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  1. Today
  2. Just an update, I got the s5 globals well …. Perfect ! After a lot of trial and error. I probably should post a pick of my s5 table ? When I get time if people want me too?
  3. That’s ok if the hardware isn’t ABU-212 or ABU-242. They don’t have the IO for the clutch switch so cruise will never work.
  4. Easiest solution is to flash on a manual strategy
  5. Yesterday
  6. Last week
  7. Sorry to bring back an old thread. Looking at the table above, would i just need to change the number to 0 for no converter lockup or would i need to add a high number?
  8. Milanski

    Fan Control

    Hi beer turbo, i have lowered the temps, but i wanted to know at what vehicle speed they turned off. my testing shows the pull through rate of air through the stock radiator is about 7m/s. I assume the car travelling at 25km would push the same air through if the fans were stopped. Fans become a restrictor at higher vehicle speed and i dont know what setting that is in the ecu. Adjusting the temps can achieve the end result as vehicle motion helps cool, and hence the fans turn anyway. I would still like to know what the setting is though.
  9. i never got the load trigger to show up in logs. i only trust the low and high speed cut ins. I usually drop them by about 15 degrees c for a normal car or if its a burnout car i drop high speed to kick in around 45/50deg
  10. Milanski

    Fan Control

    Has anyone tested at what speed the fans get told to turn off: auF0380 looks like a start for fans at load, which is tied in with auF0379 load trigger i presume. Seem like this is not used as we rarely get above 160kmh auF2199 min speed to turn off fans - could be this one? auF1424 speed below which base fan speed is required - is that slow fans if the temperature has not reached high speed enable auF0377. I may have run some wires and LED's onto the relays and play with the speed numbers to work this out.
  11. Hello Roland. Couldn't the drivetrain friction and abs be copied from the Mustang tables? You are correct the firing order is different. Can repin the harness if necessary. I see in the tune the firing order can be changed. The exhaust cam gears on the f150 are different too so the exhaust cam timing would have to be messed with. Have done quite a bit of Stand alone speed density tuning so i have a pretty good grasp on the SD side of things. Also have a Map sensor i use to log actual map on my 17 coyote and i use it to tune the coyote Speed Density.
  12. Earlier
  13. Hi Mate , gone back to normal life now plumbing etc ! I don’t want to comment as I’m now quite rusty! Would take time to brush up to reply! Sorry 😞. But the btr box is doing everything it should when changing under boost and is as perfect as I can get it . Also the motor is still going strong . Drove it to Airlie Beech last year . Regards Graham.
  14. Haven't tried recently. Will set my sim back up and see what's what.
  15. You could write your own driver and give it the same name. Another option. OBDX driver for example literally just remames the com port, it's the api dll that does everything. It now doesn't even need the driver and will try random comports until one responds appropriately.
  16. Hey @Plumbs cant believe i only just found this thread, ive been following all the BTR hints you have give out in other threads. are you sure the BTR commands the TRC tq reduction on shifts? the zf uses the Trans Shift Modulation TQ reduction. Are you just triggering TRC as you have to much power? can you clear up the btr shift map names and what they actually do, i believe you said somewhere else that towing map is actually performance mode?
  17. When the @PCMTEC crew have time to open up an additional DLP comm port name it will be possible to home brew CAN devices into the logger. No ETA.
  18. This same questions was asked elsewhere and @Whiteford replied that it was possible and a significant upgrade.
  19. No one has done a map based truck os in a Mustang to date that i know of. Its not impossible but it wound be a huge undertaking as the abs, drive train friction run well all need recalibrating. I don't believe even the firing order is the same. Also means you actually need to understand speed density tuning, no more MAF curve fudging. If I had an entire spare year and was retired I'd consider it as a challenge.
  20. Not possible as the 21 and 26 clutches and lockup are different, it would either fault, drive terribly or grenade the box.
  21. Unfortunately they majority of customers are not interested in it as they ask use aftermarket logging solutions (AEM and custom dashes etc) or the dyno. So we don't have the resources to add this.
  22. Hey man I'm doing a manual conversion on my ba xr6 and was wondering what parameters you changed to get it to drive out of limp home mode?
  23. Hey im not sure which of these fixed the problem but these are the throttle related parameters on my latest file. I was having an issue where WOT was only going to 76 degrees but it's now going to 82 degrees which is great. Have a play around and see which parameters work for you. If these dont work you might have a wiring/plug problem. You can also try matching some of the speed density tables from the fg stock file if you still have issues Fg manifold on bf.xml
  24. my setup would just randomly go into ETC mode. so etc light on dash and return to idle sounding like antilag as its in protection mode. i dont run the fg plastic on this car anymore, but i had a look through the old file. auF0082 - set to FG na. auF0075 - max tb - still set to b series 83 auF0083 - set to B series config, all under pedal is std. i think there is where i got into trouble hitting error codes playing in here. auF12805 - i dont have acess to being professional version. so std.
  25. note that sometimes the car completely stalls, but other times it runs really rough (I believe that this is a cylinder cut safety mode due to the PCM thinking that it doesn't have control over the throttle position any more). But similar to the OP, the problem goes away for me as soon as I restart the car. I may be experiencing two different problems here but I think they are both related to the FG throttle body and IPC tables
  26. Hi @Roland@pcmtec, is auF12805 for workshop only? I can't find it in HAANGA3 using PCMTec professional. @Andre34 when you said that the problem was that the fg ecu has the maximum throttle angle 1 degree smaller than the b series. I'm assuming that you modified auF0075 "Throttle Angle Maximum for torque control" from 83 to 82, is that right? @BeerTurbo do you have any other helpful tips or tricks? I'm having similar problems with my N/A 2005 BA Mk2 HAANGA3. I've got the plastic FG manifold and throttle body, and running E85. Have copied over auF0083 Throttle Angle A (Pedal Position) and auF0084 Throttle Angle B (Pedal Position). I've tried modifying auF0075 as above, and also auF1588 "RPM guard limit as a function of pedal position" but haven't had any progress. Getting code P2110 "Throttle Actuator Control System - Forced Limited RPM (Signal is Above Maximum Threshold)", P2105, and P1270 "Engine RPM or Vehicle Speed limiter reached (Signal is Above Maximum Threshold)" It seems to mostly happen about a minute or two after starting the car, doesn't seem to be affected by whether the engine is cold or warm. Do you think that this could be due to one of the timers that starts counting after the engine starts? Seems like there are a few cold start parameters that run things a bit differently for the first few minutes. At first I thought it was the BTR transmission flaring and RPM exceeding the redline, but I have bounced it off the limiter a few times on the wetpan and it didn't stall most of the time. But once it happened one time it seemed to happen a few times in a row after restarting the engine. I get the problem under two different circumstances: 1) similar to OP, at low to mid RPM, if I suddenly go from low pedal position to about 70% or higher 2) at high RPM in tiptronic mode when I shift the 4-speed from 1st to 2nd and let go of the pedal simultaneously. This was also happening on the dyno in 3rd gear. I managed to capture this in a log which I have inserted below you can see it goes from 80.25 degrees down to 68.19 degrees Cheers -Sam 17-03-2024 06-53-00 PM Log this one stalled.teclog
  27. did you get anywhere with the canbus logging? i need another wideband for road tuning and was looking at the AEM one with the can bus module https://www.aemelectronics.com/products/dashes_and_gauges/wideband_gauges/x_series_obd2_can_bus_wideband/parts/30-0334
  28. I'm pretty sure I've figured this out. What I learned is that the downshift tables aren't treated the same in the logic in various drive modes. I was able to get the downshift speeds vs pedal position to do what I want but the values needed in the base table are drastically different from reality. I have to use much lower OSS values to get the desired shift points.
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