RomRaider

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Complete list of currently supported "extended" parameters

The following list of extended parameters assumes you are using the latest logger definitions available HERE.

Extended parameters are added to RomRaider’s logger definitions to allow users access to additional ECU parameters that may be useful when tuning (ex. feedback knock correction, IAM, engine load, boost error, etc). Since these must be defined manually for each ECU by analyzing a copy of the ROM, only those ROM revisions supported by the ECU definitions are also supported with extended parameters in the logger. Extended parameters are marked with a single asterisk (*) at the end of the parameter’s name to differentiate them from standard SSM parameters.

Note: Some parameters are only applicable to specific ECUs. Extended parameters will not appear in RomRaider's logger unless you are connected to your car's ECU as they are ECU specific. Transmitted bytes are described as follows (16-bit ECU, 32-bit ECU):

A/F Correction #1 (Direct)* or ...(4-byte) (2,4) -> A higher precision alternative to the standard SSM 'A/F Correction #1' parameter.

A/F Correction #2 (4-byte)* -> [H6 MODELS ONLY] (N/A,4) - A higher resolution alternative to the standard SSM 'A/F Correction #2' parameter.

A/F Learning #1/#2 A-D (Stored)* (2,4) -> These are the four long-term fuel trims which are calculated and applied across specific air flow ranges. One of these four values is being applied at any given time (A/F Learning #1). A/F Learning is learned correction to both closed loop and open loop fueling across specific air flow ranges based on patterns of short-term A/F Correction (Front O2 Sensor) across the same ranges. These "stored" extended parameters allow you to look at all four learned corrections at once, whereas the standard SSM parameter 'A/F Learning #1' only shows the current correction that is being applied.

A/F Learning #1/#2 (Current)* or ...(4-byte) (2,4)-> This is the current A/F Learning that is being applied and is a higher resolution alternative to the standard SSM 'A/F Learning #1' parameter.

A/F Learning Airflow Range (Current)* (1,1) -> This is the current stored A/F Learning index position, based on mass airflow and indicates which of the 4 A/F Learning ranges is currently being applied (or potentially adjusted). A value of 1-4 corresponds to airflow ranges A-D respectively. You can view/tune the airflow ranges by opening your ROM in RomRaider (with the latest ECU definitions) and accessing the 'A/F Learning Airflow Ranges' table.

A/F Sensor #1 (Direct)* or ...(4-byte) (2,4) -> A higher precision alternative to the standard SSM 'A/F Sensor #1 (AFR/lambda)' parameter.

A/F Sensor #2 (4-byte)* -> [H6 MODELS ONLY] (N/A,4) - A higher resolution alternative to the standard SSM 'A/F Sensor #1' parameter.

Boost Error* (2,4) -> The difference between target boost (post-compensations) and actual boost (target boost - actual boost). Used primarily to determine if you are undershooting your boost target (positive value) or overshooting your boost target (negative value). Used as an input to the primary turbo dynamics tables.

CL/OL Fueling* (1,1) -> This will indicate the current fuel system status (Closed Loop / Open Loop): [08 = Closed Loop (normal)] [10 = Open Loop (normal)] [14 = Open Loop due to system failure] [07 = Open Loop due insufficient coolant temp or front O2 not ready]

Closed Loop Fueling Target* [16-bit ECU ONLY] (2,N/A) - This is the closed loop fueling lambda target which is used in determining short-term corrections (A/F Correction #1).

Engine Load (Direct)* or ...(4-byte) (2,4) -> This is the current engine load (g/rev) as determined by the ECU.

Feedback Knock Correction* or ...(4-byte) (1,4) -> This is the temporary negative correction to timing advance in response to what the ECU perceives as knock. It is one of three elements that influence 'Knock Correction Advance'. Specific conditions must be met in order for it to be active.

Fine Learning Knock Correction* or ...(4-byte) (1,4) -> This is the current learned correction that is being applied and which is stored and applied across specific load and rpm ranges. It is one of three elements that influence 'Knock Correction Advance'. Specific conditions must be met in order for a change to the current FLKC cell to take place, although the current value is generally always applied outside of idle.

Fine Learning Table Offset* (1,1) -> This value is the current index position for the 'Fine Learning Knock Correction' table, which is stored in ram. A change in this value indicates that a different load/RPM cell of fine correction is being applied (and potentially adjusted).

Fuel Injector #1 Pulse Width (Direct)* or ...(4-byte) (2,4) -> The standard SSM parameter, 'Fuel Injector #1 Pulse Width' has limited precision. This extended parameter allows for more resolution. Note: This parameter does not include latency unlike the standard parameter.

Fueling Final Base* [16-bit ECU ONLY] (2,N/A) - This is the final fueling multiplier after corrections are applied but before per injector compensation.

Gear (Calculated)* (1,1) -> This is the current manual transmission gear selection as estimated by the ECU based on vehicle speed and RPM. For 16-bit ECUs, 5th and 6th gear (if applicable) are reported as '5' ('6' for neutral) and auto transmission gear logging is not supported in this release. For 32-bit ECUs, 6th gear determination is supported ('0' for neutral) and auto transmissions are supported for most ECUs although this has not been thoroughly tested (For ATs, the TCM supplies the current gear and it is NOT calculated for most ROMs). If your transmission gear-ratios, final drive ratio or tire and wheel diameter have changed from the factory setup, you'll need to modify the 'Gear Determination Thresholds' table which was added to the latest ECU definitions (0.8.0b) in order for the current gear to be calculated correctly.

IAM or ...(4-byte) (1,4) -> This is the ignition advance multiplier. Knock Correction Advance = (Timing Advance (max) map value * IAM) + Feedback Knock Correction + Fine Learning Knock Correction. 'Knock Correction Advance' is added to base timing along with other timing compensations to make up total timing. Note: If you are logging the IAM as a raw value for the 16-bit ECU, then IAM/16 would be used in the above formula.

Idle Speed Map Selection* [16-bit ECU] (1,N/A) -> Used to determine which of the multiple 'Idle Speed Target' tables is currently being used. For ROMs with 4 tables per transmission (8 total) -> [1 = MAP A], [2 = MAP B], [3 = MAP C], [4+ = MAP D]. For ROMs with 2 tables per transmission (4 total) -> [1 = MAP A], [2+ = MAP B].

Idle Speed Map Selection* [32-bit ECU] (N/A,1) -> Used to determine which of the multiple 'Idle Speed Target' tables is currently being used. For ROMs with 3 tables -> [1 = MAP A], [2 = MAP B], [4 = MAP C]. For ROMs with 4 tables -> [1 = MAP A], [2 = MAP B], [3 = MAP C], [4 = MAP D].

Ignition Base Timing* (1,4) -> Current base ignition timing as determined by the 'Base Timing' tables.

Ignition Timing Advance* (1,4) -> This is the current timing advance as determined by the 'Timing Advance (Maximum)' table(s) with the current ignition advance multiplier (IAM) applied. This is one of three elements that make up 'Knock Correction Advance'.

Ignition Timing Advance Additive* [USDM 04-06 STis ONLY] - This is the current advance additive as determined by the 'Timing Advance Additive (Maximum)' table with the additive multiplier applied.

Ignition Timing Advance B* [07 USDM STI only] (N/A,4) -> This is the current 'Timing Advance B' map value with 'Map Ratio Advance B' applied for the USDM 07 STI. A value of zero indicates that the B advance map is not currently active.

Ignition Timing Primary Advance 1/2* [USDM 04-06 STis ONLY] - This is the final primary advance based on the 'Timing Advance Primary 1 (Maximum)' and 'Timing Advance Primary 2 (Maximum)' tables (additive advance and the IAM are not reflected in this value).

Injector Latency* (2,4) -> Current injector latency as determined by the 'Injector Latency' table.

Knock Correction Advance* [APPLICABLE 32-BIT ONLY] (N/A,4) -> Added in for those 07 ROMs where Knock Correction was removed by Subaru as a logable parameter.

Knock Sum* -> [APPLICABLE 32-BIT ECUs ONLY] (N/A,1) - When a knock event occurs, as determined by the ECU (knock signal switch), after an execution with no knock event, this counter is incremented. When the counter reaches 35, it is reset. Since the counter is cumulative, this parameter is much more useful than logging the 'knock signal' switch, which is essentially worthless to log. Note: the knock sum will only be incremented at the start of a consecutive block of knock events or a single isolated knock event.

Manifold Absolute Pressure (Direct)* (2,4) -> The standard SSM parameter, 'Manifold Absolute Pressure' is limited to about 37 psi absolute (about 22 psig at sea level). This new parameter has no effective limit.

Manifold Pressure Sensor* [16-bit ECU ONLY] (2,N/A) - This is the current pressure sensor voltage. This was a late addition and will be added to 32-bit ECUs in a future release.

Manifold Relative Pressure (4-byte)* (32-bit ECU) or Manifold Relative Pressure (Direct)* (16-bit ECU) (2,4) -> This is the actual relative boost pressure and therefore will match a boost gauge regardless of local atmospheric pressure. This parameter, unlike the standard SSM parameters 'Manifold Relative Pressure' and 'Manifold Relative Pressure (Corrected)', has no effective limit. The previous extended parameter with the same name was renamed to 'Manifold Relative Sea Level Pressure...' to reflect that it is actually logging with the assumption of sea level atmospheric pressure (14.7 psi).

Manifold Relative Sea Level Pressure (Direct)* (2,4) -> Same as 'Manifold Absolute Pressure (Direct)' except represented as relative pressure with the assumption of sea level (MAP - 14.7 psi). This will match the units used in the standard ECU definitions while also having no effective limit.

Map Ratio (Alternate)* [USDM 04-06 STis ONLY] (N/A,4) - This is the multiplier which determines the final value for the following multiple tables when the 'Alternate Advance Mode' is enabled -> 'Target Boost A/B', 'Initial Wastegate Duty A/B', 'Primary Open Loop Fueling A/B', 'Primary Open Loop Fueling A/B (Failsafe)', 'Base Timing A/B', and 'Timing Advance Primary 1/2 (Maximum)'. The final value will be determined as follows:
final value = (Map B value * Map Ratio Alternate Multiplier) + (Map A value * (1.0 - Map Ratio Multiplier))

Map Ratio (Primary)* [32-BIT ONLY] (N/A,4) -> For some of the multiple tables, this ratio multiplier determines how much of the two tables will be used to determine a target. That is, each target from two tables (A and B), will be combined to come up with the final target. Typically, it is calculated as follows:

Final target = (Map A Target * (1.0 - Map Ratio A Multiplier)) + (Map B Target * Map Ratio A Multiplier)

If the map ratio is 0, Map B will be effectively disabled. If the map ratio is 1, Map A will be effectively disabled. However, the map ratio can be any value between 0 and 1, in which case portions of each map will determine the final target. The map ratio logic typically involves the following tables (latest ECU defs only):

Target Boost A/B
Initial Wastegate Duty A/B
Open Loop Fueling A/B
Timing Advance Additive (Maximum) [USDM 04-06 STi only] - (additive advance max * map ratio primary)

Map Ratio Primary Advance 1/2* [USDM 04-06 STis ONLY] (N/A,4) - This is the multiplier which determines the primary advance based on the 'Timing Advance Primary 1 (Maximum)' and 'Timing Advance Primary 2 (Maximum)' tables as follows (additive advance and the IAM are not reflected in this value):
Primary advance = (Timing Advance Primary 2 map value * Map Ratio Multiplier) + (Timing Advance Primary 1 map value * (1.0 - Map Ratio Multiplier))

Map Ratio Advance (C/D) Base (A/C B/D)* -> [07 USDM STI ONLY] (N/A,4) -> This is the multiplier which determines which multiple table/group is currently being used (or a proportion of each) as it relates to the 'Timing Advance C/D (Maximum)', 'Base Timing A/C B/D', and 'Intake Cam Advance Angle A/B (AVCS)' tables for the USDM 07 STI. They are determined as follows:

Timing Advance C/D:

Final C/D result = (Timing Advance C map value * Map Ratio Multiplier) + (Timing Advance D map value * (1.0 - Map Ratio Multiplier))
Note: Actual timing advance is also determined by the IAM and the Timing Advance A/B tables. The A and/or B tables may not always be active. Final timing advance alone, which is corrected by knock control and added to base timing, would be determined as follows: (Timing Advance B map value * 'Map Ratio Advance B') + (((Timing Advance A map value * 'Map Ratio Advance A') + Final C/D result) * current IAM)

Base Timing A/C B/D:

The following assumes that 'Base Timing A' and 'Base Timing C' maps are IDENTICAL AND 'Base Timing B' and 'Base Timing D' are IDENTICAL:

Base Timing result = (Base Timing B/D * Map Ratio Multiplier) + (Base Timing A/C * (1.0 - Map Ratio Multiplier))

Intake Cam Advance Angle A/B (AVCS):

Intake Cam Advance result = (Intake Cam Advance A * (1.0 - Map Ratio Multiplier)) + (Intake Cam Advance B * (Map Ratio Multiplier))

Map Ratio Advance A* - [07 USDM STI only] (N/A,4) -> This is the multiplier that determines what portion of 'Timing Advance A' is added to B,C/D for the USDM 07 STI. The IAM is also applied. A value of zero indicates that the A advance map is not currently active.

Map Ratio Advance B* - [07 USDM STI only] (N/A,4) -> This is the multiplier that determines what portion of 'Timing Advance B' is added to A,C/D for the USDM 07 STI. A value of zero indicates that the B advance map is not currently active.

Primary Enrichment Final (4-byte)* -> [32-BIT ECU TURBO MODELS ONLY] (N/A,4) - This is the 'Primary Open Loop Map Enrichment' value with the minimum warm-up enrichment factors applied. Note: this value is NOT the final fueling "target". Other correction factors can come into play.

Primary Open Loop Map Enrichment (4-byte)* (32-bit ECU) or Primary Open Loop Map Enrichment* (16-bit ECU) (2,4) -> This is the primary enrichment value based on the 'Primary Open Loop Fueling' table(s) with the following thresholds/compensations applied -> 'Minimum Active Primary Open Loop Enrichment', 'Minimum Primary Open Loop Enrichment (Throttle)', 'Minimum Primary Open Loop Enrichment (Accelerator)'(if applicable), 'Primary Open Loop Fueling Compensation (Coolant Temp), 'Primary Open Loop Fueling Compensation (Timing Compensation)'(if applicable). In addition, this value is used in the last step of the process in determining the CL to OL transition. Note: this value is NOT the final fueling "target". Other correction factors can come into play.

Primary WGDC Maximum (4-byte)* (32-bit ECU) OR Primary WGDC Maximum* (16-bit ECU) (2,4) -> This is the current max wastegate duty as determined by the 'Max Wastegate Duty' table(s) with all wastegate compensations applied.

Requested Torque* [32-bit DBW ECU only] (N/A,4) -> This is the current requested torque which is used as an input to the 'Target Throttle Plate Position (Requested Torque)' table.

Target Boost* (2,4) -> This is the current boost target as determined by the 'Target Boost' table(s). This includes any compensation, if applicable, such as those based on atmospheric pressure, intake temp, etc.

Target Throttle Plate Position* [32-bit DBW ECU only] (N/A,4) -> This is the current target throttle plate position as determined by the 'Target Throttle Plate Position (Requested Torque)' table.

Throttle Plate Opening Angle %* - [32-BIT ONLY] (N/A,4) -> This represents the actual throttle plate opening percentage. This parameter is more accurate than the standard 'Throttle Opening Angle %' SSM parameter.

Tip-in Enrichment (Last Calculated)* (2,4) -> This is the current (or last) calculated tip-in enrichment value. If the value is below the threshold specified by the 'Minimum Tip-in Enrichment Activation' table, then it is not being applied. The value is also not cleared when tip-in enrichment is not active, so it will effectively show the last calculated value.

Tip-in Throttle %* (1,4) -> This is the current throttle angle change % used as an input by the 'Throttle Tip-in Enrichment' table. Note that this value is difficult to "catch" when logging and you should minimize the total number of parameters that you are logging along with it.

Turbo Dynamics Burst Correction* [APPLICABLE ROMS] (2,N/A) -> This is the current wastegate duty correction (absolute) being applied by the 'Turbo Dynamics Burst' table. This correction is only active when boost error swings very rapidly from negative to positive or vice versa.

Turbo Dynamics Continuous Correction* [APPLICABLE ROMS] (2,N/A)-> This is the current wastegate duty correction (absolute) being applied by the 'Turbo Dynamics Continuous' table.

Turbo Dynamics Integral Cumulative Correction* [APPLICABLE ROMS] (2,4) -> This is the current wastegate duty correction (absolute) being applied by the 'Turbo Dynamics Integral' tables in order to achieve target boost. This value can be cumulative.

Turbo Dynamics Proportional Correction* [APPLICABLE ROMS] (2,4) -> This is the current wastegate duty correction (absolute) that is being applied by the 'Turbo Dynamics Proportional' table.


List of "Engineer" logging parameters for applicable 32-bit ECUs
Most 32-bit ECUs allow for logging of "engineer" parameters (except for some 04/05 models and the USDM 04-06 STi). These parameters were likely set up by Subaru engineers to aid in tuning the factory ROM. Engineer parameters are indicated by the double asterisk(**) in RomRaider logger at the end of the parameter name. Many of them are the same extended parameters already defined with the difference being fewer bytes are transmitted when logging due to a narrowing conversion performed by the ECU. The advantage is that logging the engineer's parameter instead of the corresponding extended parameter will reduce the sampling interval overall. The number of bytes transmitted per request are indicated in the name. For example, the engineer's parameter 'Feedback Knock Correction (1-byte)' corresponds to the existing extended parameter 'Feedback Knock Correction (4-byte)'. If you were to log four of the engineer 1-byte parameters, you would end up with the same sampling interval as logging one 4-byte extended parameter. Obviously, this will either allow you to log more parameters at the same sampling rate or allow you to log the same number of parameters but at a faster rate. There are disadvantages, however. You will lose some precision due to the narrowing conversion (ex. going from a 4-byte extended parameter to a 2-byte or 1-byte engineer parameter). 4-byte extended parameters have no loss in precision and essentially represent the exact value as used by the ECU. 2-byte and 1-byte parameters have some loss of precision and have a minimum or maximum limit that could potentially cap the value. In most cases, this is not an issue, however, unlike the standard SSM parameters.

The following is list of these new engineer logging parameters. The assortment of these parameters may vary depending on the ECU (applicable model groups are listed). The max limit is listed if it could potentially impact the usefulness of the parameter.

A/F Correction #1 (2-byte)** - all models
A/F Correction #2 (2-byte)** - H6 models only
A/F Learning #1 (2-byte)** - all models
A/F Learning #2 (2-byte)** - H6 models only
A/F Sensor #1 (2-byte)** - all models
A/F Sensor #2 (2-byte)** - H6 models only
Engine Load (1-byte)** - Version 1 - Select CAN vehicles only - Limited to 3.98 g/rev
Engine Load (1-byte)** - Version 2 - naturally aspirated H4 models only - Limited to 1.99 g/rev
Engine Load (2-byte)** - Version 1 - turbo models only - Limited to 4.0 g/rev
Engine Load (2-byte)** - Version 2 - H6 models only - no effective limit
Feedback Knock Correction (1-byte)** - turbo and H6 models only
Fine Learning Knock Correction (1-byte)** - turbo and H6 models only
Fuel Injector #1 Pulse Width (2-byte)** - naturally aspirated models only
Fuel Injector #2 Pulse Width (2-byte)** - H6 models only
IAM (1-byte)** - turbo and H6 models only
Manifold Absolute Pressure (2-byte)** - Version 1 - turbo and H6 models only
Manifold Absolute Pressure (2-byte)** - Version 2 - naturally aspirated H4 models only - limited to 21.27 psia
Manifold Relative Sea Level Pressure (2-byte)** - same as the version 1 parameter above, with the assumption of sea level atmospheric pressure
Primary Open Loop Map Enrichment (2-byte)** - all models
Primary WGDC Maximum (1-byte)** - Version 1 - select CAN vehicles only
Primary WGDC Maximum (2-byte)** - Version 2 - turbo models only
Target Boost (2-byte)** - turbo models only
Throttle Plate Opening Angle (2-byte)** - turbo models only
Turbo Dynamics Integral (2-byte)** - turbo models only except 08+
Turbo Dynamics Proportional (2-byte)** - turbo models only except 08+