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Showing content with the highest reputation since 04/27/19 in all areas

  1. 2 points
    Pretty much everything you need to know is in here already. But one day when I get time I will go over it in depth. First I want the datalogger finished as that will be crucial to logging lambda vs the various scalars.
  2. 2 points
    Getting closer! Here is a video of the 8 channel analog input support that will be included with the package.
  3. 1 point
    Things to do while you wait though...
  4. 1 point
    Further testing required but to disable traction control in a MK 2 FG: Set auF0410 to Disable ETC Traction Contol : And set auF2495 to 0:
  5. 1 point
    Yes I believe that is the best bet. Be very careful as if you make it too high and you are in gear it will be like cruise control is stuck on. Make sure you are testing on a dyno and can put the car into neutral if required. I'm not sure if the gearbox will stop you pulling it out of gear above a certain load, so increase it in small increments only.
  6. 1 point
    Great work Nat. If you have the workshop version of the software in the strategy list we have pulled out common auF parameters and put them in there, we could add this to the list if you want as we can automate extracting a specific param from all calibrations into a csv.
  7. 1 point
    The knock system on the Falcon is a separate chip within the PCM case. They use a ATM-40 compatible HIP-9010 knock chip from what I can tell (not 100% confirmed yet). The datasheet for this chip is attached. Every cycle the PCM sends the following values to the knock chip which are packed into 5 bytes. These values can be datalogged with our datalogging software which will be available soon. cd_sca= The value of the pre-scalar being sent to the ATM-40 cd_conf_y = Test/selection channel chosen on ATM-40 IC cd_fil_nx = The next bit point value of the bandpass filter centre frequency to be sent to the ATM-40 cd_gn_nx = The bit point value of the basic gain to be used to determine the next gain setting to be sent to the ATM-40 cd_int_nx = The next bit point value of the integrator time constant to be sent to the ATM-40 These values are generated from the various tables in the editor found under "knock sensor". Eg the window frequency etc is changed based on rpm and so is the integrator time constant. Most of this would never be changed. The PCM then reads back the knock energy detected each cycle and compares it to its sensitivity window for each cylinder. This is then used to determine spark retard. MORE TO COME LATER PART2 The following values can be datalogged regarding the knock sensor. These descriptions will be improved and catagorised as time goes on. hip9010.pdf
  8. 1 point
    Where do I plug my headphones in? 😁
  9. 1 point
    Yes. I've also started a basic write up here as well.
  10. 1 point
    Hi Roland, Thanks for that info - really appreciate it. I'll be spending some more time on this over the next week or two and will post updates as i have them! again, thanks for your help!
  11. 1 point
    When you do an engine swap and leave the NA ABS module (or vice versa) and have a turbo calibration in the PCM you will normally get a permanent ABS/DSC fault. If this occurs I have a theory on a possible way to fix it without swapping or reprogramming the ABS module. This is not tested or verified, but it is worth experimenting with. There are two configuration words which are sent via canbus to the ABS module. auF2531 Encode calibration of engine configuration This flag is broken down into the following bits Upper Half Byte 0x10 = NA 0x20 = Turbo Charged Lower Half Byte 0x01 = petrol 0x02 = petrol also?? You could try changing this word to say the vehicle is actually NA despite it being Turbo, or vice versa. Eg if you have a turbo calibration you would see auF2531 equals 34 (0x22) which is turbo and petrol. You could change this to 18 (0x12) and see if this works. In the case where you have Turbo'd a RWD Territory (never came in turbo with RWD) you could try changing the following word: auF2193 Encode calibration of transmission and axle type Upper Half Byte 0x80 = 4WD 0x40 = RWD 0x20 = AWD Lower Half Bye 0x08 = Auto PCM Controlled (BTR) 0x04 = Auto TCM Controlled (ZF) In the case of a RWD NA BTR Territory (0x88) which you have converted to turbo, you could try telling it the vehicle is a AWD by changing the value to 0x28 You could also try toggling the auF1678 (4 wheel drive) option.
  12. 1 point
    Hi Milanski Here is the process to follow that will allow you to return the car to a state where the X3 will recognize the vehicle. For each tune in the X3: Write it into the Vehicle Read the vehicle (PCM and TCM) Save the file without licensing it. Now you have saved all the the tunes and can restore them in case you want to use the X3 later. Remember which was the last tune you wrote (organize it so it is the one you want to tune with PCMTec). This will be the tec file you will need to flash back into the vehicle in order for the X3 to recognize the vehicle. DO NOT EDIT this file. Backup all the tec files read and keep them is a safe place where you wont edit them. Open the tune you want to edit, license it and save it as a new file. If the X3 has not changed the OSID of the PCM in any of its tunes you will be licensed for all the tunes you read out of the vehicle (you will know this by opening each of the tunes and they will be licensed). It is not a requirement to fix the corrupt OSID to enable full editing capabilities but it will restrict you from seeing what has been altered from the stock file. Fix the Corrupt OSID for the Vehicle in the licensed file. this does not change any tuning areas but allows PCMTec to correctly identify the original calibration and what areas have been tuned when you use the Compare/History function. You can repeat the fix of the corrupted OSID for each of the files you read and that way you can see the change history for each file.
  13. 1 point
    Sounds like only the PCM was read
  14. 1 point
    @BeerTurbo did you read the both the pcm and tcm when you read the tune?
  15. 1 point
    We sure do! It even pulls the gear, diff and tyre ratios from your tune so it will match exactly what the tcm/pcm sees, no guessing required.
  16. 1 point
    Do you find yourself resorting to excel spreadsheets or using lots of educated guesswork when re-scaling axes? Now you don't have to with our automatic axis re-scale wizard which will re-interpolate tables for you. This is extremely useful for changing the resolution of various tables (such as spark). By using this wizard you no longer have to manually reinterpolate spark tables. For example we will show the stock BF XR6T spark table below. Now lets say we want to get more resolution in the upper loads and less in the lower loads. First step is to modify the load axis by double clicking on it. Now modify the scale/resolution to suit your higher boost/load. Now right click and select "Re-scale referenced tables" this will automatically rescale/reinterpolate all referenced tables listed below. As you can see the spark values have been reinterpolated to suit the new load axis saving you a lot of manual labour. Note these values will peg at the highest previous load, so you will still need to recalculate any new load rows. If you wish to continue doing this over and over please click "set as before rescale" to take a new snapshot. Shoutout to our newest staff member Scott for this feature!
  17. 0 points
    edit: This thread is now super seeded by the speed density tuning guide found in the link below. However if you would like to understand the full mathematical model behind the calculation then continue reading this thread. Speed Density is the name of the air flow model that the Falcon platform uses. Speed density works by calculating the airmass at any given point in time, the PCM can then easily infer how much fuel is required for a given commanded lambda. Now to calculate the airmass at any point in time you need a lot of information. The following will all influence the volumetric efficiency and hence total airmass. RPM, Intake Cam Angle Exhaust Cam Angle Overlap between intake and exhaust cam Air pressure (MAP) Air temperature Humidity Exhaust gas recirculation The PCM takes all of the above into consideration and then uses this to determine airmass. This takes on the form of the following two equations (approximately) slope = 1 / auF16454 fg/ auF16632 bf tuning correction (rpm, load) * (auF0059 fg / auF0061 bf slope of map (n, cam_angle) + auF2928 fg/auF0064 bf slope overlap adder (rpm,overlap_angle) ) offset = (auF0055 bf /auF0056 fg map at zero (rpm, cam_angle) + auF16657 fg/ auF0066 bf exhaust cam angle offset adder (rpm, overlap_angle)) * slope auF16454/auF16632 is a fudge factor map to account for non linearities at low rpm. auF0059/auF0061 is the main "slope" factor auF2928/auF0064 is an adder to the slope for exhaust camshaft overlap to account for air that is lost out the exhaust volumetric_correction = various tables used to correct for intake temp and coolant temp. You should never need to touch these. The Final air mass equation is as follows. Cylinder_Air_Mass = volumetric_correction * (MAP * slope - offset) This can be approximated by: Cylinder_Air_Mass = MAP * Slope - offset To further approximate it: Cylinder_Air_Mass = (MAP - auF0055 bf /auF0056 fg map at zero) / auF0059 fg / auF0061 bf slope of map Now that we know how the airmass is calculated we can re-tune the various tables for different camshafts. If you have large camshafts ensure they are installed so that you have 0 overlap (this will be mean installing them differently to the manufacturer), then command the required overlap so the PCM knows how much overlap there is. If you don't do the above you will need to recalculate the base offset and slope tables instead. Eg increased overlap (big cams) with the stock VCT system installed and a large commanded overlap can be tuned by modifying the various overlap adders depending on where you have issues. If you have issues at low load/map you should modify the offset auF16657 fg/ auF0066 bf If you have issues when on load you should modify the slope auF2928 fg/auF0064 bf If you have installed the camshafts with overlap (how most tuners install them) and are not commanding any overlap then you should modify the following tables If you have issues at low load/map pressures modify the offset auF0055 bf /auF0056 fg If you have issues on load then modify the slope auF0059 fg / auF0061 bf Note. The PCM also uses a second airmass model to calculate transient filtered airflow for tip in and other events, the transient equation is approximately as follows: exhaust_gas_recirc_factor = modelled based on how much exhaust gas will recirculate into the intake at certain times air_previous = various fudge factors based on manifold filling and the previous air mass last cycle Transient_air_mass = volumetric_correction * (air_previous + exhaust_gas_recirc_factor * (slope + offset / map)) This can be approximated by Transient_air_mass = air_previous + map * (slope + offset / map)
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