S83-Becomes ON(1) when fuse is inserted into FWD fuse holder. TCU input.

P7-Pressure value calculated from the manifold absolute pressure sensor (absolute value)

P25-Manifold Absolute Pressure [P7] minus current Atmospheric Pressure [P24].

P243-VE calculated from IGL, MMA, MAF, IAT, absolute manifold pressure, assuming engine displacement of 149.9 CID (EJ257)

P242-VE calculated from IGL, MMA, MAF, IAT, absolute manifold pressure, assuming engine displacement of 122.04 CID (EJ207)

P241-This is the fixed amount of idle speed adjustmnet while the A/C is on - set by the user

P240-This is the fixed amount of idle speed adjustmnet while the A/C is off - set by the user

P239-This is the fixed amount of timing removed globally - set by the user

P23-Retard amount when knocking has occurred. Partial learned value of the learned ignition timing.

P227-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P226-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P225-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P224-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P223-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P222-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P221-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P220-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P219-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P218-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P217-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P216-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P215-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P214-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P213-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P212-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P211-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P210-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P209-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

P208-Injector learning value for idling for PL-CYL, where PL = common rail pressure level, CYL = cylinder number.

Running Distance since last Diesel Particulate Filter (DPF) Regeneration

P203-Estimated fuel consumption based on MAF, AFR and vehicle speed.

P202-Difference between Manifold Absolute Pressure and Atmospheric Pressure.

Exhaust Gas Temperature at Diesel Particulate Filter (DPF) Inlet

Pressure Difference between Diesel Particulate Filter (DPF) Inlet and Outlet

P175-Actual current value of suction control valve. Input to the ECM. Applies only to Diesel models.

P170-Target current value of suction control valve calculated by the ECM. Applies only to Diesel models.

P153-Value of only the whole learning value in the ignition timing learning value.

E99-Fuel Injector #1 PW with higher resolution. Note: This parameter does not include latency unlike the standard parameter.

E98-MAP is limited to about 37 psi absolute (about 22 psig at sea level). This parameter has no effective limit.

E97-This is the current engine load (g/rev) as determined by the ECU.

E96-KCA = (KA (max) map value * IAM) + FBKC + FLKC. Total Timing = KCA + base timing + timing compensations

E95-Current learned correction that is being applied which is stored and applied across specific load and rpm ranges.

E94-This is the temporary negative correction to timing advance in response to what the ECU perceives as knock.

E93-Actual throttle plate opening percentage. More accurate than the standard Throttle Opening Angle % SSM parameter.

E92-A higher precision alternative to the standard SSM A/F Sensor #1 (AFR/lambda) parameter.

E91-A higher precision alternative to the standard SSM A/F Sensor #1 (AFR/lambda) parameter.

E90-Current boost target as determined by the Target Boost table(s). This includes any compensation, if applicable.

E9-Current WG duty correction (absolute) being applied by the Turbo Dynamics Continuous table.

E89-Same as Manifold Absolute Pressure (Direct) except represented as relative pressure with the assumption of sea level.

E88-MAP is limited to about 37 psi absolute (about 22 psig at sea level). This parameter has no effective limit.

E87-This is the current engine load (g/rev) as determined by the ECU.

E86-This is the current engine load (g/rev) as determined by the ECU.

E85-Primary enrichment value based on the Primary Open Loop Fueling table(s) Note: this value is NOT the final fueling target.

E84-Primary enrichment value based on the Primary Open Loop Fueling table(s) Note: this value is NOT the final fueling target.

E83-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #1 parameter.

E82-A higher precision alternative to the standard SSM A/F Correction #1 parameter.

E81-A higher precision alternative to the standard SSM A/F Correction #1 parameter.

E80-This is the current wastegate duty correction (absolute) that is being applied by the Turbo Dynamics Proportional table.

E8-Current WG duty correction (absolute) being applied by the Turbo Dynamics Burst table.

E79-Current WG duty corr (ABS) applied by the Turbo Dynamics Integral tables to achieve target boost. Can be Cumulative

E78-Current max WG duty as determined by the Max Wastegate Duty table(s) with all WG compensations applied.

E77-Current max WG duty as determined by the Max Wastegate Duty table(s) with all WG compensations applied.

E76-This is the closed loop fueling lambda target which is used in determining short-term corrections (A/F Correction #1).

E75-This is the final fueling multiplier after corrections are applied but before per injector compensation.

E74-Primary enrichment value based on the Primary Open Loop Fueling table(s) Note: this value is NOT the final fueling target.

E73-Current max WG duty as determined by the Max Wastegate Duty table(s) with all WG compensations applied.

E72-Actual relative boost pressure and therefore will match a boost gauge regardless of local atmospheric pressure. No limit.

E71-This is the current pressure sensor voltage. This will be added to 32-bit ECUs in a future release.

E70-Current max WG duty as determined by the Max Wastegate Duty table(s) with all WG compensations applied.

E7-Current WG duty correction (absolute) that is being applied by the Turbo Dynamics Proportional table.

E68-For multiple tables, this ratio multiplier determines how much of the two tables will be used to determine a target.

E67-For multiple tables, this ratio multiplier determines how much of the two tables will be used to determine a target.

E66-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #2 parameter.

E65-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E64-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E63-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E62-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E61-Current stored A/F Learning index position. A value of 1-4 corresponds to airflow ranges A-D respectively.

E60-Fuel Injector #1 PW with higher resolution. Note: This parameter does not include latency unlike the standard parameter.

E6-Current boost target as determined by the Target Boost table(s). This includes any compensation, if applicable.

E59-Current manual transmission gear selection as estimated by the ECU based on vehicle speed and RPM.

E58-Current index position for the Fine Learning Knock Correction table being applied (and potentially adjusted), stored in ram.

E57-Current target throttle plate position as determined by the Target Throttle Plate Position (Requested Torque) table.

E56-Current requested torque which is used as an input to the Target Throttle Plate Position (Requested Torque) table.

E55-Current (or last) calculated tip-in enrichment value. The value is  not cleared, effectively shows the last calculated value.

E54-This is the current throttle angle change % used as an input by the Throttle Tip-in Enrichment table.

E53-Current base ignition timing as determined by the Base Timing tables.

E52-Same as Manifold Absolute Pressure (Direct) except represented as relative pressure with the assumption of sea level.

E51-MAP is limited to about 37 psi absolute (about 22 psig at sea level). This parameter has no effective limit.

E50-Current injector latency as determined by the Injector Latency table.

E5-Difference between target boost (post-compensations) and actual boost (target boost - actual boost)

E49-Current Idle Speed Target MAP being used. 3 table ROM->[1=A],[2=B],[4=C]. 4 table ROM->[1=A],[2=B],[3=C],[4=D]

E48-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #1 parameter.

E47-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E46-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E45-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E44-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E43-Current learned correction that is being applied and which is stored and applied across specific load and rpm ranges.

E42-The ratio used to determine the portion of specific multiple maps which are combined to determine the target value.

E41-Current learned correction that is being applied which is stored and applied across specific load and rpm ranges.

E4-Current WG duty corr (ABS) applied by the Turbo Dynamics Integral tables to achieve target boost. Can be Cumulative

E39-This is the temporary negative correction to timing advance in response to what the ECU perceives as knock.

E38-Actual throttle plate opening percentage. More accurate than the standard Throttle Opening Angle % SSM parameter.

E37-Current WG duty correction (absolute) that is being applied by the Turbo Dynamics Proportional table.

E36-Current boost target as determined by the Target Boost table(s). This includes any compensation, if applicable.

E35-Difference between target boost (post-compensations) and actual boost (target boost - actual boost)

E34-Current WG duty corr (ABS) applied by the Turbo Dynamics Integral tables to achieve target boost. Can be Cumulative

E33-Fuel system status. [8 = CL (normal)][10 = OL (normal)][7 = OL insufficient ECT][14 = OL due to system failure]

E32-This is the current engine load (g/rev) as determined by the ECU.

E31-KCA = (KA (max) map value * IAM) + FBKC + FLKC. Total Timing = KCA + base timing + timing compensations

E30-A higher precision alternative to the standard SSM A/F Correction #1 parameter.

E3-Fuel system status. [8 = CL (normal)][10 = OL (normal)][7 = OL insufficient ECT][14 = OL due to system failure]

E29-A higher precision alternative to the standard SSM A/F Sensor #1 (AFR/lambda) parameter.

E28-Fuel Injector #1 PW with higher resolution. Note: This parameter does not include latency unlike the standard parameter.

E27-Current stored A/F Learning index position. A value of 1-4 corresponds to airflow ranges A-D respectively.

E26-Current index position for the Fine Learning Knock Correction table being applied (and potentially adjusted), stored in ram.

E25-Current manual transmission gear selection as estimated by the ECU based on vehicle speed and RPM.

E24-Current (or last) calculated tip-in enrichment value. The value is  not cleared, effectively shows the last calculated value.

E23-This is the current throttle angle change % used as an input by the Throttle Tip-in Enrichment table.

E22-Current base ignition timing as determined by the Base Timing tables.

E21-Same as Manifold Absolute Pressure (Direct) except represented as relative pressure with the assumption of sea level.

E19-Current injector latency as determined by the Injector Latency table.

E18-Rroms with 4 tables -> 1=MAP A, 2=MAP B, 3=MAP C, 4+=MAP D. Roms with 2 tables -> 1=MAP A, 2+=MAP B

E173-The RAM address of the start of the FLKC table used by Learning Table Values tool

E17-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #1 parameter.

E16-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E153-The ratio used to determine the portion of specific multiple Cruise and Non-Cruise maps which are combined to determine the target value.

E152-The ratio used to determine the portion of specific multiple Cruise and Non-Cruise maps which are combined to determine the target value.

E15-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E145-Range 0-6. Does not take clutch or neutral into account, showing theoretical gear in coast.

E140-Compared with Distance since Injector Learning, enabling automatic learning when interval has been reached.

E14-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E138-This variable updates every 1.0 km. Not very precise, may differ from combination meter odo.

E132-A value of 0 causes the selection of the Non-Cruise maps while a value of 1 selects Cruise maps.

E13-A/F learned correction to CL and OL fueling across specific air flow ranges based on short-term A/F Correction witin range.

E127-The current applied timing compensation from the per-gear compensation tables.

E125-The current active IAT A timing compensation after being modified by IAT A Activation table.

E124-This is the final fueling multiplier after corrections are applied but before per injector compensation.

E123-This is the final fueling multiplier after corrections are applied but before per injector compensation.

E122-This is the closed loop fueling lambda target which is used in determining short-term corrections (A/F Correction #1).

E121-This is the closed loop fueling lambda target which is used in determining short-term corrections (A/F Correction #1).

E12-Current learned correction that is being applied which is stored and applied across specific load and rpm ranges.

E117-The ratio used to determine the portion of specific Alternate multiple maps which are combined to determine the target value.

E115-This is the Primary Open Loop Map Enrichment value with the minimum warm-up enrichment factors applied. Not Final.

E114-Knock event counter, determined by the ECU, after an execution with no knock event, this counter is incremented.

E113-Actual relative boost pressure and therefore will match a boost gauge regardless of local atmospheric pressure. No limit.

E112-Current max WG duty as determined by the Max Wastegate Duty table(s) with all WG compensations applied.

E111-KCA = (KA (max) map value * IAM) + FBKC + FLKC. Total Timing = KCA + base timing + timing compensations

E1100-[ 1 = MAF Sensor ] | [ 2 = Speed Density ] | [ 3 = MAF/SD Blending ]

E110-A higher resolution alternative to the standard SSM A/F Sensor #2 parameter.

E109-A higher resolution alternative to the standard SSM A/F Sensor #2 parameter.

E108-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #2 parameter.

E107-Current A/F Learning being applied. Higher resolution then the standard SSM A/F Learning #1 parameter.

E106-A higher resolution alternative to the standard SSM A/F Correction #2 parameter.

E105-A higher resolution alternative to the standard SSM A/F Correction #2 parameter.

E104-Fuel Injector #2 PW with higher resolution. Note: This parameter does not include latency unlike the standard parameter.

E103-Fuel Injector #1 PW with higher resolution. Note: This parameter does not include latency unlike the standard parameter.

E102-This is the temporary negative correction to timing advance in response to what the ECU perceives as knock.

E101-Current learned correction that is being applied which is stored and applied across specific load and rpm ranges.

E100-This is the current engine load (g/rev) as determined by the ECU.

E10-This is the temporary negative correction to timing advance in response to what the ECU perceives as knock.

E1-KCA = (KA (max) map value * IAM) + FBKC + FLKC. Total Timing = KCA + base timing + timing compensations