0 1 0 0 COEFF 2 0.000000 255.000000 1 FSMAFIML G/S 33 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 FSMAFDML G/S 33 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Blending Multiplier Vs INCNTR (12.5 MS Loop) For Increasing Flow 0-1 multiplier G/S 33 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Blending Multiplier Vs INCNTR (3X Loop) For Decreasing Flow 0-1 multiplier G/S 33 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Spark Option Idle Retard Spark warm idle speed spark enabled 0x01 Spark Option Air Temperature Spark clutch controlled spark enable? 0x02 Spark Option Closed Throttle Spark 0x08 Spark Option Closed Throttle Spark Shift Flare 0x10 Spark Option Cold Load Spark 0x80 ECT Above Which Spark Option BIT 1 is Enabled DEG/C 0 0 Spark Retard Option 0x08 Maximum Spark Advance The maximum spark timing permitted at any time, the PCM will not allow spark advance to be increased above this level, ever! DEG 1 0 0 Minimum Spark Advance The minimum spark timing permitted at any time, the PCM will not allow spark advance to be reduced below this level, ever! DEG 1 -30.000000 0 0 Maximum Retard While RDSC Tip-in Bump Spark Active DEG 0 0 P/N Spark Advance DEG 0 0 Spark Retard Vs Reference Pulses After Shift to P/N PULSES 9 4 0 0 DEG 1 0 0 DEG 2 0.000000 255.000000 1 Spark Cold Load Correction - RPM Vs MGC Must be less than 80 DEG/C Provides engine coolant temperature correction to spark timing. MGC 14 1000.000000 2 0 0 RPM 7 1000.000000 2 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Cold Load Multiplier Vs ECT Must be less than 80 DEG/C Provides engine coolant temperature correction to spark timing. 0-1 Multiplier MULTI 1 1000.000000 2 0 0 DEG C 6 1000.000000 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Advance - ECT Vs MGC Provides engine coolant temperature correction to spark timing. MGC 14 1000.000000 2 0 0 ECT 12 1000.000000 2 0 0 DEG 2 -5.000000 5.000000 1 Run Time Advance Correction Vs Cylair50 35 deg bias Cylair 11 4 0 0 1 0 0 DEG 2 0.000000 255.000000 1 Run Time Advance Multiplier 0-1 multiplier populate 48 second breakpoint with 0 SEC 7 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Run Time Spark Vs Coolant Temp Multiplier for Drive & M/T 0-1 multiplier DEG/C 8 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Run Time Spark Vs Coolant Temp Multiplier for P/N 0-1 multiplier DEG/C 8 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Spark Advance High Octane - RPM Vs MGC <= 4800RPM 4800rpm cells must match (Extension) table Defines the upper timing when good fuel, with adequate octane is being used, and the engine is not in an idle condition. The PCM interpolates between the high octane map and the low octane map values based on knock activity. See also: - Spark Low-Octane Table Note - Calibration should be performed in as close to steady state conditions as possible. MGC 14 1000.000000 2 0 90 RPM 17 1000.000000 2 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Advance High Octane Extention - RPM Vs MGC >= 4800RPM Defines the upper timing when good fuel, with adequate octane is being used, and the engine is not in an idle condition. The PCM interpolates between the high octane map and the low octane map values based on knock activity. MGC 14 1000.000000 2 0 0 RPM 5 1000.000000 2 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Advance Low Octane - RPM Vs MGC <= 4800RPM 4800rpm cells must match (Extension) table Defines the lower timing when low octane fuel is being used or excessive knock is detected. The PCM interpolates between the high octane map and the low octane map values based on knock activity. The low octane table will only be used exclusively when a MAF or knock sensor DTC has been set. See also: - Spark High-Octane Table Note - Calibration should be performed in as close to steady state conditions as possible. MGC 14 1000.000000 2 0 0 RPM 17 1000.000000 2 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Advance Low Octane Extention - RPM Vs MGC >= 4800RPM Defines the lower timing when low octane fuel is being used or excessive knock is detected. The PCM interpolates between the high octane map and the low octane map values based on knock activity. The low octane table will only be used exclusively when a MAF or knock sensor DTC has been set. MGC 14 1000.000000 2 0 0 RPM 5 1000.000000 2 0 0 Spark Advance 2 0.000000 255.000000 1 Spark Advance - IAT Vs MGC Provides intake air temperature correction to spark timing. MGC 14 1000.000000 2 0 0 DEG C 8 1000.000000 2 0 0 DEG 2 0.000000 255.000000 1 Spark Advance Correction IAT Multiplier Vs RPM 0-1 Multiplier RPM 17 4 0 0 MULT 1 0 0 2 0.000000 255.000000 1 If Delta Cylair > This - Then Max Dwell MG/CYL 0 0 Spark Individual Cylinder Modification - Advance/Retard CYLINDER 6 4 0 0 DEG 1 0 0 DEG 2 0.000000 255.000000 1 Spark Multiplier of Individual Cylinder - Advance Vs RPM 0-1 Multiplier RPM 17 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Spark Multiplier of Individual Cylinder - Advance Vs Cylair 0-1 Multiplier CYLAIR 14 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 High Resolution Idle RPM Filter Coefficient COEFF 0 0 IAC Spark Correction Lower Coolant Threshold DEG/C 0 0 Idle High RPM Spark Correction Multiplier If the actual idle speed is above the desired idle speed value, then this table is used to make adjustments to spark timing. The RPM error values are in relation to the difference between actual idle speed and desired idle speed. DEG% 0 0 Idle Low RPM Spark Correction Multiplier If the actual idle speed is below the desired idle speed value, then this table is used to make adjustments to spark timing. The RPM error values are in relation to the difference between actual idle speed and desired idle speed. DEG% 0 0 Idle RPM Error Limit for Spark Advance Correction If actual idle rpm is above/below desired idle rpm by this much, Idle spark correction will be used. Also see: Idle spark correction limit RPM 0 0 Idle Spark Correction Limit DEG 0 0 Closed Throttle Cylair MG/CYL 0 0 Minimum Closed Throttle Time for Closed Throttle Spark SEC 0 0 Closed Throttle Spark Ramp Rate DEG/SE 0 0 Load Threshold For Clutch Switch Spark MG/CYL 0 0 Closed Throttle Time SEC 0 0 Rate to Ramp Spark to Idle Spark when shift flare detected - else use closed throttle spark multiplier This table makes adjustments to spark in an attempt to curb idle speed flare upon start up. DEG/SE 0 0 Flare Detect RPM This table makes adjustments to spark in an attempt to curb idle speed flare upon start up. RPM 0 0 Idle Spark Advance Vs Coolant Temp SPARK DEG 1 0 0 DEG/C 11 4 0 0 2 0.000000 255.000000 1 Idle Spark Retard Vs Coolant Temp SPARK DEG 1 0 0 DEG/C 11 4 0 0 2 0.000000 255.000000 1 Idle Spark Multiplier Vs Cylair 0-2 Multiplier MGC 11 4 0 0 MULTIPLIER 1 0 0 2 0.000000 255.000000 1 Rate to Ramp to Retard Idle when all conditions are met DEG/S 0 0 Spark - Advance During Crank Vs Coolant Temp & RPM LOW <= 512RPM Timing values used when the engine is cranking. RPM 17 4 0 0 DEG/C 6 4 0 0 SPARK DEG 2 0.000000 255.000000 1 Spark - Advance During Crank Vs Coolant Temp & RPM HIGH >= 512RPM Timing values used when the engine is cranking. RPM 17 4 0 0 DEG C 6 4 0 0 DEG 2 0.000000 255.000000 1 Spark PE - Advance / Retard Vs Time in PE SEC 9 4 0 0 DEG 1 0 0 2 0.000000 255.000000 1 # Of 3X Refs To Delay PE (Or Rich A/F) Spark REFS 0 0 Spark PE - Advance Trim Multiplier Vs RPM RPM 8 4 0 0 MULT 1 0 0 2 0.000000 255.000000 1 Spark PE - Retard Trim Multiplier Vs RPM RPM 8 4 0 0 MULT 1 0 0 2 0.000000 255.000000 1 ***************Burst_Knock*************** 0 0 Burst Knock - Coolant Threshold Engine coolant temperature must be above this value to enable burst knock. Deg C 13 15 Burst Knock - RPM Threshold Engine RPM must be above this value to enable burst knock. RPM 6 4 Burst Knock - Delta TPS Threshold to Activate TPS % 57 67 Burst Knock - Stage1 Duration Counts 0 34 26 Burst Knock - Stage2 Duration Counts 0 34 26 Burst Knock - Maximum Spark Retard Deg 38 23 Burst Knock - Stage 1 Decay Delta Counts 34 26 Burst Knock - Stage 2 Decay Delta Counts 34 26 Burst Knock - TPS Offset % TPS% 1 57 67 **************************************** 0 0 ESC Parameters - ESC Maximum Retard DEG 0 0 KNOCK SENSOR LOGIC ENABLE 0x01 KNOCK VARIABLE OPTION SET = FIXED VARIABLE RATE. NOT SET = VARIABLE RATE READ CONFIGURATION. 0x02 CYLINDER 1 NOK SENSOR PRESENT 0x04 CYLINDER 2 NOK SENSOR PRESENT 0x08 CYLINDER 3 NOK SENSOR PRESENT 0x10 CYLINDER 4 NOK SENSOR PRESENT 0x20 CYLINDER 5 NOK SENSOR PRESENT 0x40 CYLINDER 6 NOK SENSOR PRESENT 0x80 IRIC SPI BYTE #1 0 0 IRIC SPI BYTE #2 0 0 IRIC SPI BYTE #3 0 0 IRIC Mode 0 0 DSNEF Filter Q 0 0 EC' DSNEF Intergration C MICROS 0 0 Bandpass Filter Centre Frequency Hz 0 0 MAXIMUM KNOCK RETARD- NON PE MODE DEG 3 0 0 MAXIMUM KNOCK RETARD- PE MODE DEG 3 0 0 High Cylair Shift If Downshift & Cylair > This MG/CYL 0 0 Clear High Cylair Shift If Shift Occured > This Time Ago SEC 0 0 ***************ADAPTIVE*************** 0 0 Adaptive Spark Cell - RPM Limit RPM 0 0 Adaptive Spark Cell RPM Hysteresis RPM 0 0 Adaptive Spark Cell - Low Octane Load Limit 1 MG/CYL 0 0 Adaptive Spark Cell - High Octane Load Limit 2 MG/CYL 0 0 Adaptive Spark Cell Load Hysteresis MG/CYL 0 0 ESC Must Be > This - To Use Light Knock Retard Rate DEG 0 0 ESC Must Be > This - To Use Heavy Knock Retard Rate DEG 0 0 Adaptive Spark - Table Difference Must be > This to move toward Retard Deg 0 0 Time Between Retard Updates For Light Knock SEC 0 0 Time Between Retard Updates For Heavy Knock SEC 0 0 Rate at which Multiplier moves toward retard table %/SEC 0 0 SP2RDLY SEC 0 0 Use SP2RDLY for CAL if Cell has recently changed SEC 0 0 Adaptive Spark - Table Difference Must be > This to move toward Advance Deg 0 0 Adaptive Spark Min RPM The adaptive octane scaler cannot be modified until RPM is above this value. RPM 0 0 Adaptive Spark Max RPM The adaptive octane scaler cannot be modified if RPM is above this value. RPM 0 0 Time Between Advance Update of Multiplier SEC 0 0 Rate at which Multiplier moves toward advance table %/SEC 0 0 Multiplier Applied to Adaptive Spark Adaptive Spark Retent % 0 0 Adaptive Spark Multiplier if Option Flag 3 (FIXADP=1) MULTIPLIER 0 0 FIXADP Option 0x08 Minimum Run Time for Applying the Adaptive Spark Multiplier Correction on next power up SEC 0 0 Adaptive Spark - Start-up Spark Correction Vs Coolant ECT 9 4 0 0 1 0 0 MULT 2 0.000000 255.000000 1 Adaptive Spark - High Octane Spark Decrease Threshold - MGC Vs RPM Cylair > this - move toward high octane table RPM 17 4 0 0 MG/CYL 1 4 0 0 MG/CYL 2 0.000000 255.000000 1 Adaptive Spark - Low Octane Spark Decrease Threshold - MGC Vs RPM RPM 17 4 0 0 MG/CYL 1 4 0 0 MG/CYL 2 0.000000 255.000000 1 F6ADUPDT CELL# 0 0 Adaptive Spark - Coolant Multiplier ECT 9 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 **************************************** 0 0 Attack Rate = Zero If Runtime < This SEC 0 0 Attack Rate = Zero If Coolant < This DEG/C 0 0 ESC Attack Rate Vs RPM Once knock is detected, the timing will be reduced by this many degrees per knock sensor volt, every low resolution reference pulse (4x per crank rotation for V8, 3x for V6). RPM 17 4 0 0 1 0 0 2 0.000000 255.000000 1 ESC Attack Rate Multiplier DEG/RETARD 18 4 0 0 1 0 0 2 0.000000 255.000000 1 RDSC Please Read RPM derivative spark control is a modifier based on change in rpm. It operates only when certain criteria are met. The first of these is that either the throttle change has exceeded the tip-in (throttle application) or tip-out (throttle release) thresholds. Other criteria must also be met such as the vehicle is moving, engine RPM is between a lower and upper threshold and coolant temp exceeds a set point. If all criteria are met RDSC will start adjusting spark advance to try smooth out any RPM changes - if the RPM is rising too quickly advance will be reduced while if it is falling advance will be increased. Setting the gain of how much spark is added or subtracted in relation to the RPM derivative needs to be done carefully. Too much gain and RDSC will add to driveline oscillations. 1 0 0 1 0 0 2 0.000000 255.000000 1 RDSC Please Read The ECU uses RPM/KPH to determine the current gear and can apply different tip-in and tip-out gain values for each gear. A sliding filter is used to store 10 previous RPM samples at 12.5ms intervals which are then used to calculate a moving average of RPM's. The sliding filter value defines the number of samples prior to the current to check for RPM increasing or decreasing. When RDSC is active a maximum positive and negative spark change limit is also used to prevent overly large changes. 1 0 0 1 0 0 2 0.000000 255.000000 1 RDSC Option 0x20 RDSC Parameters High Resolution RPM Filter Coefficient COEFF 0 0 Spark Advance RDSC Lower Limit DEG 0 0 Increasing/Decreasing TPS Threshold TPS% 0 0 A/D TPS Rate For RDSC & Bump Execution (Populate with $FF to give same operation as VT production) COUNT 0 0 Low/High TPS Threshold For RDSC TPS% 0 0 Disable RDSC if TPS > This TPS% 0 0 If above True & Coolant < This - 0 EGR DEG/C 0 0 If Offset > = Min Offset + This - Add EGR Off A/D A/D CT 0 0 Add CAL To Offset When Above Conditions Met A/D CT 0 0 Filter Coefficient For EGR Offset COEFF 0 0 EGR Actuator Position Gain GAIN 0 0 Min EGR Postion In A/D Counts A/D CNT 0 0 Filter Coefficient For EGR Postion COEFF 0 0 If TPS > This - Keep EGR Off TPS% 0 0 If TPS > This - Turn EGR Off TPS% 0 0 If Coolant < This - Don't Enable EGR Test DEG/C 0 0 No EGR 9 4 0 0 1 0 0 SEC 2 0.000000 255.000000 1 High Octane Linear EGR Desired Actuator Position Vs RPM & Cylair MGC 14 4 0 0 RPM 13 4 0 0 STROKE% 2 0.000000 255.000000 1 EGR Multiplier 9 4 0 0 1 0 0 MULT 2 0.000000 255.000000 1 EGR Gain 9 4 0 0 1 0 0 GAIN 2 0.000000 255.000000 1 EGR Desired Position Multiplier Vs ATS/DEG 0-2 mult Also applied to EGR spark offset 9 4 0 0 1 0 0 MULT 2 0.000000 255.000000 1 EGR Gain 13 4 0 0 6 4 0 0 GAIN 2 0.000000 255.000000 1 Eng Perf50 1 = engperf 2 = nbaro 0 0 Eng Perf50 11 4 0 0 1 0 0 SCALER 2 0.000000 255.000000 1 EGR Integral DC% 6 4 0 0 1 0 0 DC% 2 0.000000 255.000000 1 EGR Duty Cycle Integral Gain Multiplier Vs EGR Position 6 4 0 0 1 0 0 2 0.000000 255.000000 1 EGR Duty Cycle Proportional Gain Multiplier Vs EGR Position 6 4 0 0 1 0 0 FACTOR 2 0.000000 255.000000 1 USE HI CYLAIR RECOVERY RATE IF CYLAIR IS > THIS 0 0 Recovery Update Interval S 0 0 ESC DELAY CAL 12.5MS LOOPS PER RECOVERY UPDATE Use KRCOVDLC For KSP2RTIM After Cell Change as long as NOCKRTD (CYL) is not increasing 0 0 ESC HIGH CYLAIR DOWNSHIFT RECOVERY RATE DEG/Sec 1 0 0 RPM 17 4 0 0 Deg/Sec 2 0.000000 255.000000 1 ESC HIGH CYLAIR RECOVERY RATE DEG/Sec 1 0 0 RPM 17 4 0 0 DEG/Sec 2 0.000000 255.000000 1 ESC NORMAL RECOVERY RATE Deg/Sec 1 0 0 RPM 17 4 0 0 Deg/Sec 2 0.000000 255.000000 1 Max MAD V 0 0 Min MAD V 0 0 Integrator Output Filter Coefficient Modified Applied When Knock Is Present MULT 0 0 MAD Filter Coefficient This value should not be calibrated to less than 0.002 to prevent loss of accuracy 0 0 ESC Window Beginning Offset in Degrees Vs RPM & Load MGC 14 4 0 0 RPM 8 4 0 0 DEG 2 0.000000 255.000000 1 ESC Window Load Enable 17 4 0 0 MGC 1 0 0 M/sec 2 0.000000 255.000000 1 Knock Retard Enable RPM If rpm < this = disable CCESC RPM 0 0 0 Change Limit Of Cylair50 In 12.5ms Interval MG/CYL 0 0 ESC TMTM S 0 0 .5 Msec Positive Delta RPM Threshold To select escqinc RPM/12 0 0 .5 Msec Negative Delta RPM Threshold To select escqdec RPM/12 0 0 2.5 Msec Positive Delta TPS Threshold TPS%/1 0 0 2.5 Msec Negative Delta TPS Threshold TPS%/1 0 0 Filter Coefficient For Instantaneous A/D Knock Signal When RPM Or TPS Increases COEFF 0 0 Filter Coefficient For Instantaneous A/D Knock Signal When RPM Or TPS Decreases COEFF 0 0 Filter Coefficient For Instantaneous A/D Knock Signal During Steady State COEFF 0 0 Disable ESC If Engine Load <= This If MGC < this = disable MGC 1 0 0 RPM 17 2 0 0 0 0.000000 255.000000 1 Trans Multiplier 15 4 0 0 1 0 0 FACT 2 0.000000 255.000000 1 CYL Multiplier 9 4 0 0 1 0 0 FACT 2 0.000000 255.000000 1 RPM Component Of Knock Multiplier For PE CYLMLPE 15 4 0 0 1 0 0 MULT 2 0.000000 255.000000 1 Multiplication Factor To Cylmul 1-6 As A Function Of Engine Coolant ECT 5 4 0 0 1 0 0 2 0.000000 255.000000 1 KNOCK SENSOR THRESHOLD VS CYLINDER VS RPM Higher values desensitize the knock sensors. Lower values sensitize the knock sensors. RPM 15 2 0 0 CYLINDER# 6 4 0 0 MULTIPLIER 3 0.000000 255.000000 1 DSNEF Initial Gain ESC Gain 0 0 If Average < This - Then Gain = Gain + ESCGADJ V 0 0 If Average > This - Then Gain = Gain ESCGADJ V 0 0 ESC Gain Adjustment To BPF 2 DB 0x10 ESC Gain Adjustment To BPF 4 DB 0x20 ESC Gain Adjustment To BPF 6 DB 0x30 ESC Minimum Gain (Range 0..26 DB Resolution 2 DB) DB 0 0 ESC Maximum Gain (Range 0..26 DB Resolution 2 DB) DB 0 0 Cylinder Knock Average Initialisation V 0 0 Cylinder Knock Average Minimum V 0 0 MAD Filtering Low RPM Threshold RPM 0 0 Minimum Load For Which MAD Filtering Is Enabled MG/CYL 0 0 Minimum RPM For Which MALF 93 Is Enabled RPM 0 0 M93 Enable Load Vs RPM RPM 17 4 0 0 MG/CYL 1 0 0 MG/CYL 2 0.000000 255.000000 1 Raw Sensor Reading Limit V 0 0 Minimum Raw Sensor Reading Delta V 0 0 Maximum Number Of Faults 0 0 Number Of Tests After Which The M93 Fault Counters Are Reset 0 0 Retard Degree When ESC MALF Present DEG 0 0 The Minimum RPM For Which MALF 61/62 Is Enabled RPM 0 0 The Minimum Airflow For Which MALF 61/62 Is Enabled MG/CYL 0 0 The Minimum Coolant Temperature For Which MALF 61/62 Is Enabled DEG/C 0 0 Raw Sensor Reading Lower Limit V 0 0 Maximum Number Of Faults 0 0 Number Of Tests After Which The M61/62 Fault Counters Are Reset 0 0 Desired Idle Speed (DRIVE) Vs Coolant Temp RPM 1 0 0 Degrees C 17 2 0 0 2 0.000000 255.000000 2 Desired Idle Speed (PARK) Vs Coolant Temp RPM 1 2 0 0 Degrees C 17 2 0 0 2 0.000000 255.000000 1 Throttle Follower - Hi Gain in Drive When Underspeed Steps 0 0 Throttle Follower - Hi Gain in P/N When Underspeed Steps 0 0 Throttle Follower - Gain in Drive When Underspeed Steps 0 0 Throttle Follower - Gain in P/N When Underspeed Steps 0 0 Throttle Follower - Hi Gain in Drive When Overspeed Steps 0 0 Throttle Follower - Hi Gain in P/N Drive When Overspeed Steps 0 0 Throttle Follower - Gain in Drive When Overspeed Steps 0 0 Throttle Follower - Gain in P/N Drive When Overspeed Steps 0 0 Throttle Follower - TPS > This Skip all shift Anticipates TPS% 0 0 Throttle Follower - P/N to Drive RPM Drop Shift Set RPM 0 0 Throttle Follower - Drive to P/N Rise Shift Set RPM 0 0 Throttle Follower - Delay for adding Anticipate Steps after Shift Sec 0 0 Throttle Follower - Must be in P/N This long before steps can be added Sec 0 0 Throttle Follower - Delay for Removing Anticipate Steps after Shift Sec 0 0 Throttle Follower - Must be in P/N This long before steps can be Removed Sec 0 0 Throttle Follower - Min Time in Gear to Enable Gear to Neutral Step Removal Sec 0 0 Throttle Follower - IAC Steps to Remove for Gear to Neutral Transition Steps 0 0 Throttle Follower - Min time in Reverse to Enable Rev to Drive Steps Sec 0 0 Throttle Follower - Delay time before adding steps after rev to drive shift Sec 0 0 Throttle Follower - IAC Steps to add after transition from rev to drive Steps 0 0 Throttle Follower - Delay time before adding steps after drive to reverse shift Sec 0 0 Throttle Follower - Must be in Drive > This to add Drive to Reverse Steps Sec 0 0 Throttle Follower - IAC Steps to Add After Drive to Rev Shift Steps 0 0 IAC - Step to Add for P/N to Drive with A/C OFF Vs Coolant Steps 1 0 0 DegC 9 4 0 0 Steps 2 0.000000 255.000000 1 IAC - Step to Add for P/N to Drive with A/C ON Vs Coolant Steps 1 0 0 DegC 9 4 0 0 Steps 2 0.000000 255.000000 1 IAC - Steps to Remove for Drive to P/N with A/C OFF Vs Coolant Steps 1 0 0 DegC 9 4 0 0 Steps 2 0.000000 255.000000 1 IAC - Steps to Remove for Drive to P/N with A/C ON Vs Coolant Steps 1 0 0 DegC 9 4 0 0 Steps 2 0.000000 255.000000 1 IAC - IAC Park Position Vs Load Steps 1 0 0 Eng Perf 11 4 0 0 2 0.000000 255.000000 1 IAC - Motor Park Position During Crank Vs Coolant 1 0 0 17 4 0 0 2 0.000000 255.000000 1 Idle Airflow Learning - Airflow Vs RPM in Gear 1-4 GEAR 4 4 0 0 RPM 17 4 0 0 G/S 2 0.000000 255.000000 1 Idle Airflow Learning - Airflow Vs RPM in 5th Gear (Manual Only) G/S 1 0 0 RPM 17 4 0 0 G/S 2 0.000000 255.000000 1 Idle Airflow Learning - Airflow Vs RPM in P/N G/S 1 0 0 RPM 17 4 0 0 G/S 2 0.000000 255.000000 1 Idle Airflow Learning - Airflow Vs Coolant Temp & Time Sec 5 4 0 0 Deg C 17 4 0 0 G/S 2 0.000000 255.000000 1 Commanded Air Offset For P/N When Run Time Spark Is Active 35 deg bias applied commanded air offset = throttle spark x time spark 8 0 0 1 0 0 G/S 2 0.000000 255.000000 1 Offset to Commanded Air When Using Retarded Idle Spark 11 0 0 1 0 0 DEG 2 0.000000 255.000000 1 Airflow Offset For Low Battery Idle Up Vs Coolant DEG/C 6 4 0 0 G/S 1 0 0 G/S 2 0.000000 255.000000 1 Throttle Follower Gain Vs. KPH Use Throttle Follower Flag to Select table Gain 1 1000.000000 4 0 0 KPH 17 1000.000000 4 0 0 2 0.000000 255.000000 1 PE TPS Hysteresis TPS% 0 0 PE COMMANDED AFR MULTIPLIER Vs RPM MULTIPLIER 1 0 0 RPM 8 2 0 0 AFR 2 0.000000 255.000000 1 POWER ENRICHMENT ENABLE TPS Vs RPM TPS % 1 2 0 0 RPM 17 2 0 0 MGC 1 0.000000 255.000000 1 PE Cylair Hysteresis MG/CYL 0 0 POWER ENRICHMENT ENABLE MGC Vs RPM When the MGC is above this value, power enrichment mode can be enabled. MGC 1 2 0 0 RPM 17 2 0 0 MGC 0 0.000000 255.000000 1 PE If MT Gear >= This - Use High Gear GEAR 0 0 PE If MT Gear Condition Met & Initial RPM 0 0 Time To Delay PE If High Gear SEC 0 0 PE COMMANDED AFR Vs COOLANT TEMP AFR 1 4 0 0 DEG C 9 4 0 0 AFR 2 0.000000 255.000000 1 PE Max TPS% - TPS Above Which F67 Multiplier Must Be >=1 0 0 PE Max RPM - RPM Above Which F67 Multiplier Must Be >=1 0 0 PE COMMANDED AFR MULTIPLIER Vs TIME MULTIPLIER 1 0 0 SEC 17 0 0 AFR 3 0.000000 255.000000 1 F69 1 0 0 9 0 0 CHG% 2 0.000000 255.000000 1 PE Time Delay To Enter PE When All Enable Conditions Met SEC 0 0 Time To Delay Between Decrement Of PE Timer - No PE SEC 0 0 Delay CAL Time Between Decrements Of PE Time SEC 0 0 Open Loop - Idle AFR Vs Coolant Temp AFR 1 2 0 0 DEG C 17 2 0 0 AFR 2 -50.000000 200.000000 1 Open Loop - AFR Vs Cylair & RPM MGC 14 1000.000000 2 0 0 RPM 17 1000.000000 2 0 0 AFR 2 0.000000 25.000000 1 TPS Filter Constant for Synch Delta TPS AE COEFFICIENT 0 0 If Delta TPS > This - Enable Synch TPS AE % TPS 1 0 0 If Negative Delta TPS > This - Skip Synch TPS AE % TPS 1 0 0 If Refs in TPS AE < This - Skip Synch TPS AE REFPLS 0 0 If Refs in TPS AE > This - Skip Synch TPS AE REFPLS 0 0 CORRCL can't decrease for CAL Ref Pulses REFPLS 0 0 TPS AE % of change - Delta TPS Multiplier of Last BPW TPS % 9 4 0 0 % CHANGE 1 0 0 %/CHANGE 2 0.000000 255.000000 1 AE FUEL MULTIPLIER VS ECT DRIVE MULTI 1 0 0 DEG C 17 0 0 3 0.000000 255.000000 1 AE FUEL MULTIPLIER DECAY VS REFERENCE COUNTS MULTI 1 0 0 COUNTS 33 2 0 0 3 0.000000 255.000000 1 AETPERF 0 = ENGPERF50 1 = ENGPERF 2 = Use NBARO 0 0 AETPERF Multiplier ENGPERF 11 4 0 0 MULTIPLIER 1 0 0 MULTIPLIER 2 0.000000 255.000000 1 AE TPS Multiplier 9 4 0 0 1 0 0 2 0.000000 255.000000 1 DECEL ENLEANMENT NEGATIVE TPS % % TPS 1 0 0 DECEL ENLEANMENT POSITIVE TPS % % TPS 1 0 0 TPS - Throttle Gain % % 0 0 TPS - Filter Coefficient Increasing High = Closer to Real Lower = More filtered or slower Coeff 0 0 TPS - Transmission Filter Coefficient High = Closer to Real Lower = More filtered or slower Coeff 0 0 DECEL FUEL MULTIPLIER VS ECT MULTI 1 0 0 DEG C 17 0 0 3 0.000000 255.000000 1 DECEL FUEL MULTIPLIER DECAY VS REFERENCE COUNTS MULTI 1 0 0 COUNTS 17 2 0 0 3 0.000000 255.000000 1 Lean Cruise Option When set will enable lean cruise option 0x80 Lean Cruise Enable Temp DEG/C 0 0 Lean Cruise - Minimum Road Speed to Enable KPH 0 0 Minimum Vehicle Speed For Lean Cruise To Check Hysterisis KPH 0 0 Time Delay Before Lean Cruise A/R Ratio Step SEC 0 0 Lean Cruise Multiplier Vs Coolant ECT 9 4 0 0 MULT 1 0 0 MULT 2 0.000000 255.000000 1 Lean Cruise - Time Delay After Idle to Enter Lean Cruise Vs Intake Temp SEC 1 0 0 DEG/C 5 4 0 0 2 0.000000 255.000000 1 LCSTTIM DEG/C 5 4 0 0 SEC 1 4 0 0 2 0.000000 255.000000 1 If Odometer < This - Use Vap Reduced Crank BPW & Reduced FATI Mode 0 0 Lean Cruise - Air Fuel Delta Vs RPM & Cylair MGC 15 4 0 0 RPM 10 4 0 0 2 0.000000 255.000000 1 Spark High - Octane Lean Cruise Trim Value Table MGC 15 4 0 0 RPM 14 4 0 0 DEG 2 0.000000 255.000000 1 Spark Low - Octane Lean Cruise Trim Value Table MGC 15 4 0 0 RPM 14 4 0 0 DEG 2 0.000000 255.000000 1 Altitude Compensation for Lean Cruise Spark Vs Load Selector 0-2 Multiplier 0= ENGPERF50 1= ENGPERF 0 0 Altitude Compensation for Lean Cruise Spark Vs Load 11 4 0 0 1 0 0 2 0.000000 255.000000 1 Spark Lean Cruise Compensation Vs Coolant Temp DEG/C 9 4 0 0 MULT 1 0 0 DEG/C 2 0.000000 255.000000 1 Spark High - Octane EGR Table Spark Correction when EGR is active. MGC 14 4 0 0 RPM 13 4 0 0 2 0.000000 255.000000 1 Spark Low - Octane EGR Table Spark Correction when EGR is active. MGC 14 4 0 0 RPM 13 4 0 0 2 0.000000 255.000000 1 Fan 2 OFF and Coolant > This - Turn ON DEG/C 0 0 Fan 2 ON and Coolant <= This - Turn OFF DEG/C 0 0 1470 KPA Fan 1 High End of Hysteresis 0 0 1170 KPA Fan 1 Low End of Hysteresis 0 0 1770 KPA Fan 2 High End of Hysteresis 0 0 1370 KPA Fan 2 Low End of Hysteresis 0 0 Fan 1 OFF and KPH > This - Keep Fan 1 OFF KPH 0 0 Fan 1 ON and KPH > This - Turn Fan 1 OFF KPH 0 0 Fan 1 OFF and KPH > This - Keep OFF KPH 0 0 Fan 1 ON and KPH > This - Turn Fan 1 OFF KPH 0 0 Fan 1 OFF and KPH > This - Keep Fan 1 OFF KPH 0 0 Fan 1 ON and KPH > This - Turn Fan 1 OFF KPH 0 0 Fan 1 OFF and Coolant > This - Turn ON DEG/C 0 0 Fan 1 ON and Coolant <= This - Turn OFF DEG/C 0 0 Fan 1 OFF ATS > This - Check A/C else Fan 1 OFF DEG/C 0 0 Fan 1 ON ATS > This - Check A/C else Fan 1 OFF DEG/C 0 0 If A/C Shuts OFF - Keep Fan 1 ON for this long SEC 0 0 Don't Turn Fan 2 ON until Fan 1 ON > This Time SEC 0 0 If Coolant <= This - Don't allow run-on DEG/C 0 0 HIGH RES SPEED INPUT PPK ODOMETER- AUTO PULSES PER KILOMETER PPK 0 0 0 HIGH RES SPEED INPUT PPR ENGINE/ TRANS- AUTO PULSES PER REVOLUTION PPR 3 0 0 LOW RES SPEED INPUT PPK MANUAL PULSES PER KILOMETER PPK 3 0 0 Road Speed Constant PUL/KM 0 0 If Accumulated Distance > 1-KM Inclued Odometer Oil PUL/KM 0 0 Adaptive Contingency Selection 1 = long shift delay contingency enabled 0x01 Adaptive Contingency Selection 1 = Run through shift detection enabled 0x02 Adaptive Contingency Selection 1 = adaptive performance contingency enabled 1 = performance mode can disable adaptive 0x04 Adaptive Cold Trans Temp Threshold DEG/C 0 0 Adaptive Hot Trans Temp Threshold DEG/C 0 0 Adaptive Throttle Position Low - 1st Gear TPS% 0 0 Adaptive Throttle Position Low - 2nd Gear TPS% 0 0 Adaptive Throttle Position Low - 3rd Gear TPS% 0 0 Adaptive Throttle Position High - 1st Gear TPS% 0 0 Adaptive Throttle Position High - 2nd Gear TPS% 0 0 Adaptive Throttle Position High - 3rd Gear TPS% 0 0 Adaptive Throttle Position Change Threshold TPS% 0 0 Maximum Speed Change for 1-2 Adapt KPH 0 0 Maximum Speed Change for 2-3 Adapt KPH 0 0 Maximum Speed Change for 3-4 Adapt KPH 0 0 ****************Pressure**************** 0 0 Adaptive 1-2-3-4 Modifier Force Motor Pressure PSI Vs Shift Time Error SEC 17 4 0 0 GEAR - CHANGE 3 4 0 0 PSI 2 0.000000 255.000000 1 Adaptive Low 1-2-3-4 Shift Pressure Determines the limits to which the transmission adapt values can modify the low line pressures for the 1-2-3-4 shift. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 PSI 2 0.000000 255.000000 1 Adaptive High 1-2-3-4 Shift Pressure Determines the limits to which the transmission adapt values can modify the high line pressures for the 1-2-3-4 shift. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 PSI 2 0.000000 255.000000 1 **************************************** 0 0 Adaptive 1-2 Minimum Upshift Time Limit 0 0 Adaptive 2-3 Minimum Upshift Time Limit 0 0 Adaptive 3-4 Minimum Upshift Time Limit 0 0 Adaptive 1-2 Maximum Upshift Time Limit 0 0 Adaptive 2-3 Maximum Upshift Time Limit 0 0 Adaptive 3-4 Maximum Upshift Time Limit 0 0 Normal 1-2-3-4 Shift Low - Time Vs TPS Determine the desired 1-2-3-4 shift times for the transmission adapt values. There are 3 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Cruise - If cruise control is active. Setting any value to 0.00 will disable adaptive shift learning. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 SECONDS 2 0.000000 255.000000 1 Normal 1-2-3-4 Shift High - Time Vs TPS Determine the desired 1-2-3-4 shift times for the transmission adapt values. There are 3 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Cruise - If cruise control is active. Setting any value to 0.00 will disable adaptive shift learning. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 SECONDS 2 0.000000 255.000000 1 Performance 1-2-3-4 Shift Low - Time Vs TPS Determine the desired 1-2-3-4 shift times for the transmission adapt values. There are 3 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Cruise - If cruise control is active. Setting any value to 0.00 will disable adaptive shift learning. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 SECONDS 2 0.000000 255.000000 1 Performance 1-2-3-4 Shift High - Time Vs TPS Determine the desired 1-2-3-4 shift times for the transmission adapt values. There are 3 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Cruise - If cruise control is active. Setting any value to 0.00 will disable adaptive shift learning. TPS% 17 4 0 0 GEAR - CHANGE 3 4 0 0 SECONDS 2 0.000000 255.000000 1 Transmission Sensor Source Selection KENBLTPS 0x01 Transmission Sensor Source Selection D32AVAIL 0x02 Transmission Sensor Source Selection NORMOPT 0x04 Transmission Sensor Source Selection KTPSLRN 0x08 Transmission Sensor Source Selection KDRANO 0x10 Transmission Sensor Source Selection KMAND2 0x20 Transmission Sensor Source Selection ETSENBL 0x40 Transmission Sensor Source Selection INSPDSEN 0x80 Transmission Sensor Source Selection FWDAVAIL 0x01 Transmission Sensor Source Selection TRQBASED 0x02 Transmission Sensor Source Selection NOSLAND 0x04 Transmission Sensor Source Selection NOIMLAND 0x08 Transmission Sensor Source Selection ETSATWOT 0x10 Transmission Sensor Source Selection ENBLSOL 0x20 Transmission Sensor Source Selection INVTCCDC 0x40 Transmission Sensor Source Selection NIAFTOD 0x80 Discrete Filter Enable Flag Word RNGFILT 0x01 Discrete Filter Enable Flag Word PATFILT 0x02 Discrete Filter Enable Flag Word ACFILT 0x04 Discrete Filter Enable Flag Word CRUSFILT 0x08 Discrete Filter Enable Flag Word FWDLFILT 0x10 Engine Temp <= This - Use Cold Shift Pattern DEG/C 0 0 Engine Temp >= This - Use Normal Shift Pattern DEG/C 0 0 1-2 Upshift RPM Threshold RPM 0 0 2-3 Upshift RPM Threshold RPM 0 0 3-4 Upshift RPM Threshold RPM 0 0 1-2 Upshift TPS Threshold TPS% 0 0 2-3 Upshift TPS Threshold TPS% 0 0 3-4 Upshift TPS Threshold TPS% 0 0 Low Mode 1-2 Upshift Threshold If vehicle speed >= this & PRNDL is L - shift from 1st to 2nd Note: setting to max will hold gear KPH 0 0 Low Mode 2-3 Upshift Threshold If vehicle speed >= this & PRNDL is L - shift from 2nd to 3rd Note: setting to max will hold gear KPH 0 0 Low Mode 2-1 Downshift Threshold If vehicle speed < this & PRNDL is L - shift from 2nd to 1st KPH 0 0 Low Mode 3-2 Downshift Threshold If vehicle speed < this & PRNDL is L - shift from 3rd to 2nd KPH 0 0 1-2 Maximum Upshift Speed (KPH) KPH 0 0 2-3 Maximum Upshift Speed (KPH) KPH 0 0 3-4 Maximum Upshift Speed (KPH) KPH 0 0 2-1 Maximum Downshift Speed (KPH) KPH 0 0 3-2 Maximum Downshift Speed (KPH) KPH 0 0 4-3 Maximum Downshift Speed (KPH) KPH 0 0 Canister Purge - IF Coolant < This Turn OFF Purge Deg C 0 0 Canister Purge - IF Airtemp < This Turn OFF Purge Deg C 0 0 Canister Purge - IF TPS >= This, Keep OFF % TPS 0 0 Canister Purge - IF TPS >= This, Turn OFF % TPS 0 0 DFCO - RPM < Dont Enable RPM 0 0 DFCO - RPM < Disable RPM 0 0 DFCO - CLYAIR < Enable G/S 0 0 DFCO - CLYAIR > Disable G/S 0 0 Forced Spark Advance When In DFCO Mode DEG 0 0 DFCO - TPS > Disable % 0 0 DFCO - Coolant < Disable Deg C 0 0 DFCO - KPH < Disable KPH 0 0 Apply Speed 3rd Gear - Normal Determines the vehicle speed at which the TCC will be engaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Apply Speed 4th Gear - Normal Determines the vehicle speed at which the TCC will be engaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Apply Speed 3rd Gear - Power Determines the vehicle speed at which the TCC will be engaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Apply Speed 4th Gear - Power Determines the vehicle speed at which the TCC will be engaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Apply Speed 2nd Gear - Hot KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Apply Speed 3rd Gear - Hot Determines the vehicle speed at which the TCC will be engaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Apply Speed 4th Gear - Hot Determines the vehicle speed at which the TCC will be engaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Apply Speed 3rd Gear - Cruise Determines the vehicle speed at which the TCC will be engaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Apply Speed 4th Gear - Cruise Determines the vehicle speed at which the TCC will be engaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 3rd Gear - Normal Determines the vehicle speed at which the TCC will be disengaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 4th Gear - Normal Determines the speed at which the TCC will be disengaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 3rd Gear - Power Determines the vehicle speed at which the TCC will be disengaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 4th Gear - Power Determines the speed at which the TCC will be disengaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 2nd Gear - Hot KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Release Speed 3rd Gear - Hot Determines the vehicle speed at which the TCC will be disengaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Release Speed 4th Gear - Hot Determines the speed at which the TCC will be disengaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 0 0 TPS% 17 4 0 0 2 0.000000 255.000000 1 Release Speed 3rd Gear - Cruise Determines the vehicle speed at which the TCC will be disengaged in third gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release Speed 4th Gear - Cruise Determines the speed at which the TCC will be disengaged in fourth gear. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. KPH 1 1000.000000 0 0 TPS% 17 1000.000000 4 0 0 1 0.000000 255.000000 1 Release 3rd Gear - Normal - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Release 4th Gear - Normal - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Release 2nd Gear - Hot - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Release 3rd Gear - Hot - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Release 4th Gear - Hot - Duty Cycle Vs TPS 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Release Rate Time - Normal - 3rd Gear 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Release Rate Time - Normal - 4th Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Release Rate Time - Hot - 2nd Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Release Rate Time - Hot - 3rd Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Release Rate Time - Hot - 4th Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Apply 3rd Gear - Normal - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Apply 4th Gear - Normal - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Apply 2nd Gear - Hot - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Apply 3rd Gear - Hot - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Apply 4th Gear - Hot - Duty Cycle Vs TPS TPS% 17 4 0 0 DUTY CYCLE 1 0 0 % 2 0.000000 255.000000 1 Apply Rate Time - Normal - 3rd Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Apply Rate Time - Normal - 4th Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Apply Rate Time - Hot - 2nd Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Apply Rate Time - Hot - 3rd Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 Apply Rate Time - Hot - 4th Gear TPS% 17 4 0 0 SEC 1 0 0 %/SEC 2 0.000000 255.000000 1 HOT 1-2-3-4 Upshift - TPS Vs KPH Controls the 1-2-3-4 upshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum Upshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 HOT 4-3-2-1 Downshift - TPS Vs KPH Controls the 1-2-3-4 downshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum downshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 PERFORMANCE 1-2-3-4 Upshift - TPS Vs KPH Controls the 1-2-3-4 upshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum Upshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 PERFORMANCE 4-3-2-1 Downshift - TPS Vs KPH Controls the 1-2-3-4 downshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum downshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 NORMAL 1-2-3-4 Upshift - TPS Vs KPH Controls the 1-2-3-4 upshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum Upshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 NORMAL 4-3-2-1 Downshift - TPS Vs KPH Controls the 1-2-3-4 downshift. There are 4 modes of transmission operation: 1. Normal - This is the normal operating mode of the transmission. 2. Performance - Some vehicles have the option to switch to a performance mode shift pattern. 3. Hot - If the transmission is deemed to be in a hot state this shift pattern will be used. 4. Cruise - If cruise control is active. See also: Maximum downshift Speed (KPH) TPS% 17 1000.000000 4 0 0 GEAR - CHANGE 3 1000.000000 4 0 0 KPH 1 0.000000 255.000000 1 CRUISE 2-3 Upshift %TPS Vs KPH kph 1 1000.000000 0 0 TPS 17 1000.000000 0 0 1 0.000000 255.000000 1 CRUISE 3-4 Upshift %TPS Vs KPH kph 1 1000.000000 0 0 TPS 17 1000.000000 0 0 1 0.000000 255.000000 1 CRUISE 3-2 Downshift %TPS Vs KPH kph 1 1000.000000 0 0 TPS 17 1000.000000 0 0 1 0.000000 255.000000 1 CRUISE 4-3 Downshift %TPS Vs KPH kph 1 1000.000000 0 0 TPS 17 1000.000000 0 0 1 0.000000 255.000000 1 COLD 1-2 Upshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 COLD 2-3 Upshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 COLD 3-4 Upshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 COLD 2-1 Downshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 COLD 3-2 Downshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 COLD 4-3 Downshift - TPS Vs KPH TPS% 17 4 0 0 KPH 1 0 0 KPH 2 0.000000 255.000000 1 Force Motor 1-2 Upshift Pressure MOD Time Limit SEC 0 0 Force Motor 2-3 Upshift Pressure MOD Time Limit SEC 0 0 Force Motor 3-4 Upshift Pressure MOD Time Limit SEC 0 0 Engine Braking - Force Motor Pressure Vs KPH GEAR 3 1000.000000 4 0 0 KPH 17 1000.000000 4 0 0 PSI 2 0.000000 255.000000 1 Garage Shift - Drive - Force Motor Pressure PSI - Trans Temp Vs RPM Commanded pressure when shifting from P/N to Drive. RPM 17 4 0 0 DEG/C 8 4 0 0 PSI 2 0.000000 255.000000 1 Garage Shift - Reverse - Force Motor Pressure PSI - Trans Temp Vs RPM Commanded pressure when shifting from P/N to Reverse. RPM 17 4 0 0 DEG/C 8 4 0 0 PSI 2 0.000000 255.000000 1 Rolling Garage Shift - Force Motor Pressure PSI - KPH Vs TPS TPS% 17 4 0 0 KPH 5 4 0 0 PSI 2 0.000000 255.000000 1 2nd Gear Temp Pressure Adjust Adjustment made to the commanded pressure on a 1->2 shift based on the transmission temperature. DEG/C 17 4 0 0 TPS% 4 4 0 0 PSI 2 0.000000 255.000000 1 3rd Gear Temp Pressure Adjust Adjustment made to the commanded pressure on a 2->3 shift based on the transmission temperature. DEG/C 17 4 0 0 TPS% 4 4 0 0 PSI 2 0.000000 255.000000 1 4th Gear Temp Pressure Adjust Adjustment made to the commanded pressure on a 3->4 shift based on the transmission temperature. DEG/C 17 0 0 TPS% 4 4 0 0 PSI 2 0.000000 255.000000 1 All Modes 2-3-4 Pressure Offset PSI Vs TPS TPS% 17 4 0 0 GEAR 3 4 0 0 PSI 2 0.000000 255.000000 1 Force Motor - Pressure Added for 1-2 Upshift PSI 0 0 Force Motor - Pressure Added for 2-3 Upshift PSI 0 0 Force Motor - Pressure Added for 3-4 Upshift PSI 0 0 Force Motor Pressure - TPS% Vs Speed 0-103 KPH TPS% 17 1000.000000 4 0 0 KPH 17 1000.000000 4 0 0 PSI 2 0.000000 255.000000 1 Force Motor Pressure - TPS% Vs Speed 103-206 KPH TPS% 17 1000.000000 4 0 0 KPH 17 1000.000000 4 0 0 PSI 2 0.000000 255.000000 1 Normal Mode 2-3-4 Gear Pressure Offset - Force Motor Pressure Vs TPS Pressure for 1-2-3-4 upshift. TPS% 17 4 0 0 GEAR 3 4 0 0 PSI 2 0.000000 255.000000 1 Performance Mode 2-3-4 Gear Pressure Offset - Force Motor Pressure Vs TPS Pressure for 1-2-3-4 upshift. TPS% 17 4 0 0 GEAR 3 4 0 0 PSI 2 0.000000 255.000000 1 F2AFPRS 17 4 0 0 17 4 0 0 2 0.000000 255.000000 1 3-2 Downshift Base Pressure @ Low Vehicle Speed Vs Gearbox Torque Or Throttle Mod & D32 Vehicle Speed Or Throttle Mod 17 4 0 0 9 4 0 0 PSI 2 0.000000 255.000000 1 3-2 Downshift Base Pressure @ High Vehicle Speed Vs Gearbox Torque Or Throttle Mod & D32 Vehicle Speed Or Throttle Mod 17 4 0 0 9 4 0 0 PSI 2 0.000000 255.000000 1 First Pressure Control Solenoid Closed Loop Gain Table 8 4 0 0 1 0 0 DC/AMP 2 0.000000 255.000000 1 Second Pressure Control Solenoid Closed Loop Gain Table 8 4 0 0 1 0 0 DC/AMP 2 0.000000 255.000000 1 Pressure Control Solenoid - AMPS Vs Positive Pressure & Trans Temp This table controls the current flow required by the pressure control solenoid (or force motor), to achieve the desired signal pressure. The table values are the amount of current (Amps) required. The pressure control solenoid (or force motor) is controlled by the PCM by varying the current flow to the solenoid. The PCM can vary the current from 0.0 amps (high pressure) to 1.1 amps (low pressure). The pressure control solenoid produces a "signal pressure" which determines the final transmission line pressure. Signal pressure ranges 0..660 kPa (0..96 psi). Line pressure ranges 380..1585 kPa (55..230 psi). PSI 17 4 0 0 DEG/C 17 4 0 0 AMPS 2 0.000000 255.000000 1 Pressure Control Solenoid - AMPS Vs Negative Pressure & Trans Temp This table controls the current flow required by the pressure control solenoid (or force motor), to achieve the desired signal pressure. The table values are the amount of current (Amps) required. The pressure control solenoid (or force motor) is controlled by the PCM by varying the current flow to the solenoid. The PCM can vary the current from 0.0 amps (high pressure) to 1.1 amps (low pressure). The pressure control solenoid produces a "signal pressure" which determines the final transmission line pressure. Signal pressure ranges 0..660 kPa (0..96 psi). Line pressure ranges 380..1585 kPa (55..230 psi). PSI 17 4 0 0 DEG/C 17 4 0 0 AMPS 2 0.000000 255.000000 1 F2DLTPRS 17 4 0 0 1 0 0 PSI 2 0.000000 255.000000 1 Maximum Allowed Current AMPS 0 0 Canister Purge - MAX Closed Loop Duty Cycle Vs Airflow DC% 1 0 0 G/S 17 4 0 0 DC% 2 0.000000 255.000000 1 Canister Purge - MIN Closed Loop Duty Cycle Vs Airflow DC% 1 0 0 G/S 17 4 0 0 DC% 2 0.000000 255.000000 1 Disable RDSC if Coolant < This DEG/C 0 0 Disable RDSC if KPH <= This KPH 0 0 Disable RDSC if RPM >= This RPM 0 0 Disable RDSC if RPM < This RPM 0 0 Selects RPM Ring Buffer Location For 1st Gear INDEX 0 0 Selects RPM Ring Buffer Location For 2nd Gear INDEX 0 0 Selects RPM Ring Buffer Location For 3rd Gear INDEX 0 0 Selects RPM Ring Buffer Location For 4th Gear INDEX 0 0 Selects RPM Ring Buffer Location For 5th Gear INDEX 0 0 Selects RPM Ring Buffer Location For Neutral INDEX 0 0 Tip-in Gain Amount For 1st Gear DEG/RP 0 0 Tip-in Gain Amount For 2nd Gear DEG/RP 0 0 Tip-in Gain Amount For 3rd Gear DEG/RP 0 0 Tip-in Gain Amount For 4th Gear DEG/RP 0 0 Tip-in Gain Amount For 5th Gear DEG/RP 0 0 Tip-in Gain Amount For Neutral DEG/RP 0 0 Spark RDSC Negative Change Limit DEG 0 0 Spark RDSC Positive Change Limit DEG 0 0 Time RDSC Enabled When Increasing TPS SEC 0 0 Tip-out Gain Amount For 1st Gear DEG/RP 0 0 Tip-out Gain Amount For 2nd Gear DEG/RP 0 0 Tip-out Gain Amount For 3rd Gear DEG/RP 0 0 Tip-out Gain Amount For 4th Gear DEG/RP 0 0 Tip-out Gain Amount For 5th Gear DEG/RP 0 0 Tip-out Gain Amount For Neutral DEG/RP 0 0 Time RDSC is Active When Decreasing TPS SEC 0 0 Spark RDSC Negative Change Limit (Tip-out) DEG 0 0 Spark RDSC Positive Change Limit (Tip-out) DEG 0 0 Tip-in Bump Parameters Minimum Vehicle Speed to Enable Bump Spark KPH 0 0 Time Bump Spark is Active SEC 0 0 Time Bump Spark is held steady before decay SEC 0 0 Time Bump Spark Not Allowed After Gear Change SEC 0 0 Table Bias for Bump Spark Vs Coolant ECT 9 4 0 0 1 0 0 DEG/C 2 0.000000 255.000000 1 Table Bias for Bump Spark Vs Air Temp IAT 6 4 0 0 1 0 0 DEG/C 2 0.000000 255.000000 1 Table Bias for Bump Spark Vs TPS TPS% 17 4 0 0 1 0 0 DEG/C 2 0.000000 255.000000 1 Upper Bump Spark Limit Bump spark is disabled if > Bump max DEG 0 0 Tip-in Bump Spark Adjusts spark advance to reduce the initial driveline shock as the throttle is applied. When active the spark advance is removed instantly and then constantly recalculated, but when returning the advance it is done slowly. TPS 17 4 0 0 RPM 8 4 0 0 DEG 2 0.000000 255.000000 1 Tip-in Bump Decay Vs TPS Table value = Deg/Sec *0.56888* TPS% 9 4 0 0 DEG/SEC 1 0 0 DEG/SEC 2 0.000000 255.000000 1 Idle Drive Parameters (For 1st,2nd & 3rd Gears Only) Idle Drive Gain Amount (0-16) FACTOR 0 0 Idle Drive Negative Change Limit (Tip-in) DEG 0 0 Idle Drive Positive Change Limit (Tip-in) DEG 0 0 Idle RDSC Enable RPM Threshold RPM 0 0 IDLE - RPM Low Hyst > This IDLE Cell Disabled RPM 0 0 IDLE - RPM Hi Hyst > This IDLE Cell Disabled RPM 0 0 Malf 24 - Engine RPM RPM 0 0 Malfunction Logging Delay Time #1 SEC 0 0 Malfunction Logging Delay Time #2 SEC 0 0 Malfunction Logging Delay Time #3 SEC 0 0 Malfunction Logging Delay Time #4 SEC 0 0 # Of Writes to Eeprom Malf Logging CTS 0 0 Malf 13 And 63 Parameters Delay Before Checking For Malf SEC 0 0 O2 Sensor Low Limit VOLTS 0 0 O2 Sensor High Limit VOLTS 0 0 Throttle Postion Limit % 0 0 Time Limit SEC 0 0 Coolant Threshold DEG/C 0 0 Default Engine Temp For Malf 14/15 DEG/C 0 0 Malf 14 Coolant Hot Malf 14 Time Since Run Enable SEC 0 0 Malf 14 Coolant Temp Hot Limit DEG/C 0 0 F14DFLT DEG/C 0 0 Malf 15 Coolant Cold Malf 15 Time Since Run Enable SEC 0 0 Malf 15 ADCOOL Cold Limit A/D 0 0 Malf 14/15 Max Default Coolant DEG/C 0 0 Malf 16 Parameters Cooldeg Change Comparator COUNTS 0 0 Malf 16 Delay Timer SEC 0 0 Malf 17 Parameters Malf 17 Malf Counter COUNTS 0 0 Malf 17 Enable Delay Time SEC 0 0 Malf 18 Parameters & Malf 29 Parameters Max EGR Table - Max EGR (DC%) Vs Min RPM 9 4 0 0 1 0 0 DC% 2 0.000000 255.000000 1 TPS Must Be < CAL to Enable EGR Diagnostics % 0 0 Max CCP DC Change to Allow M18 Test % 0 0 Max Number of EGR Tests to Run Per Trip TESTS 0 0 MPH Must Be > CAL to Enable EGR Diagnostic MPH 0 0 RPM Must be > CAL to Enable EGR Diagnostic RPM 0 0 Disable EGR Test if IAC Moved More Than CAL CNTS 0 0 RPM Must Be > CAL to Enable EGR Diagnostic RPM 0 0 RPM Must Be =< CAL to Enable EGR Diagnostic RPM 0 0 Delta RPM Must Be =< CAL to Enable EGR Diagnostic RPM 0 0 2nd Delta RPM Must Be =< CAL to Enable EGR Diagnostic RPM 0 0 Steady State Time Before Doing Test SEC 0 0 Time to Ramp From Initial Position to Maximum EGR Position SEC 0 0 Low Byte of EGR Time CNTS 0 0 Time to Change From Maximum Position Back to Initial Position SEC 0 0 Time to Change End EGR Test (EGR Position =0) SEC 0 0 Time to Make Sure EGR Position is at Maximum (EGR Position = Maximum) SEC 0 0 During Test Initial EGR Position DC% 0 0 If Battery Voltage < CAL - Skip MALF VOLTAGE 0 0 If EGR Postion < CAL - Then Start MALF Timer 1 A/D CT 0 0 If EGR Position Low For CAL Time Set MALF SEC 0 0 If Desired Pintal Position Is Zero And Pintal Position Is > CAL Then Start MALF Timer 2 STROKE% 0 0 If EGR Position High For CAL Time Set MALF SEC 0 0 If Pintal Position Error > CAL - Start Timer 3 STROKE% 0 0 If EGR Position Error High For CAL Time Set MALF SEC 0 0 M18 Flow Test Failed If Delta RPM < CAL RPM 0 0 Run CAL # Of Tests Before Check # Of Failures N 0 0 If # Failures > CAL - Then Flag MALF 18 Else Pass N 0 0 Time To Delay Between EGR Tests SEC 0 0 Max TPS Delta For Malf 19 Entry % 0 0 Inder Min Air For Malf 19 Clear MG/CYL 0 0 Time Thresh For Malf 19 Active-Log SEC 0 0 F68 Table TPS Stuck Threshold Vs RPM RPM 10 4 0 0 TPS% 1 0 0 % 2 0.000000 255.000000 1 Default Throttle Position For Failure % 0 0 Malf 21 High TPS Limit % 0 0 Malf 21 Time Limit SEC 0 0 Malf 22 Low TPS Limit % 0 0 Malf 23 Parameters S Low Temp Limit See F9ATSTBL AD CNT 0 0 IDLE - LO HYST KPH KPH 0 0 IDLE - HI HYST KPH KPH 0 0 IDLE - TPS Low Hyst TPS% 0 0 IDLE - TPS Hi Hyst TPS% 0 0 IDLE - Airflow Lo Hyst 0 0 IDLE - Airflow Hi Hyst 0 0 Open Loop - Coolant Offset AFR Vs RPM & Cylair RPM 14 4 0 0 RPM 7 4 0 0 2 0.000000 255.000000 1 Open Loop - Mulitiplier for Coolant Offset Table Vs Coolant Multi 1 0 0 DegC 6 4 0 0 Multi 2 0.000000 255.000000 1 If Coolant <= This - Disable Hot Open Loop DEG/C 0 0 Coolant Must Be > This - To Enable Hot Open Loop DEG/C 0 0 If KPH <= This - Disable Hot Open Loop KPH 0 0 KPH Must Be > This - To Enable Hot Open Loop KPH 0 0 If Air Temp <= This - Disable Hot Open Loop DEG/C 0 0 If Cylair <= This - Disable Hot Open Loop MG/CYL 0 0 If All Conditions Met > This - Enable Hot Open Loop SEC 0 0 Non Zero = Disable P.E If In Hot Open Loop 0x01 If Hot Open Loop Enabled Multiply Open Loop AFR By This MULT 0 0 Hot Open Loop AFR RATIO 0 0 PID IAC - KPH Threshold below which PID Enabled KPH 0 0 PID IAC - TPS Threshold < This PID Enabled TPS% 0 0 PID IAC - KPH Speed > This PID Enabled KPH 0 0 PID IAC - KPH Speed > This PID Disabled KPH 0 0 PID IAC - Airflow > Commanded Airflow Do not enable PID KPH 0 0 PID IAC - Conditions Met > This Time Enable PID Sec 0 0 PID IAC - Delay Between Decrements of Command Air in P/N Sec 0 0 PID IAC - Delay Between Decrements of Command Air in Drive Sec 0 0 PID IAC - IF ISES < ISESDD+This Enable PID RPM 0 0 PID IAC - Max Airflow Offset to Commanded Airflow When Idle Sagging 0 0 IAC TPS 6.25ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC TPS 6.25ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 IAC TPS 12.5ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC TPS 12.5ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 IAC RPM 6.25ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC RPM 6.25ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 IAC RPM 12.5ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC RPM 12.5ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 IAC PID RPM 6.25ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC PID RPM 6.25ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 IAC PID RPM 12.5ms - IF P/N & Idle Speed < Desired - This Include Steps RPM 0 0 IAC PID RPM 12.5ms - IF Drive & Idle Speed < Desired - This Include Steps RPM 0 0 Idle Airflow Learning - Min Coolant Temp for Learning Deg C 0 0 Idle Airflow Learning - Initial Value for Learned Airflow W/AC G/S 0 0 Idle Airflow Learning - Initial Value for Learned Airflow WO/AC G/S 0 0 Idle Airflow Learning - Deadband Counter to Enable Airflow Learning MSEC 0 0 Idle Airflow Learning - IF Learn Time > This Then Learn Airflow Msec 0 0 Idle Airflow Learning - Filter Time Constant for Airflow COEFF 0 0 Idle Airflow Learning - Limit Learned Airflow to THIS as MAX G/S 0 0 Idle Airflow Learning - Limit Learned Airflow to THIS as MIN G/S 0 0 Idle Airflow Learning - IF RPM > Desired IDLE RPM + This Dont Learn Airflow RPM 0 0 Idle Airflow Learning - IF RPM > Desired IDLE RPM - This Dont Learn Airflow RPM 0 0 Idle Airflow Learning - Run Time Must Be > This to Enable Learning Sec 0 0 Idle Airflow Learning - Increase Learn Airflow Due to Table 4ADE G/S 0 0 InjectorModelBugFix This fixes (some of) the factory injector model bugs. SPA_RES_Read_XDF_item_info This alters the resolution & range of the small PW correction table to suit some types of injectors. Don't fiddle with this if you don't know what it is for. If Coolant < This - Disable Cat Protection Mode DEG/C 0 0 If Airflow > This - And Timer > Cat High Time - Enable High Airflow Cat Protection GM/S 0 0 If Airflow < This - Disable High Airflow Cat Protection GM/S 0 0 If Conditions Met Longer Than CAL, Then Enable High Airflow Cat Protection SEC 0 0 KCATPRF2 GM/S 0 0 If Airflow < This - Dec Cat Protection Timer & Disable Low Flow Cat Protection If Timer < Cat Low Time GM/S 0 0 If Conditions Met >= This - Enable Low Airflow Cat Protection SEC 0 0 Base A/F Ratio When In Cat Protection Mode RATIO 0 0 Delay Dec Of Cat Protection Timer This CAL Each Loop SEC 0 0 DFCO Disabled Until This Time After Cat Protection Ended SEC 0 0 Multiplier - AFR Vs Airflow 0-2 Multiplier GRAMS/SEC 33 4 0 0 AFR 1 0 0 2 0.000000 255.000000 1 fuel system 0 0 Fuel Intergrator RPM Multiplier 13 4 0 0 1 0 0 2 0.000000 255.000000 1 Fuel Intergrator Right Bank Delay Vs Flow 11 4 0 0 1 0 0 2 0.000000 255.000000 1 Fuel Intergrator Left Bank Delay Vs Flow 11 4 0 0 1 0 0 2 0.000000 255.000000 1 Fuel Intergrator o2 Filter Time For Slow Trim Vs Airflow 11 4 0 0 1 0 0 2 0.000000 255.000000 1 Fuel Intergrator RPM Multiplier 13 4 0 0 1 0 0 2 0.000000 255.000000 1 27 PRP 17 4 0 0 1 0 0 2 0.000000 255.000000 1 PRPTC 17 4 0 0 1 0 0 2 0.000000 255.000000 1