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  1. Today
  2. I am scratching my head (bald head!). I have notice whilst in IDLE DRIVE (not sure if it does it IDLE PARK - will check this tomorrow) I see commanded lambda pushed out to 0.9 and then the fuel trims follow. The PCM hold 0.9Lambda quite well at the idle. ECT = 94Deg Fuel Base Table is "1" Fuel Cold Base Table is 0.85 Use Fuel Base above 71Deg so it should be 1. I just picked this up this arvo and have gone through days of logs to find the same. Would anyone in the forum please point me in the right direction please.
  3. The beta does not, but the full release may. The staff member working on it was in hospital for a week so there will be some delays there however he will be back into it soon. BA/Single rate logging (eg > 15 parameters are once) and ZF logging all require very similar code to be written so they should all come in short succession of each other.
  4. Yesterday
  5. Will 1.21 have data logging for BA?
  6. Everyone with the workshop version will get emailed the new link. I will reply to everyone to PMd me separately if you are using pro. Release hasn't gone out yet.
  7. First see this thread to setup your Multi Flash Tune (MFT) Custom Operating System. This launch control system will be activated whilst he cruise control paddle is held in. The launch control maps are activated by holding down the cruise control paddle. The goal here is to build as much boost as possible and reduce torque to stop the vehicle braking through the torque converter or revving too hard. WARNING This system can destroy turbines, valves and anything not heat shielded that is near the turbo if you do this for an extended period of time. It is recommended to be used for a few seconds at a time at the drag strip. If you have a cracked exhaust manifold, housing or snapped exhaust studs this will amplify the problem in a very short period of time. If you have weak valve springs this may also cause the lifters to pump up and cause a lumpy idle immediately after using the launch mode. If you use this system then immediately turn the vehicle off you may cause the turbo bearing shaft to droop (due to it being so hot it bends) this will then destroy the turbo next startup. Ensure you cool the turbo and engine down for at least 5 minutes after use. This can also melt catalytic converters possibly blocking your muffler, ensure it is only used with an aftermarket exhaust. This system should only be set up for customers vehicles who have been explained the risks and know when to use it, similar to using a 2-step or transbrake. First ensure your TPS threshold is setup such that the vehicle will go into open loop when in launch control Next we can start modifying the launch control spark maps. For an aggressive spark map that causes the maximum boost to be generated you could use the following. Note you would need to change the minimum spark clip to -20 to actually see these spark values. auF16593_LaunchTune_Fuel1 Now if you want to ensure the vehicle cannot stay in this region for an extended period of time you could just add a spark hole instead. In this example once a certain amount of boost has been made it will either break through the converter, or if in a manual vehicle it will just rev to redline. auF16593_LaunchTune_Fuel1 For the launch fuel map you can go fairly rich, I found the engine will misfire much below 0.74 lambda, when cold even 0.78 will cause a misfire at times. auF0172_LaunchTune_Fuel1 Regarding cam timing we can use a fairly aggressive overlap of 30-35 degrees. Ensure you set both Max Overlap tables auF16492_LaunchTune_Fuel1 auF16503_LaunchTune_Fuel1 For the wastegate duty cycle we recommend zeroing the duty cycle at high revs to ensure you do not overboost.
  8. We are happy to announce the multi flash tune (MFT) functionality using the cruise control paddles is now available via the beta version (1.21). Note this is still a beta and we will be updating and finalising features over the coming weeks. 1.21 has been sent to any workshops customers who have requested early access. The MFT system will only be available to users with the Workshop package. First we recommend you watch the demonstration of the MFT functionality here if you have not already. This demonstrates how to change the tunes using the cruise control buttons with a brief overview of what the system can be used for. Tune Layout There are 10 tunes which are switched or interpolated between depending on the setup. Base Tune (tune 1) The base tune contains all the major maps that will be toggled when you switch fuel. There is one for E85 and one for 98 Then there is tune 2. When tune 2 is selected the following maps will be switched out of the tune 1 to make a resulting tune that is a combination of tune 1 (base) and tune 2. Tune 3 and tune 4 have identical maps as tune 2. These can be used for multiple boost levels, different cam timing or different fueling. Then there is the launch tune which is selected by holding the cruise control paddle down. The launch map has the following tables by default. Typically you would run low timing (-15 to -20 degrees), rich fueling of ~0.75 lambda, 30-35 degrees camshaft overlap and a modified duty cycle to ensure no overboosting. No Flex Fuel In the example of a vehicle with no flex fuel sensor you will first select the fuel via the kph on the dash when in edit mode (85kph for E85 and 0kph for 98). This selects the base tune. Then you select the minor tune (1,2,3,4) via the RPM, this selects the boost level etc. From this combination you can create E85 valet, E85 low boost , E85 high boost and E85 ghost cam, 98 valet, 98, low boost, 98 high boost, 98 ghost cam. Finally the launch control tune which could be used for normal launch control or an overboost scramble function. Flex Fuel In the example where you have a flex fuel kit installed the only difference is you cannot select the base tune from the kph edit function. Instead the kph will simply reflect the ethanol % from the sensor. The operating system will then interpolate between E85 base tune and 98 base tune based on the blend curve defined (same as the legacy flex fuel kit). Instructions for E85 valet, E85 low boost, E85 high boost, E85 ghost cam, 98 valet, 98 low boost, 98 high boost, 98 ghost cam. Create a stock file. First you need to create a stock operating system, this includes if the vehicle is already running a custom OS, you must make a fresh stock file. The following standard operating systems are supported. BA, BF, FG Mk2, FGX. If you have an FG Mk1 you will need to convert your operating system to A0TE (HAEE4TY). This is due to memory limitations with the Mk1 which contains the 5R55 5 speed auto code which is PCM controlled. A0TE does not support the 5R55 hence it has plenty of free memory. To convert to A0TE follow the instructions found here. This will cost 2 extra credits, please contact us and we can refund the upgrade cost (if upgrading to the custom operating system). If you have not already licensed the vehicle you won't need any extra credits. In future versions this upgrade will be automatic. https://forum.pcmtec.com/index.php?/topic/41-howto-install-fgx-xr6-sprint-calibration-into-mk-2-xr6-turbo/ Create the Custom Operating System Now to create the custom operating system you will need version 1.21 beta or newer. Once you have licensed and created your stock file go to "Custom OS Build Options" where you will see the following or similar. The default options are set to create a cruise control multi tune with 4 tunes, no flex fuel kit and fuel switching via the cruise control buttons. If you are running a flex fuel kit please change "Multi Tune Type" to "Flex Fuel Sensor". If you are running a single fuel please change it to "Fixed Fuel". Once you have done this select "Custom OS Enable" and enable the custom operating system which will create and save a new file. The resulting file will open and prompt you to license it, see the pricing section below for details on credit cost. Once the file is licensed you then need to set up the maps. This assumes you already have a 98 base tune and E85 base tune for the vehicle. First you will need to compare against you known working tune and copy the E85 tune into the E85 base map and the 98 tune into the 98 base tune. Launch Tune Setup See the launch tune setup thread here: Tune 1 Valet Set the boost duty cycle table to 0 in both 98 and e85 tunes Modify your spark timing to suit 91 fuel in both tunes. Tune 2 low boost Modify your boost duty cycle to suit low boost in both tunes Tune 3 high boost Modify your boost duty cycle to suit high boost in both tunes. Tune 4 ghost cam Modify the VCT enable/disable scalars to -1000 (see the ghost cam thread for details) Modify the VCT overlap and VCT max overlap tables to command 25-30 degrees overlap Fixed Fuel Guide and explanation coming soon. Pricing The total cost for the multi tune system is 10 credits ($500 ex). If you have previously licensed the file you will be only charged the difference. The preliminary pricing of the various custom operating systems is as follows: Standard Custom Operating System or Legacy Flex Fuel OS: 5 credits ($250) Boost by gear/speed. TMAP switch over logic (to allow for a 4-5 bar boost sensor and a standard TMAP sensor). Speed density map vs rpm (for vehicles with a locked camshaft to create a traditional VE style tuning map). Flat shifting TPS enable setpoint (allows manual flat shifting with injector cut out) IMRC output runner control (for nitrous or staged fuel pumps which will turn on at a specific rpm and load. Flex Fuel OS or dual maps via external input: 7 Credits ($350) Includes all features above. Dual maps (base e85 and base 98) which are interpolated via a flex sensor or switched by an external voltage input. Multi Flash Tune via the Cruise Control Buttons (MFT) Includes all features above. Launch tune via cruise control paddle 4 selectable tunes via the cruise control buttons Caveats As part of the MFT system the vehicle performs a dash sweep when the ignition is turned on. The RPM and KPH sweep causes the BCM (body control module) to believe the car is moving, this then activates the low oil pressure alarm and the seatbelt chime. We are working on masking the low oil pressure and charge fault alarms. The seatbelt warning chime can be disabled via Ford IDS, we are investigating to see if we can disable this via the editor, otherwise anyone with Ford IDS can do it for you. These alarms will only occur if you turn the ignition on and do not start the car. BETA This is a BETA version of the MFT. It has been tested on several BA, BF, FG Mk1, FG Mk2 vehicles however you must be aware that it is a beta and we will be making regular changes, this may mean you are required to recreate a custom OS over the coming weeks. You must perform all testing on an engine dyno and ensure fuel trims, AFR, commanded timing matches your previous tune before the vehicle goes out to a customer. Ensure you warn the customer of the risks of selecting the wrong fuel, if you think this is likely we highly recommend installing the flex fuel version of the MFT software. Ensure your customer has been informed that this is a new system and there may be tweaks and changes required over the coming weeks. Currently only the Flex Fuel and Multi Fuel setups with 4 tunes have been tested. Single fuel has not been tested, nor has the 2 tune version of the setup. We will be testing those setups this week (24/6/19). UI Wizard We have a new UI Wizard that is in the final stages of being tested. This wizard will allow you to pick and choose exactly which tables go into the launch tune and tune 2-4, this means you can make all sorts of different combinations depending on the application and no longer have to ask us to add in different tables for you. This wizard is also far more intuitive than the current drop down menus. This will make it much faster and easier to setup a custom operating system. This should be available in the next few weeks.
  9. Will the 1.21 beta still contain the datalogger? 😬
  10. 1.21 beta is almost ready. I will send you guys a link to that instead as the datalogging beta will get switched off at the same time.
  11. Last week
  12. Just wondering if you can relink one zf transmission to another vehicle? Say FG xr6t mk1 vehicle but fit a transmission from an xr6t mk2? Does the zf TCM need recalibrating or is it just an easy swap over basis
  13. O2 sensors are self calibrating, they use a fresh air cell.
  14. There are plenty of examples where cars run on ONE O2 sensor - i.e. my toyota has one and seems to go just fine. I do agree with ROI and getting 12 years out of my sensors is pretty damn good. Also having worked with hazardous areas for a decade, no matter what code is put into a ECU - it will still be an approximation - you need to calibrate the sensors at regular intervals. This being said, its a good point - time to replace my O2 sensors.
  15. Think about it. 2 programmers for 1 year is maybe 250k How many F150s are sold each year? 1.1 million. How many other Fords that use this software? Maybe 4 million? How long does an O2 sensor last without the downstream sensor aging it? Lets say 2 years, how long does it last with the aging software? Maybe 5 years? $100 x 4 million = $400 million in replacement O2 sensors. Return on investment? Absolute no brainer. It isn't even a question of you can spend the money on something else, with that kind of ROI you could just borrow the money for the programmers up front and pay interest on it and still come out in front. It is cumulative as well, the FAOSC software was written in the early 2000s and still used to day, its probably saved them over a billion dollars since inception. They don't just do this with O2 sensors they do it with everything. They have a complicated airflow model that models the cooling affect of the fans on the engine in modern vehicles, this might take someone 6 months to model in tensorflow, then a programmer a few months to program it. But if the result is the fan turns on 10% less often, this means they can change the service interval for replacing the fan by maybe 10%, how much does this save them? Even if its a $5 part it is very easy to see the economics in it. This might also help explain why the software in a modern Ford is so damn complicated. There is usually a good reason behind everything you see, and that "good" reason is more dollars for the bean counters.
  16. I have the workshop version and keen to have a go with my own car before customers. How do we go about getting it ?
  17. Ford spend so much time and money to work out if a $100 part is ageing? Better of spending that money making something else work better. Just put it down to a replace at 100k in warranty book. Better still put in a wideband!
  18. Ha, I think we are on the same page. Here is my sheet I've been using. Still a awork in progress to get the y-axis to cc/s Injector Slopes2.xlsx
  19. Hi Roland, I did two days of scanning on the car. (PS. had to use VCM Scanner, PCMTEC logger needs a bit of work - for another subject) I removed the downstream (after cat) O2 sensor and installed a AFR gauge. Disabled the logic in the PCM. I then started looking at the injector data and plotted some stuff in excel. Roland was correct in saying the High Slope and Low Slope are linked and any change to the low slope will impact fueling when using high slope. Here was my starting LTFT. At idle, cruise way too much fuel being pulled out. I started by increasing the low slope curve - which makes the system leaner. And found immediate results. However, around the mid section 1800-2200 rpm the car ran very lean. This made good sense from looking at the excel charts. So I pulled back the high Slop to correct - with some good success. However I am not too concerned with high load just yet. What I have found was under light acceleration the pinging actually got worse, than I had originally. AFR lean about 15.5. No matter what I did with the low and high slope this region was a bit of problem. Then I noticed the commanded injection pulsewidth was very close to the breakpoint. Hence this region needed to be richer. The only option I had was to move the offset as the higher RPM in closed loop cruise was perfect. In the end my settings went from: to The voltage offset was adjusted by 105% to get: So after about 1/2 hour of driving i have ended up with a LTFT histogram like this: STFT (ignoring the reds as it went to open loop at a few fangs. There is not enough counts but its a good start. It shows I have gone from super rich to mild lean at idles. This also shows my pressure regulator is doing its job with a walbro 460 up behind it (including an oversized return orifice at the pump - a must do). I am happy with the mid cruise areas for now. I have plotted some graphs in excel to tune in these settings. The car feels very snappy at the slightest touch of acceleration. I am working on the lean mixtures around 1800-2200 and boost pressure about zero (101kPA) just as the supercharger gets load on, seems to get lean for a couple of seconds until the ECU catches up. This i guess is where the accelerator pumps come in! As for the accelerator pump shots: Went from gain 0.1 to 0.05 as it slugged down at throttle impulse. Again - minor improvement to my lean issue around mid section vac-to-boost area. The transient seems to work but for a very short time. It still takes 2-3 seconds for the ecu to play catch up and richen the injectors. I got some data from a 5.4L Cobra S/C file from HP Tuners and had a look at their base fuel lambda table - interesting they run lower lambda much further down . My lambda table is: The Mustang GT500 (same engine but different compression ratios) is like this At 30-40% throttle and 1500-2000 rpm they target 0.95 lambda. So I will be trialling this after work today.
  20. tuning slopes.xlsx Here you go, have a look at this and it might be of use. I did this back in 2016 so I honestly can't tell you if its completely correct however I did get my trims within 3% across the board at that time using this and lots of datalogging (several weeks of it). There is a description in the spreadsheet of how to use it. The max duty cycle (ms) is where you want fueling to be preserved, eg make this your peak torque value and it will ensure that you don't affect WOT fueling when adjusting the low slope. This is useful if you've got your WOT dyno run done but your cruise is off and you don't want to re-do the WOT fueling. edit: The main use of this calculator was to hone in on the dogleg of the injector slope, eg the breakpoint. This is if your trims are great on decel, great on medium load but off on light load (eg holding in neutral or light cruise). You probably already know this but idle is actually higher load (more duty cycle) than cruise due the fact the rpm are lower. So if you see a kink in your fuel trims when going from cruise to decel to idle the breakpoint being incorrect is usually the problem, this calc can help you shift the breakpoint in 2 dimensions to hone it in.
  21. Great. I did a spreadsheet a long time ago that allowed me to enter in a +-% adjustment to the breakpoint and preserve the WOT fueling. Basically it would shift the low slope by the amount needed then adjust the high slope to ensure it intercepted at the same fuel mass point as it did previously for a given load. I will see if I can dig it up.
  22. If you are curious have a read of the various patents Ford have filed over the years regarding downstream O2 sensors. They go into quite a bit of detail. https://patents.google.com/patent/US6879906 As Darryl said above the main use of the rear o2 sensor is to "age" the front sensor and measure the voltage shift over time which can then be used to correct for an old sensor which would otherwise need to be replaced. This system completely falls apart when you change the catalytic converter efficiency (eg high flow cat or huge exhaust) so you will not be going backwards by disabling it if you are no longer running the factory exhaust and cat. Chances are your NOx and CO are completely out the window from the factory specs once you do any modifications.
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