PDA

View Full Version : new defs released



Justin 05 Sti
10-04-2009, 09:03 AM
They have been a year in the making, but are finally here. Merchgod has released new definitions for ECUFlash and RomRaider (both editor and logger). I have updated the download links in the sticky. Here are some highlights:


32-BIT ECU NEW ROM SUPPORT
USDM
- A2TB001N (2008/09 USDM Legacy(Outback) GT(XT) MT)
- A2UG000C (2007 USDM Legacy GT AT)
- A2UG000N (2007 USDM Legacy GT MT)
- A2UI001L (2007 USDM Legacy GT spec.B MT)
- A2WC400K (2005 USDM Baja Turbo AT)
- A2WC412D (2005 USDM Forester XT AT)
- A2WC412I (2005 USDM Forester XT MT)
- A2WC500R (2005 USDM Outback XT AT)
- A2WC511C (2005 USDM Legacy GT AT)
- A2WF100K (2006 USDM Baja Turbo AT)
- A2WF100L (2006 USDM Baja Turbo MT)
- A2WF101L (2006 USDM Baja Turbo MT)
- A8DH101I (2006 USDM Forester XT MT)
- A8DH202X (2006 USDM Impreza WRX MT)
- A8DK101X (2007 USDM Impreza WRX MT)
- AZ1E401B (2008 USDM Impreza WRX AT)
- AZ1G701I (2010 USDM Impreza STi MT)
- D2UG101B (2007 USDM B9 Tribeca AT)
- DZ1E402B (2009 USDM Tribeca AT)
- E2TB011I (2008 USDM Forester 2.5 AT)
- E2UE202L (2006 USDM Impreza 2.5i MT)
- E2VG211D (2006 USDM Forester 2.5 MT/AT)
- E2VG221D (2007 USDM Forester 2.5 MT/AT)
- E2VH101C (2006 USDM Impreza 2.5i MT/AT)
- E2ZJ133G (2005 USDM Impreza 2.5RS MT/AT)
- EZ1D302B (2009 USDM Legacy 2.5i AT)
- EZ1E102G (2008 USDM Impreza 2.5i MT)
- EZ1E401G (2008/09 USDM Impreza 2.5i MT)
- EZ1G109K (2009 USDM Forester 2.5 MT)

16-BIT ECU NEW ROM SUPPORT
USDM
- A4TF810F (2005 USDM Impreza WRX MT)

The following new tables were added for the 16-BIT ECU
As with any new additions, use caution when tuning.

Cranking Fuel
These set of tables govern the injector pulse width when cranking the motor. These have not been tested.

Cranking Fuel Injector Pulse Width A-D (ECT) - This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. WARNING: UNTESTED

Cranking Fuel IPW Compensation (MAP) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the manifold absolute pressure.

Cranking Fuel IPW Compensation (Throttle) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the throttle position.

Cranking Fuel IPW Compensation (RPM) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.


Base Idle Timing
These tables govern the base timing in idle mode. These have not been tested. Note: Assortment of tables used can vary by ROM (including multiple A/B tables):

Base Timing Idle (Neutral) - This is the base timing in idle mode when the transmission is in neutral.

Base Timing Idle (In-Gear)(Above Speed Threshold) - This is the base timing in idle mode when vehicle speed is greater than or equal to the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

Base Timing Idle (In-Gear)(Below Speed Threshold) - This is the base timing in idle mode when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

Base Timing Idle Vehicle Speed Threshold - This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables.

The following new tables were added for the 32-BIT ECU
As with any new additions, use caution when tuning.

Closed Loop Fueling Target Compensation
These tables are some of the compensations to the closed loop fueling target. Other compensations (which are undefined) also impact the final target. Log the 'Closed Loop Fueling Target*' extended parameter to determine the current CL target after all compensations (parameter available with the latest logger defs). Note: Assortment of tables (including multiple A/B/etc.) can vary by ROM. These have not been thoroughly tested.

CL Fueling Target Compensation (Load) - This is the compensation to the closed loop base fueling target based on load and engine speed. Other compensations (some undefined), are also applied. Note: Lean compensation in this table will potentially force open loop during normally closed loop fueling conditions.

CL Fueling Target Compensation Imm. Cruise (ECT) - This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

CL Fueling Target Compensation Imm. Non-Cruise (ECT) - This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

CL Fueling Target Compensation (ECT) - This is the compensation to the closed loop base fueling target based on coolant temp. Other compensations (some undefined), are also applied.

CL Fueling Target Compensation (ECT) Disable - When coolant temp is greater than or equal to this value, the 'CL Fueling Target Compensation (ECT)' is no longer applied.


Cranking Fuel Tables
These tables govern the injector pulse width when cranking the motor. These have not been thoroughly tested. Note: Assortment of tables (including multiple A/B/etc.) can vary by ROM.

Cranking Fuel Injector Pulse Width (ECT) - This is the injector pulse width based on coolant temp when cranking the motor. Compensation tables may impact the final pulse width. Although the exact conditions for map switching is not entirely known, some of it is based on whether the ignition switch is on or off and whether the motor has begun to start or not at any given time in the cranking process. TGV status may also be involved. WARNING: UNTESTED

Cranking Fuel IPW Compensation (RPM) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp.

Cranking Fuel IPW Compensation Imm. Cruise (RPM) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

Cranking Fuel IPW Compensation Imm. Non-Cruise (RPM) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on engine speed and coolant temp. Cruise and non-cruise conditions are determined by a number of factors including engine speed, requested torque, MAF, vehicle speed, IAT, idle mode, ECT, and SI-Drive mode (if applicable). Note: This is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other tables when switching.

Cranking Fuel IPW Compensation (MAP) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the manifold absolute pressure.

Cranking Fuel IPW Compensation (Accelerator) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the accelerator pedal.

Cranking Fuel IPW Compensation (IAT) - This is the change to the 'Cranking Fuel Injector Pulse Width (ECT)', based on the accelerator pedal.


Tip-in Enrichment Counter Thresholds
These tables play a part in determining the persistence of tip-in enrichment (also dependent on other conditions). These have not been tested.

Tip-in Enrichment Disable Applied Counter Threshold - When the applied tip-in enrichment counter is greater than or equal to this table's value, tip-in enrichment is disabled. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when tip-in throttle is negative or the threshold in the 'Tip-in Enrichment Applied Counter Reset' table is exceeded.

Tip-in Enrichment Applied Counter Reset - When the period between tip-in enrichment application exceeds the threshold in this table, the applied tip-in enrichment counter is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. The applied tip-in enrichment counter is incremented each time tip-in enrichment is applied and cleared when tip-in throttle is negative or the threshold in this table is exceeded. The applied tip-in enrichment counter is the value that is compared to the 'Tip-in Enrichment Disable Applied Counter Threshold' for disabling tip-in enrichment.

Tip-in Enrichment Disable Throttle Cumulative Threshold - When the applied tip-in enrichment cumulative throttle value is greater than or equal to this table's value, tip-in enrichment is disabled. The current throttle tip-in is added to the applied tip-in enrichment cumulative throttle value when tip-in enrichment is applied and cleared when tip-in throttle is negative or when the last applied counter threshold exceeded the 'Tip-in Throttle Cumulative Reset' threshold.

Tip-in Throttle Cumulative Reset - When the period between tip-in enrichment application exceeds the threshold in this table, the applied tip-in enrichment cumulative throttle value is cleared. The period between tip-in enrichment application is a counter that is cleared when tip-in enrichment is applied and incremented when the tip-in enrichment routine is executed. The current throttle tip-in is added to the applied tip-in enrichment cumulative throttle value when tip-in enrichment is applied and cleared when tip-in throttle is negative or when the last applied counter threshold is exceeded in this table. The applied tip-in enrichment cumulative throttle is the value that is compared to the 'Tip-in Enrichment Disable Applied Throttle Cumulative Threshold' for disabling tip-in enrichment.


Base Idle Timing
These set of tables govern the base timing in idle mode. These have not been thoroughly tested. In addition, there may be additional logic (undefined) that comes into play with some ECUs that may impact idle base timing. Note: Assortment of tables used can vary by ROM (including multiple A/B tables):

Base Timing Idle - This is the base timing in idle mode. The 'Base Timing Idle Minimum' value will also be applied if the vehicle speed threshold is met.

Base Timing Idle (In-Gear) - This is the base timing in idle mode when the transmission is not in neutral. Although the map switching between A and B is not entirely understood, it appears to be related to the TGVs.

Base Timing Idle (Neutral) - This is the base timing in idle mode when the transmission is in neutral. Although the map switching between A and B is not entirely understood, it appears to be related to the TGVs.

Base Timing Idle (Below Speed Threshold) - This is the base timing in idle mode when vehicle speed is less than or equal to the 'Base Timing Idle Vehicle Speed Threshold'.

Base Timing Idle (Above Speed Threshold) - This is the base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Vehicle Speed Threshold'

Base Timing Idle (In-Gear)(Above Speed Threshold) - This is the base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

Base Timing Idle (In-Gear)(Below Speed Threshold) - This is the base timing in idle mode when vehicle speed is less than or equal to the 'Base Timing Idle Vehicle Speed Threshold' and transmission is not in neutral.

Base Timing Idle Vehicle Speed Threshold - This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables.

Base Timing Idle Minimum - This is the minimum base timing in idle mode when vehicle speed is greater than the 'Base Timing Idle Minimum Vehicle Speed Enable' threshold.

Base Timing Idle Minimum Vehicle Speed Enable - The 'Base Timing Idle Minimum' table is active when vehicle speed is greater than this value.


Other Misc. Tables

Timing Compensation B (IAT) IAM Activation - When the ignition advance multiplier (IAM) is greater than this threshold, the 'Timing Compensation B (IAT)' will potentially be active (dependent on other factors - see table help text). When the IAM is less than or equal to this threshold, this timing compensation will be set to zero.

Timing Compensation B (IAT) Max Additive - This value determines the max compensation that can be added to the current 'Timing Compensation B (IAT)' value. The ECU determines the potential additive as Knock Correction Advance Map Value - (Knock Correction Advance Map Value * IAM). This table's value limits this max additive.

Force Pass Readiness Monitors - Off-road and racing use only. Must NEVER be enabled on vehicles that will be driven on public roads. Untested.

Min Primary Base Enrichment 1 Cruise/Non-Cruise [CAN models only which had no warm-up enrichment tables previously] - This is one of three factors which determines the minimum primary afterstart fuel enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: (Non-Primary OL) Enrichment 1 is added to either 1-A or 1-B (or non-cruise/cruise) to determine the final offset for table group 1, but is only added during open loop conditions not the result of the primary fuel map.

Min Primary Base Enrichment 1 (Non-Primary OL) [CAN models only which had no warm-up enrichment tables previously] - This is one of three factors which determines the minimum primary fuel afterstart enrichment. The primary fuel enrichment is a multiplier (determined primarily by the open loop fuel maps) applied to the base injector duration to determine the level of primary enrichment. The minimum enrichment offsets determined by tables 1, 2, and 3 are added together to determine the final primary minimum enrichment. That is, regardless of the primary open loop fuel map value, enrichment will not be less than the final primary minimum enrichment. To determine an approximate minimum AFR for a particular condition, determine the final primary minimum enrichment from tables 1, 2, and 3 (adding together all three offsets) and calculate the estimated minimum AFR as 14.7/(1+x). Note: (Non-Primary OL) Enrichment 1 is added to either 1-A or 1-B (or non-cruise/cruise) to determine the final offset for table group 1, but is only added during open loop conditions not the result of the primary fuel map.



0.3.5b CHANGE LIST

Extended parameter support was added for the following ROMs

32-BIT ECU
USDM
- A2TB001N (2008/09 USDM Legacy(Outback) GT(XT) MT)
- A2UG000C (2007 USDM Legacy GT AT)
- A2UG000N (2007 USDM Legacy GT MT)
- A2UI001L (2007 USDM Legacy GT spec.B MT)
- A2WC400K (2005 USDM Baja Turbo AT)
- A2WC412D (2005 USDM Forester XT AT)
- A2WC412I (2005 USDM Forester XT MT)
- A2WC500R (2005 USDM Outback XT AT)
- A2WC511C (2005 USDM Legacy GT AT)
- A2WF100K (2006 USDM Baja Turbo AT)
- A2WF100L (2006 USDM Baja Turbo MT)
- A2WF101L (2006 USDM Baja Turbo MT)
- A8DH101I (2006 USDM Forester XT MT)
- A8DH202X (2006 USDM Impreza WRX MT)
- A8DK101X (2007 USDM Impreza WRX MT)
- AZ1E401B (2008 USDM Impreza WRX AT)
- AZ1G701I (2010 USDM Impreza STi MT)
- D2UG101B (2007 USDM B9 Tribeca AT)
- DZ1E402B (2009 USDM Tribeca AT)
- E2TB011I (2008 USDM Forester 2.5 AT)
- E2UE202L (2006 USDM Impreza 2.5i MT)
- E2VG211D (2006 USDM Forester 2.5 MT/AT)
- E2VG221D (2007 USDM Forester 2.5 MT/AT)
- E2VH101C (2006 USDM Impreza 2.5i MT/AT)
- E2ZJ133G (2005 USDM Impreza 2.5RS MT/AT)
- EZ1D302B (2009 USDM Legacy 2.5i AT)
- EZ1E102G (2008 USDM Impreza 2.5i MT)
- EZ1E401G (2008/09 USDM Impreza 2.5i MT)
- EZ1G109K (2009 USDM Forester 2.5 MT)

The following NEW extended parameters were added

Closed Loop Fueling Target (4-byte)* [32-bit ECU] - This is the closed loop fueling lambda target which is used in determining short-term corrections (A/F Correction #1).

Closed Loop Fueling Target (2-byte)* [32-bit ECU - applicable ECUs only] - This is the 2-byte "engineer's" version.

Fueling Final Base (4-byte)* [32-bit ECU] - This is the final fueling multiplier after corrections are applied but before per injector compensation.

Fueling Final Base (2-byte)* [32-bit ECU - applicable ECUs only] - This is the 2-byte "engineer's" version.


The following NEW standard parameters were added
The following standard parameters were added to allow those who do not have extended parameter support for their 07+ ECU to log these in-between definition releases:

IAM [Most 07 and later ECUs] - Ignition Advance Multiplier (IAM) as a standard parameter.

Fine Learning Knock Correction [Most 07 and later ECUs] - Fine Learning Knock Correction as a standard parameter.


MISC. CHANGES

1. Addressed an issue where the standard parameter 'A/F Correction #3' displayed incorrect values when logging the 32-bit ECU, but the correct values when logging the 16-bit ECU. This is due to the unique nature of this parameter which requires two different conversions for each ECU. Users will need to either select the 'A/F Correction #3 (16-bit ECU)' or the 'A/F Correction #3 (32-bit ECU)' parameter depending on what ECU they are logging.

2. Changes were made to 'Timing Advance' related logger names to reflect the changes in the ECU defs to the more consistent/clear "Knock Correction Advance" description. See link to extended parameter descriptions below.