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 Post subject: Latest RomRaider ECU Definitions (v 0.8.3.1b 10-07-09)
PostPosted: Mon Jun 12, 2006 1:17 pm 
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ROMRAIDER ECU DEFINITIONS UPDATE version 0.8.3.1b Oct. 7th, 2009

These definitions will only work with RomRaider. They are also designed to be used with the latest logger xml update (0.3.5b 10-02-09) which can be found here: LOGGER XML UPDATE and the latest Ecuflash ECU definitions which can be found here: Ecuflash XML UPDATE.


TERMS, CONDITIONS, AND DISCLAIMERS

WARNING: These definition files are created as the result of the extremely complex and time consuming process of reverse-engineering the factory ECU. Because of this complexity, it is necessary to make certain assumptions and, therefore, it is impossible to always deal in absolutes in regards to representations made by these definitions. In addition, due to this complexity and the numerous variations among different ECUs, it is also impossible to guarantee that the definitions will not contain errors or other bugs. What this all means is that there is the potential for bugs, errors and misrepresentations which can result in damage to your motor, your ECU as well the possibility of causing your vehicle to behave unexpectedly on the road, increasing the risk of death or injury. Modifications to your vehicle's ECU may also be in violation of local, state and federal laws. By using these definition files, either directly or indirectly, you agree to assume 100% of all risk and RomRaider's creators and contributors shall not be held responsible for any damages or injuries you receive. This product is for advanced users only. There are no safeguards in place when tuning with RomRaider. As such, the potential for serious damage and injury still exists, even if the user does not experience any bugs or errors. As always, use at your own risk.

These definitions are created for FREE without any sort of guarantee. The developers cannot be held liable for any damage or injury incurred as a result of these definitions. USE AT YOUR OWN RISK.




To install ECU defs:
  • Download the file of the units (metric or standard) you would most likely use from the bottom of this post.
  • Unzip the ecu_defs.xml file into your main RomRaider directory replacing the existing file (if applicable) or in another directory of your choice where it is unlikely to be moved or deleted.
  • Run Romraider and select "ECU Definitions" -> "ECU Definition Manager" from the menu bar.
  • If any definitions files are listed, select each file and click "Remove".
  • Click "Add" and select the location of the new unzipped ecu_defs.xml file.
  • Click "Save".


0.8.3.1b (10-07-09) BUG FIX
A bug was introduced in version 0.8.3b (10-02-09) of the ECU defs in which the conversion for the table "Initial Wastegate Duty" for the 16-bit ECU was inadvertently changed. This would result in incorrect wastegate duty (%) values being displayed. Version 0.8.3.1b (released 10-07-09) fixes this issue.

0.8.3b (10-02-09) CHANGE LIST

Support was added for the following Subaru ROM revisions (78 TOTAL)
As with any new additions, use caution when tuning.

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)

JDM
- A2PG420A (2007 JDM Legacy GT AT)
- A2SB000A (2008 JDM Legacy GT AT)
- A2SB000Y (2008 JDM Outback XT AT)
- A2TB100B (2007 JDM Legacy GT MT)
- A2TB100K (2007 JDM Legacy GT spec.B MT)
- A2TB100V (2008 JDM Impreza SGT AT)
- A2TB100Y (2007 JDM Legacy GT AT)
- A2UG000B (2006 JDM Legacy GT MT)
- A2UH000A (2006 JDM Legacy GT AT)
- A2UI000K (2007 JDM Legacy GT spec.B MT)
- A2WC011E (2004-07 JDM Forester STi MT)
- A2WD001B (2004 JDM Legacy GT MT)
- A2ZJC00B (2004 JDM Legacy GT MT)
- AZ1G105L (2009 JDM Forester XT AT)
- AZ1G301F (2008 JDM Impreza STi MT)
- AZ1G500F (2009 JDM Impreza STi MT)
- AZ1G502L (2009 JDM Impreza STi AT)
- AZ1H102W (2008 JDM Exiga 2.0GT AT)
- D2UK001Q (2007 JDM Legacy 3.0R AT)
- D2WD604A (2005 JDM Legacy 3.0R MT)
- E2WD500D (2005 JDM Outback 2.5i AT)

ADM/SADM
- A2UI000Y (2008 ADM Liberty GT AT)
- A8DK100H (2007 ADM Forester XT AT)
- AE5F301D (2010 ADM Liberty GT MT)
- AZ1E400E (2008 SADM Impreza WRX MT)
- AZ1G400X (2009 SADM Impreza WRX MT)
- AZ1G400W (2009 ADM Impreza WRX MT)
- D2UH001M (2007 ADM Liberty 3.0R MT)
- D2WD603H (2005 ADM Liberty 3.0R MT)
- E2UE101J (2006/07 ADM Forester 2.5 AT)
- E2UE102J (2006/07 ADM Forester 2.5 MT)

EDM
- A8DH20 (2006 EDM Impreza STi MT)
- A8DK100F (2007 EDM Forester XT MT)
- AZ1E400U (2008 EDM Impreza WRX MT)
- AZ1G101M (2009/10 EDM Forester XT MT)
- AZ1G101N (2009/10 EDM Forester XT AT)
- AZ1G202G (2008 EDM Impreza STi MT)
- AZ1G400U (2009 EDM Impreza WRX MT)
- D2TB201R (2008 EDM Legacy 3.0R AT)
- E2SB001K (2008 JDM Legacy 2.5i AT)
- Z1G20000 (2008/09 EDM Impreza STi MT)


16-BIT ECU NEW ROM SUPPORT

USDM
- A4TF810F (2005 USDM Impreza WRX MT)

JDM
- 4SLEHB00 (2002 JDM Legacy BH MT/AT) *DTC DEFS ONLY
- A4SD600B (2001/02 JDM Impreza STi MT/AT)
- A4SHB00G (2002 JDM Legacy BH MT/AT) *DTC DEFS ONLY
- A4SHB00H (2002 JDM Legacy B4 MT/AT) *DTC DEFS ONLY
- A4TE002Q (2003 JDM Impreza STi MT/AT)
- A4TJ1X00 (Group N Impreza STi MT/AT) *SEE WARNINGS BELOW

SADM
- A4RL100K (2003 SADM Forester Turbo MT/AT)


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.


Group N ECU
The following are new tables relevant to the Group N Rally ECU only (A4TJ1X00):

WARNING! The Group N ECU contains logic and functions which are VERY different from the typical turbo ECU. This ECU is setup to have NO response to knock whatsoever. That means, regardless of knock sensor activity, no timing will ever be pulled due to a knock event. In addition, features such as anti-lag (fuel dump and ignition cut) can be very destructive to the motor, turbo, and exhaust. This is not a setup for a street car. In addition, these ECUs also have launch control (which can be abusive to the drivetrain) and speed density fueling (which is quite different than the typical MAF-based Subaru ECU). The tuning is also, obviously, much different than other STis, not only in relation to the functions listed above, but also because of the required 32mm turbo restrictor in Group N. The definitions for this ROM are untested and should be considered an alpha version. Use with extreme caution!

Speed Density Base Load Determination (MAP Multiplier) - This multiplier is applied to manifold absolute pressure and the 'Speed Density Base Load Determination (Offset)' is added to the result to determine a base load.

Speed Density Base Load Determination (Offset) - This offset is applied to the value determined by the 'Speed Density Base Load Determination (MAP Multiplier)' and MAP to determine base load.

Speed Density Base Load Compensation (MAP v. RPM) - This is the compensation to base load based on manifold absolute pressure and RPM. The base load is determined by manifold absolute pressure and the 'Speed Density Base Load Determination (MAP Multiplier)' and 'Speed Density Base Load Determination (Offset)'.

Speed Density Alternate Base Load Compensation Mode - When enabled, the 'Speed Density Alternate Base Load Compensation' is applied to the base load in place of the 'Speed Density Base Load Compensation (MAP v. RPM)'.

Speed Density Alternate Base Load Compensation - When the 'Speed Density Alternate Base Load Compensation' is enabled, this value is applied to the base load in place of the 'Speed Density Base Load Compensation (MAP v. RPM)'

Speed Density Load Compensation (IAT) - This is the compensation to load based on intake temperature. This compensation is applied after 'Speed Density Base Load Compensation (MAP v. RPM)' or 'Speed Density Alternate Base Load Compensation' is applied.

Speed Density Maximum Load Limit - The final load (after all compensations) is limited to the maximum values in this table.

Group N ECT Thresholds - When coolant temp is greater than or equal to the first value and less than the second value, and all other Group N conditions are met (some undefined), anti-lag and launch control can be enabled (as dictated by other specific thresholds/conditions). If coolant temp is less than the first value or greater than or equal to the second, anti-lag and launch control will be disabled.

Group N RPM Thresholds - When RPM is greater than or equal to the second value and less than the fourth value, and all other Group N conditions are met (some undefined), anti-lag and launch control can be enabled (as dictated by other specific thresholds/conditions). If RPM is less than the first value or greater than or equal to the fourth, anti-lag and launch control will be disabled.

Group N Mode Byte - Warning - Untested. This 8-bit array determines the enabling or disabling of certain features. Bit 3 SET/NOT SET = Anti-lag and launch control ENABLED/DISABLED. Bit 7 SET/NOT SET = Per gear wastegate and boost DISABLED/ENABLED. Bit 4 = unknown (related to CL/OL fueling). Bit 5 = unknown (related to ISCV duty). The factory default is 136d, which indicates that Anti-Lag/Launch Control are ENABLED and per gear wastegate and boost compensation are DISABLED. The disabling of anti-lag and launch control is managed through the Group N conditions check, which means, when those features are disabled through this mode byte, map switching will default to the 'Group N Conditions Not Met' tables.

Launch Control Mode Disable (Veh. Speed) - When vehicle speed is greater than this value, launch control mode is disabled.

Launch Control Mode Disable (RPM) - When RPM is less than this value, launch control mode is disabled.

Launch Control Fuel Cut (RPM) - When RPM is less than the first value, launch control fuel cut is disabled. When RPM is greater than or equal to the second value, launch control fuel cut is enabled (when launch mode and Group N conditions are met).

Primary Open Loop Fueling (Group N Conditions Met) - This fuel map is used in open loop when not in idle mode and when all the Group N conditions are met.

Primary Open Loop Fueling Idle (Group N Conditions Met) - This fuel value is used in open loop in idle mode and when all the Group N conditions are met.

Primary Open Loop Fueling (Group N Conditions Not Met) - This fuel map is used in open loop when not in idle mode and when any of the Group N conditions are not met.

Base Timing Idle (Group N Conditions Met) - This is the base level of timing at idle when all of the Group N conditions are met.

Base Timing Idle (Group N Conditions Not Met)(Below Speed Threshold) - This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.

Base Timing Idle (Group N Conditions Not Met)(Above Speed Threshold) - This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is greater than or equal to the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.

Base Timing Idle (Group N Conditions Met) - This is the base level of timing at idle when all of the Group N conditions are met.

Base Timing Idle (Group N Conditions Not Met)(Below Speed Threshold) - This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is less than the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.

Base Timing Idle (Group N Conditions Not Met)(Above Speed Threshold) - This is the base level of timing in idle mode when any of the Group N conditions are not met and when vehicle speed is greater than or equal to the 'Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met)'.

Base Timing Idle Vehicle Speed Threshold (Group N Conditions Not Met) - This value determines the vehicle speed threshold involved in determining the switch between multiple 'Base Timing Idle' tables when any of the Group N Conditions are not Met.

Feedback Correction Disable (ECT) - When coolant temp is greater than equal to this value, Feedback correction is disabled if all other conditions (most undefined) are also met. Disabling of feedback correction is necessary for changes to fine learning correction or the IAM (i.e. rough correction).

MAF Sensor Scaling (Reference Only) - This is the scaling for the mass airflow sensor. Unused in the Group N ECU.


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.


The following table name changes were made

1. These sensor-related names were changed to help in simplifying table names:
- Intake Temp -> IAT
- Coolant Temp -> ECT
- Atmosphere or Atmospheric Pressure -> Atm. Pressure
- Vehicle Speed -> Veh. Speed

2. 'Timing Advance (Maximum)' and related tables were renamed 'Knock Correction Advance Max' and similar to replace the previously vague 'timing advance' label as well as match the related 'knock correction' logger parameters.

3. The switching logic of the following multiple tables were further clarified by renaming with the labels 'cruise'/'non-cruise' (as shown) for specific CAN turbo ROMs that use this logic. 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). The ECU will ramp between the cruise and non-cruise map values when conditions dictate the switch. Log the 'Cruise Map Ratio*' extended parameter in the logger to determine the switching as the actual switching (ramping) may not always fit the classic definition of cruise/non-cruise. Note: The abbreviation 'Imm.' preceding the cruise or non-cruise identifier indicates it is based on the immediate conditions related to cruise/non-cruise and results in an immediate switch, not the ramping behavior inherent with other cruise/non-cruise tables when switching.

- Min Primary Base Enrichment 1 Cruise/Non-Cruise
- Engine Load Compensation Cruise/Non-Cruise (MP)
- Base Timing Primary Cruise/Non-Cruise (also AVCS related reference identifier added to the two respective tables. See help text for details)
- Knock Correction Advance Max Primary Cruise/Non-Cruise
- Knock Correction Advance Primary Cruise/Non-Cruise
- Timing Compensation Imm. Cruise/Non-Cruise A/B (ECT)
- Intake Cam Advance Angle Cruise/Non-Cruise (AVCS)
- Exhaust Cam Retard Angle Cruise/Non-Cruise (AVCS)
- Target Throttle Plate Position Cruise/Non-Cruise (Requested Torque Ratio)
- Target Throttle Plate Position Cruise/Non-Cruise (Requested Torque)

4. The following table name changes relate to the specific map switching surrounding the unique timing logic found in USDM 04+ STis (relative to additive map(s)). These were changed to identify the general logic behind table use. See individual help text for details. Assortment of these tables can vary by ECU:

- Target Boost (KCA Additive B Low)/(KCA Additive B High)
- Target Boost (KCA Additive Low)/(KCA Additive High)
- Initial Wastegate Duty (KCA Additive B Low)/(KCA Additive B High)
- Initial Wastegate Duty (KCA Additive Low)/(KCA Additive High),
- Primary Open Loop Fueling (KCA Additive B Low)/(KCA Additive B High)
- Primary Open Loop Fueling (KCA Additive Low)/(KCA Additive High)
- Primary Open Loop Fueling (Failsafe)(KCA Additive B Low)/(KCA Additive B High)
- Primary Open Loop Fueling (Failsafe)(KCA Additive Low)/(KCA Additive High)
- Knock Correction Advance Max Additive (Knock Conditions)
- Knock Correction Advance Max Additive A/B (Knock Conditions)(IAM)
- Knock Correction Advance Max Primary (Knock Conditions High)(IAM)/(Knock Conditions Low)(IAM)

5. The word 'Target' was added to boost compensation tables to make it more clear that these tables directly impact target boost. In addition, 'Initial/Max' or 'Max' was added to the wastegate compensation table names to make it more clear that these tables directly impact Initial/Max WGDC or Max WGDC.

6. The 'Boost Compensation (Vehicle Speed)' table was renamed 'Target Boost Compensation (1st Gear)' to more clearly describe that this compensation is only potentially applied in 1st gear.

Other minor changes to table names were also made.


The following are bugs/errors that were fixed in this release

1. For ROM A2TB100A, the 'Exhaust Cam Retard Angle B (AVCS)' table (old name) was incorrectly defined as another AVCS-related table. Changes to the table would have had no effect on AVCS timing as the table's logic is effectively disabled. (thanks chero_b4!)

2. For the 16-bit ECU, the P2096 AND P2097 DTC switches were not adequately defined, which would have resulted in the DTC not being disabled correctly when the fix was enabled.

3. For the 16-bit ECU, the 'Target Boost Compensation (Atm. Pressure) Multiplier' (new name) had the same conversion for the metric unit defs as the standard unit defs. This was incorrect. The metric unit defs now have a unique conversion which correctly displays the multiplier relative to atmospheric pressure in bar. (thanks ckibue!)

4. 'Intercooler Autowash Threshold (Boost)' table (old name) incorrectly referenced the threshold as target boost when it is actually manifold relative pressure (table renamed to 'Intercooler Autowash Threshold (MRP)').

5. For the ROM A2ZJ500F, added the missing 'Initial/Max Wastegate Duty Compensation (ECT)(AT)' table (new name).


Misc. Changes

1. The conversion for the 'Boost Limit' related tables was changed from 'psi relative sea level' to 'psi absolute'. Since the underlying value is in absolute pressure and the limit is determined by atmospheric pressure, the change in conversion makes it less confusing for users to determine the actual limit, especially at altitude.

2. The following category changes were made:
- Name change, 'Miscellaneous - Scalings' -> 'Miscellaneous - Sensor Scalings'
- Name change, 'Mass Airflow' -> 'Mass Airflow/Load'
- Name change, 'Emissions' -> 'OBD-II'
- New category, 'Fueling - Cranking'
- New category, 'Ignition Timing - Compensation' (timing compensation tables were also moved to this category from the 'Ignition Timing - Advance' category)
Other minor changes were made as well.

3. From select 16-bit STi ECUs, 2x2 AT specific tables were removed and the transmission rom id was changed to MT. Note: Although other STis (16-bit ECU) are not available with an AT, the switching logic is still present and may work if flashed to an AT car, so the tables and identification were left as MT/AT.

4. For the 32-bit ECU, 'Gear Determination Threshold' tables were removed from AT-only ROMs as these tables are unused in AT-specific ROMs.

5. Minor changes to unit names and unit conversions were made for consistency and/or accuracy.

6. Some changes were made to help text for consistency, clarity or accuracy.


Other Credits

- Thanks to ev8siv3, ImprezaRSX, ride5000, williaty, and absubtle for various logging/testing.


Glossary

USDM - United States Domestic Market (also rest of North America, Puerto Rico, & Guam)
EDM - European Domestic Market
JDM - Japanese Domestic Market
ADM - Australian Domestic Market (also New Zealand & South Africa)
SADM - South American Domestic Market
16-bit - ECUs for Subaru models such as the USDM 02-05 WRX, ADM/EDM/JDM 01-05 WRX and STi, and ADM/EDM/JDM 01-03 Forester Turbo.
32-bit - ECUs for Subaru models such as the USDM 04+ STi, ADM/EDM/JDM 06+ STi, USDM 05+ Legacy GT, USDM 04+ Baja Turbo, ADM/EDM/JDM/USDM 04+ Forester XT, USDM Outback XT 05+, USDM 06+ WRX, and USDM 05+ (non-USDM 04+) DBW naturally aspirated models, among others.


Supported Subaru ECUs

A list of the currently support ROM revisions can be found here:
http://www.romraider.com/Documentation/SupportedECUs

************************************************

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Last edited by merchgod on Tue Jun 27, 2006 12:50 am, edited 13 times in total.
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 Post subject: Re: Latest RomRaider ECU Definitions (v 0.8.3.1b 10-07-09)
PostPosted: Tue Mar 22, 2011 9:51 am 
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RomRaider Developer

Joined: Wed May 20, 2009 9:49 pm
Posts: 4402
Location: Canada eh!
In an effort to support more and new ECU's, a forum has been started named Experimental User ECU Definitions which augments this official ECU definition. If you have an ECU that is not supported in the official release, then maybe search the experimental forum to see if it has been added.

Experimental User ECU Definitions


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 Post subject: Re: Latest RomRaider ECU Definitions (v 0.8.3.1b 10-07-09)
PostPosted: Sat Mar 10, 2012 5:29 pm 
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RomRaider Developer

Joined: Wed May 20, 2009 9:49 pm
Posts: 4402
Location: Canada eh!
It would appear that the definition for 'Minimum Tip-in Enrichment Activation' in the official 32BITBASE is incorrect. It currently scales as:
Code:
  <table type="2D" name="Minimum Tip-in Enrichment Activation" category="Fueling - Tip-in Enrichment" storagetype="float" endian="little" sizey="1" userlevel="3">
   <scaling units="Additional Injector Pulse Width (ms)" expression="x*.004" to_byte="x/.004" format="0.000" fineincrement=".01" coarseincrement=".1" />
   <table type="Static Y Axis" name="Tip-in Enrichment" sizey="1">
    <data>Active Above</data>
   </table>
   <description>Tip-in Enrichment is not active until the calculated IPW, as determined by the 'Throttle Tip-in Enrichment' table and with compensations applied, exceeds this value. This table does not act independently and other requirements must also be met in order for tip-in enrichment to be active.</description>
  </table>

In reviewing the code the scaling should be updated to:
Code:
   <scaling units="Additional Injector Pulse Width (ms)" expression="x*.001" to_byte="x/.001" format="0.000" fineincrement=".01" coarseincrement=".1" />

When evaluating this value against the 'Throttle Tip-in Enrichment', this value when scaled incorrectly makes it appear that the looked value in the 'Throttle Tip-in Enrichment' will be ignored for all cells below this value.

Once scaled correctly you will see that all cells in the 'Throttle Tip-in Enrichment' can be used.


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