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Following with this. Someone might benefit from my findings or help me scale my injectors properly. I believe I have found the issue. Today I forced the car into open loop fuel control and saw a significant improvement on it, I’ll confidently say it’s been fixed. I do have a innovate wideband in the car to make sure my AFR’s are correct. If anything I’m leaner at low load and richer at high load than the target lambda. I believe that the issue was being caused from poor injector scaling. I’d like to find exactly what the issue is so I can have the car in closed loop fuel control.

Lol, almost. I haven't yet got around to diving into the disassembly so I don't know the answer. There are clues in the logger, type of driver counter for example. Then acceleration rate, incline detection. All of that mixes together to form the lookup values to select the shiftmap. The algo will be complex. You would need to find buried dmr's in the logger that together will start to form a picture. Or you could go GM style and set that whole table to 5 (whoah, what could go wrong ) and just have the 1 shift map to tune.

I have a cousin in law thats half german, does that count?

SMS Flex Fuel Electrical and Plumbing Guide for PCMTec flex setup.pdf hi all, I would post this in the mustang how to forums but don’t have access. Attached is a write up I posted on the Mustang6g site regarding plumbing and wiring for the 2018-2023 left hand drive Mustang GT. I also have a solution to the updated DLC gateway blocking the signal from the sandwich plate on 2020+ cars. If anyone needs clarification/more pics or has suggestions for edits/errors let me know.

Hi guys, looking for some advice here. I have a ba xr6 turbo BTR running on e85, with a gtx3582 turbosmart 12 psi actuator, flapper mod, walbro 525, gfb regulator, bosch 1000cc, plazmaman 800hp cooler, support mods on engine including spools rods and all the bolt-ons. I started tuning the car and all went pretty well until started creeping into 19 psi of boost, after this stage I started noticing a cut at 3500-4200 rpm. After spending some time on the datalogger I found that my torque source was coming from the transmission and not drivers demand. I have tried quite a few things so far and can't seem to find a solution. I have followed the thread HOW TO stall up your automatic that gave me some ideas on what the problem could be but still no luck. I'll attach my tune and the datalog. I'd highly appreciate if someone could shed some light into this. Note: I haven't yet adjusted my speed density tables and don't really know if I should do anyway. The cutting issues is happening at 406 seconds into the log. thanks in advance. Pedro New e85 Tune current.tec Cutting Issue.teclog

Can you read German and have Winols? You could save me a few hours

does anyone know / what to share the secrets of the shift map selection lookup table?

For the past year or so I have been working on a software tool for the FG Falcon, which Ive named FoA Orion Comms. It has all your basic diagnostic functions like ECU reset and Module On Demand Self Test etc etc, as well as tools for the firmware of the Instrument Cluster - it has full read write access to the Instrument Cluster EEPROM via the OBD port. Here is a list of features of the software: -J2534 & ELM327 interface compatible -Plain text Read and Write VIN numbers for the Audio Control Module, Audio Interface Module, Bluetooth Phone Module, Body Electronic Module, Front Display Interface Module, Instrument Panel Cluster (Both IPC VINs) -Read Module Diagnostic Fault Codes, with a look up dictionary of 15,000 fault codes -Clear Module Diagnostic Fault Codes -Online DTC look up tool -Control DTC Logging for current diagnostic session -OBD2 Service Selector and PID data grabber -Workshop Manual browser, WSM pdfs come with application -Fusebox Diagrams, Electrical pin outs -Wheel & Tyre Reference Chart -Globe sizing Reference Chart -Module On Demand Self Tests -Module End of Line Self Tests -Module Reset/Reboot function -Pair Key Fob function -Interior Command Centre Health Check -MidSpeedCAN Health Check -Module Configuration Options, ie Police Mode, Reverse Camera, Beltminders -Clear Audio Code Error for BA/BF, MKI & MKII FG -Set Front Display Interface Module HVAC Display to Single or Dual Zone -Security Access 0x27 menu to unlock all modules -Engineering Mode Menu -MKII Fg Falcon FDIM Recore Tool -Instrument Cluster EEPROM Tool, full read write access to IPC for FGI, FGII and FGX -Instrument Cluster VDO Supplier Commands -Bruteforce ECU security access tool -Raw AT Commands for ELM327 -Raw CAN Generic Diagnostic Specification protocol commands. -ICC Switch Tester -CANbus Traffic Sniffer -Retrieve ECU Software & FNOS information -ABS Module Configuration Further Information and Videos of the software working can be found on my facebook page https://facebook.com/testerPresent

Cheers mate.

Not a problem mate & whilst I don't mind a beer, I don't expect anything. Have a beer for me

I followed the wiring from the shifter into the passenger footwell and there is continuity after the grey plug that goes into the main wiring harnesses. There is no continuity from the interior plug into the main wiring harness plug under the bonnet. I ran some speaker wire from the plug in the footwell into the plug under the bonnet and it upshifts. Obviously the break is somewhere under the dash or in the engine bay. I should have investigated this while the engine was out 2 weeks ago but I didn't. I'm just going to run another piece of wire for now, be farked digging into the wiring when there is so much stuff in the way. Thanks for the help Bill, pm me your address if you want some beer.

does the predicted load tables do anything for the load calculation, or is that more to estimate TQ produced at a certain load number? recent fg +turbo i was data login was hitting a load of around 1.5 at 10.5psi and i thought that seemed a little low. so looking into possible explanations for that now.

There is continuity between the zf plug and the main connector on the upshift wire. I guess I'll be looking between the shifter and the other side of the connector.

The wiring from the ZF6 connector goes to the C20 connector which is the large main engine wiring loom connector, passenger side of the engine. It's not uncommon to find broken wires here or near the ZF connector. Image is FG but the wiring location is the same. Wire colours may differ From the C20 connector, it goes to a connector in the passenger footwell. It's also not uncommon to find this section of wiring loom has rubbed through on the aluminium AC pipe near the passenger shock tower. If water has made it into these connectors, there'll be corrosion on the connector pins. It's rare to find any broken wires in the cab, but it's possible. The territory manual I have for SY doesn't have wiring diagrams for the ZF6, only BTR so is not useful. The FG manual shows the ute wiring loom goes directly from the passenger footwell to the shifter whereas the sedan shows an additional connector beside the passenger seat that may be accessible if the foot scuff plate is removed. I wouldn't go searching for this one unless there was an issue between the footwell & shifter. I've run out of time to get more images, but it gives you a starting point.

I had a check, there is continuity on pin 4 but nothing on pin 5. I guess I'll take the centre console out and pull the carpet back to find exactly where the loom goes through the floor. Asking a perhaps obvious question, does the shifter wiring go straight to the trans?

Thanks mate, I'll check it later when I get a chance.

Check continuity between tip+ at the shifter & pin 5 at the TCM connector. Tip- is pin4. Check the pin isn't pushed back in the ZF connector & the TCM pin isn't damaged. Wiring damage near the connector is possible too. Sorry for the poor quality wiring diagram. I had to zoom out further than I wanted before being able to snip the image.

What's up everybody?! My territory wont upshift via the shifter in manual mode. It will downshift however and will go in and out of performance mode. It is an AWD 6 speed, the box is a zf6 hp26 hybrid. All other automatic functions work fine. There is a circuit board attached to the shifter, the shifter has a magnet in it and the magnet passes over sensors to tell it when it goes from park to r, to n, to d and over to performance mode. In the performance mode side there are 2 sensors, one to upshift and one to down shift, obviously when you move the shifter it triggers a sensor and it shifts. If I earth the performance pin it will light up performance mode on the dash and if I earth the downshift pin at the same time it will go into first. If I earth the upshift pin nothing happens. The wiring fucks off through the floor under the centre console and I suppose it goes up to the pcm or maybe straight to the tcm? I'm wondering where is the best place to check for continuity? I've cleaned the fark out of the zf plug etc. It was working when I bought the car and stopped working after I flashed the trans. It now has a different trans in there, I've tried a different shifter circuit board and I've looked for anything obvious in the tune that did it. I can't put the box back to stock as it is from a different car and will go into limp mode if I flash the stock TCM file into it. I think it is a coincidence about the flashing thing but worth a mention in case anyone has come across it before. There's a high 5 and a 6 pack of beer in the post for whoever nails it lol. Thanks for the help 😁

Just realized there was a previous post about xspurt, can't believe i didn't see it. Thanks Bill for the below 🙂

I did a bit of research and I think this should be achievable by playing with the engine speed torque limiters as well as some of the minimum spark reduction tables and scalars. I’ll have a play around and post up my results for anyone else trying to do the same thing. ps. I am testing on an na fg xr6 and once I get it working I’ll be trying again on an 05 ba xr8

So I am looking to access some more of the traction control parameters. I have already shut off the throttle as a way to reduce torque and that was a great improvement. But Im interested in accessing the slip threshold to activate TC and how aggressively it cuts power. There is a lot to gain here and I was hoping to see these parameters available with PCMTec. Anyone have any insight on this? Are they there and I am not seeing them?

I've been trying to figure out if there's a table or something similar which will let me do a spark retard in P/N? I've only been able to do a spark retard to the mbt spark table so far. If there's no table, does anyone know a method to apply say -30 degrees at 4000rpm in n/p without using the multi-tune launch control feature? Cheers.

Hey guys, been learning the ropes of the Multi-tune feature as I have upgraded to workshop edition. Just come across an issue with a BF falcon. The multi tune menu only activates with the cruise selected to ON. By this I mean my cruise control is no longer available even when driving. In other videos I have seen that the menu is accessed with cruise OFF using the resume/coast button. I cannot find any settings for this... Am I just missing something?

Just to help others, since no response. Breakpoint 0.000007 lb/cycle High Flow Slope 0.02906 lb/sec Low Flow Slope 0.04934 lb/sec Minimum Pulse Width 0.00004 sec

wat happens without the clutch switch?