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  1. 3 points
    Snippet of the dynamic units on the scalar lists that is almost complete.
  2. 3 points
    Part 1 Basic Speed Density tuning and LOAD calculation In this guide we will explain the basics of Speed Density (SD) tuning and then go further into detail. The basic level (Slope tuning) is probably enough for most tuners to get their vehicles set up to a high specification. In general if you have not really modified the vehicle heavily your speed density tables should be well set up by Ford and you may only be seeing areas outside the normal because of injector scaling being out. You should start with your injectors dialed in to a high level and they should be dialed in on a stock car where possible. Starting with factory injectors to dial the car in with the new mods will save a lot of time resolving injector scaling issues. A lot of high performance vehicles use injectors with good data supplied and tuning them often requires no changes to the Speed Density tables. Enough of a rant, lets get into it. Speed Density Calculations The sample vehicle is a factory turbocharged vehicle, therefore we will be using the Open IMRC SD tables. The SD systems calculates the amount of air mass entering the engine based on different sensor inputs. In a nutshell the calculation is: Air Mass = VE_CORRECTIONS * (MAP - MAP_0) / SLOPE Where: Air Mass is the mass of air injected into a single cylinder (AirCharge in Ford language) MAP is the Manifold Absolute Pressure measured from the Temperature/MAP Sensor (TMAP) MAP_0 is the calculated offset for the MAP sensor SLOPE is the calculated Slope VE_CORRECTIONS, Volumetric Efficiency corrections for the SD tables based on, but not limited to, Coolant and Intake temperatures The Calculated SLOPE and MAP_0 will be expanded further as we progress. Part 1 Basic Level Tuning or Basic level SLOPE tuning In order to make the VE_CORRECTIONS = 1.0 we will assume Ford Standard temperatures and pressures (FSTP): Barometric pressure of 29.921 inHg, intake temperature of 100F and Coolant temperature of 200F, yes all imperial measures! We will start with just a couple of the SD tables and this will suffice for quite a high level of tuning. In fact most tuners will only tune in the slope table as this will, generally, provide enough capability and allow tuning in a time allocated to tuning a vehicle. We will also be using the BF for our example (catch code 77DA) as it has the most modifiers to the SD tables (complexity/flexibility). Lets start with the two tables we will be using to tune SD: auF0056: This is the theoretical MAP value when AirCharge is zero. auF0061: This is the Slope of MAP per AirCharge value used in the speed density calculation Both of these tables take as their inputs RPM (x) and Intake Cam Angle (y). Immediately you will see you should log Intake Cam Angle/RPM/MAP to do analysis. Here are the two tables fro a stock calibration: Note the highlighted cells, we will be demonstrating the calculation for the Intake Cam angle of -10 degrees at 3000 RPM and a MAP reading of 50inHg (roughly 10psi of boost pressure). The calculation of the Air Mass will be: Air Mass = (50 - 2.7) / 19200 ~= 0.00246354 lb of air This will be of more use later but lets say at this RPM point on our dyno log we were commanding a lambda of 0.8 off the base fuel table and we actually read from the dyno wideband 0.82. In order to increase the calculated Air Mass in order to get extra fuel in we will need to reduce the Slope table as it is a divisor. You would do this by multiplying 19200 by desired lambda (0.8) / Actual (0.82) = 19200 * 0.8/0.82 ~=18732.0. You would repeat this process for each point in the rev range where the dyno wideband shows a difference between commanded lambda and actual lambda. If your Dyno does not log Cam Angle then all is not lost. You can use the following table to determine the theoretical cam angle for a given load: The highlighted cells are for when the car is on full load. So lets see which cells you would be modifying on a dyno run for the slope corrections. Here are this cells you would be modifying assuming you started your run from around 1600RPM: If you do have intake cam angle then pick the cells either side of the logged point. In the above example if the intake cam angle was logged as being 12 degrees at 5250 RPM then you would only need to alter the 10 and 20 degree cam angle points. In order to speed up the process you can delay tuning the SD tables and tune the base fuel table like a scratch pad. Here is the Base Fuel Table: So if our dyno runs shows variations in the commanded lambda to desired lambda or the following: then you can easily alter the SD cells in the SD tables for the RPM points 3000 -> 4000 to get the desired result. NOTE if you see something like this: Where B is the Wideband reading and A is the desired lambda from the Base Fuel table. This is a good indication your injector data is not correct and you could look at dividing your high slope by about 1.07. LOAD LOAD is calculated from the AirMass. The Basic formula for calculating LOAD is: LOAD = Air Mass / auF0008 (Airmass of a cylinder as sea level) So the LOAD from the above example with AirMass of 0.00246354 is 00246354/0.001723 or approximately 1.43
  3. 3 points
    Part 2 Tuning Correction Speed Density tuning The Tuning Correction (TC) is a multiplier to the SLOPE calculation outlined in Part 1. It is applied to the SLOPE calculation after all other calculations on the SLOPE are performed. We will get to the other SLOPE modifiers in Part 3. Tuning Correction needs some explanation as the table uses RPM for the x axis and Percentage Inferred LOAD (%Load) for the Y Axis. Percentage Inferred load is not calculate from LOAD at all but is really table that allows the throttle position to be a modifier to the load calculation. Basically %Load is calculated in the following manner: Air Load is calculated for Wide Open Throttle (WOT) = AIR_LOAD_WOT Air load is calculated for the current throttle position (TP_REL) = AIR_LOAD_TP Exhaust Gas Recirculation is subtracted from AIR_LOAD_TP (ignore for the time being) AIR_LOAD_TP is then "clipped" between the 0.0 and the AIR_LOAD_WT. This means that if AIR_LOAD is greater than AIR_LOAD_WOT it will use AIR_LOAD_WOT or if it is less than 0.0 it will set AID_LOAD_TP to 0.0, otherwise it will use AIR_LOAD_TP. %Load = AIR_LOAD_TP/AIR_LOAD_WOT The result of Equation 4 means means the %load is capped at 1.0 Inferred is another was of saying that the PCM does not have the actual sensors to calculate the real value so it uses other sensors to come up with an approximation of what the value would be. In this case we are referring to LOAD based on throttle position. Here is how the two AIR_LOAD_WOT and AIR_LOAD_TP are calculated: AIR_LOAD_WOT= auF0046(RPM,1023.0) - ( auF1564(RPM,CAM_ANGLE) * auF11002(RPM,TP_REL) ) Where: auF0046 This table is used to determine the load when the MAF is failed (or no MAF) and the IMRC is Open. auF1564: "Compensation multiplier table for VCT actuator non-linearities" auf11002: "Aircharge subtractor at sea level for variable cam timing" AIR_LOAD_TP = auF0046(RPM,TP_REL) For 77DA the tables other than auF0046 will work out to be 0.1 or less (see later images of them). Basically we should work with auF0046 to calculate %Load and leave the correction as an exercise for those more curious. At WOT the above calculation will yield a %Load of 1.0. Now assuming we cruising along at 2000 RPM with a throttle position with an A/D count of 130 ( low throttle) then using auF0046: We would get the LOAD_WOT = 1.18 and LOAD_TP_REL would be 0.68. Therefore %Load = 0.68/1.18 = 0.57 This is probably not what you would be expecting in your normal load calculation. Hopefully this helps you determine the cells you would need to alter for the tuning correction table on part throttle. Here are the other tables if you would like to work out the remainder of the calculation: auF1564: auF11002:
  4. 3 points
    With the release of 0.75 PCMTec allows Workshop customers now have the ability to configure the building of the Custom OS via drop down menus. The workshop can configure the following items for the Custom OS they create: Dual Map/Flex Fuel can be disabled BA/BF Speed Density table size resized to the same as on the FGs Spark Table sizes increased for MBT/BLK Increased Tuning Correction table size (RPM has two extra points and LOAD has an extra 10 points) VCT Blending on Overlap Cam angle (for performance and Ghost cam via a switch) Manual Flat Shift TPS control to aid drive ability Changing rear O2 sensor to Bank 2 on BF and FG V8s (BAs don't have the loom wired up for rear O2 sensors) These items need to be configured as part of the Custom OS creation. Other configuration items will become available after the Custom OS is built. When you open a tune that has not been converted to a Custom OS you will see there is a new tree entry called "Custom OS Build Options": You select the configuration you want by using the drop down menus and then, finally, use the top drop down menu to enable the Custom OS "Enable Custom Operating System". The items you selected will be highlighted: In this example I have changed these items: Enabled the Dual Map for VCT (going to do Ghost CAM via a switch) FG sized Speed Density on my BF (I have a FG Head, cams and intake/exhaust manifolds) Increased Tuning Correction table resolution. And then use the "Enable Custom Operating System" to build the Custom OS. The menus available will change to: Which opens up the drop downs for configuration options available after the Custom OS is created for things like Boost by Gear or using the Pirotta Performance Flex Fuel kit. We are working on using the Cruise Control switches to select different tunes. This can work in conjunction with the Flex Fuel Custom OS and allow things like doing a Ghost Cam tune selection or using the Cruise Control button to activate a launch control funtion
  5. 2 points
    Part 4 CAM Overlap Corrections Almost done, these calculations are for the more for completeness than necessary for your tuning. If you change cams in the car then you will have to look start tuning in these tables as the above ones may not get the result required. Both MAP_0 and SLOPE are modified by the Overlap Angle (CAM_OVERLAP). If your dyno does not log Cam Overlap angle we will use the following VCT table to "guess" the angle: For our example we will assume at least a load of 1 and hence our overlap will be 20 degrees We will be using the example from Part 1 for the calculation. Catch code is 77DA, use the Calibration Utility to download the Stock file. SLOPE Overlap Corrections Lookup on the table auF0061 (in the example the value is 19200) = SLOPE_VALUE = [19200] Lookup table auF0064(RPM,CAM_OVERLAP) the adder value : SLOPE_ADDER = [0.0 ] Lookup table auF0063(RPM,CAM_OVERLAP) for the Multiplier = SLOPE_MULT = [ 0.83] SLOPE = SLOPE_VALUE + SLOPE_ADDER) * SLOPE_MULT = (19200 + 0) * -.83 = 15930 Lookup auF16632(RPM,%Load = TC = [1.0] from Part 2 SLOPE = SLOPE * TC = 15930 MAP_O Overlap Corrections Lookup auF0056(RPM,CAM_ANGLE) to get the MAP_ZERO value as per example 1: MAP_ZERO = [2.7] Lookup auF0066(RPM,CAM_OVERLAP) to get the adder term: MAP_ZERO_ADDER = [0.0] Lookup auF0065(RPM,CAM_OVERLAP) to get the multiplier term: MAP_ZERO_MULT = [1.0] Lookup auF0058(BAROMETRIC PRESSURE) to get the correction: MAP_ZERO_BARO_CORRECTION = [1.0 @ FSTP] MAP_0 = [ (MAP_ZERO + MAP_ZERO_ADDER) * MAP_ZERO_MULT] * MAP_ZERO_BARO_CORRECTION] = [ (2.7 + 0.0) * 1.0] * 1.0 So for the Turbo the Ford Calibrators did not do much with the MAP_0 overlap corrections but if you have a look at the SLOPE Correction they have applied a value which would indicate an approximate increase of 20% fuel (1/0.83) which implies a 20% improvement for Air Mass using VCT.
  6. 2 points
    Part 3 MAP_0 Calculations If we exclude Cam Overlap (Part 4) MAP_0 calculation is quite simple: MAP_0 = MAP Intercept * Barometric Correction Where: MAP Intercept is auF0056(RPM,CAM_ANGLE) * Barometric Correction is auF0058 auF0056: auF0058: As can be seen by these tables the barometric pressure around see level will have little impact on the 2.7 value from the MAP Intercept At Zero AirCharge
  7. 1 point
    0.75 has been officially released as of Saturday 19/1/19 Please download the official non beta update from out website below: https://www.pcmtec.com/downloads If you have been using an intermediate release that we have sent you previously (even today!) please update to the version on the website as it includes some minor changes. New features: Custom Operating System Custom Operating system is now available via the editor. This means you can enable a Custom OS via a drop down menu system. You can change the following items: You can read more about how to set up the new Custom Operating System here: Tuner Lock. You can now apply and remove a tuner lock via a dropdown menu option View/Populate Unlicensed Files Workshop users now have a menu item under calibration tools called "Populate Unlicensed file". This will allow you to perform a read of a vehicle and view the contents of the file without licensing it. This requires an internet connection to work. Fix Corrupted OSID Added "Fix Corrupted OSID" to the calibration drop down menu. This is very handy when converting tunes from other products. Quick Access We now have a quick access menu which shows commonly opened parameters. This works in a similar fashion to the Windows 10 Explorer quick access menu. Custom groups will be coming soon. License Viewer You can now view all of your licenses via the license viewer which can be found under the help menu. About An about dialog is now available from the Help menu. This shows the current version and your credits. Flash Only Package (Multiple Tune Storage) officially released Unit Converter/Gear Calculator Axis Rescale/Reinterpolate Wizard Calibration List A calibration list is now available for workshops users. This lists approximately 900 calibrations and some common information about them, such as average spark values, fuel injector slopes, gear ratios and many other interesting items. BA Partial Write BA Partial Write has now been added and can write a BA PCM in approximately 22 seconds BA Flex Fuel The BA now supports flex fuel via utilising the boost sensor input. The MAP sensor is now used for boost pressure instead. Improvements Pressing "Open" on the return to stock view closes the dialog if a file is successfully opened to speed up creating a new stock file. The enter key will also validate input instead of just the OK button. Layout has also been changed slightly. Open/Import now remember the previous folder you opened. So if you typically store your parameter files in one directory and tunes in another, you won't constantly have to go back and forth between folders as it will remember the last place you were. Removed the 2D line view for Axis editing as it meant you could enter in strange cell numbers. You can now edit axis values out of sequential order, you will only be warned upon saving/opening the file. Previously this action was block which interrupted user workflow. After pressing "Export to value file" parameters are now automatically unchecked. Credit count is automatically checked each time you attempt to license a file. This means if you buy credits you no longer have to restart the editor for the credit count to be updated. Search delay for the navigator has been reduced to improve the search speed. Partial compare now compares items if the parameter in EITHER file is different to stock, not just the compare file. Increased Custom OS blend and voltage table resolution. Many Custom OS changes, eg you can now select "Import License Information" message on manual merge wizard was inconsistent. Serial was truncated on various return to stock view screens. Added flash write license information to the file information dialog. Highlighting cells on the 2d curve now map traces the cells in the table view above. Made small icons the default to increase screen real estate. Can no longer edit strategy/osid/vin of unlicensed files which would cause confusion when licensing the file. Improved tuner lock. If you use an existing file for the return to stock wizard that has a corrupted strategy it will now prompt you to fix it. 2D curve X-Axis is now linear and proportional to the units used. Columns now auto resize better. Axis with all values as 0 are now displayed better. Exporting all changed parameters to a parameter file would also export the strategy/osid/vin. This has been removed. File is now silently saved after a flash write. This means if you do not save the file after a flash write, next time you open the file partial write will work immediately. When writing a vehicles flash, you will be warned and prompted if you are sure you want to continue if windows reports less than 10 minutes of battery life left. Block PCs with extremely short hibernation timers (< 5 minutes) from sleeping the PC during a flash write. Open file performance improved by ~25% if you have a large number of licenses. Pressing save no longer collapses the navigator tree Bug Fixes If you licensed a Custom OS for 5 credits then attempted to license a non custom OS version of the same OS it would prompt you for another 2 credits. Now you are only ever charged a maximum of 5 credits for licensing a Custom OS and the original OS regardless of the order you license the files. Fixed a bug where editing an axis with units such as "inHG" in a rare scenario would not update correctly. Fixed various fatal unhandled exceptions which would close the program. Compare/Change History would show hidden/invalid/disabled parameters. Pressing and holding down the right arrow key when in the navigator could cause a crash. Fixed a rare crash if you change a parameter and immediately click the compare/history button at the same time. City would not populate within the login view. EULA would let you accept multiple times. EULA would let you reject after accepting. Fixed the EULA showing an IO Access error when downloading in some instances. Fixed the EULA displaying twice in some instances. Fixed multiple failed logins in a row on the Login panel with a small screen pushing the login/ok button off the screen. Fixed lots of flash only tablet software licensing issues. Fixed various Custom OS Axis display issues. Fixed Undo/Redo not working correctly. Fixed VIN/Strategy/OSID undo being blocked. In some cases changing multiple cells at once in the table view would ignore the changes. Fixed the scalar undo/redo buttons which did not function correctly. Fixed the return to stock wizard continuing to the next step if the download failed. Fixed an issue where you couldn't drag edit the right most point on a 2d curve. Fixed a missing horizontal scroll bar on the change history view. "Show absolute differences" was not working on the tableview. Importing a value file did not add a history point or update the change history if it was open. Mouse back and forward keys now work correctly. If you edited a value in a table then immediately pressed write without exiting the cell editor, the change would not be written to the vehicle. Now the cell is immediately validated when pressing flash write, even if the cell editor is still active. If you had unsaved changes, pressed close then press "yes" to "would you like to save your changes?" it would not necessarily always save the file. This is now fixed. Change history would occasionally jump around the screen when clicking the small arrows/triangles to expand a row. Exporting custom os triggers to a value file could cause a crash upon reimporting. These can no longer be exported.
  8. 1 point
    FYI I've put some more information regarding this here:
  9. 1 point
    Yes this will limit boost on a gearchange, the problem with this is it will hold it for too long, so you'll get the opposite, a boost drop on gear change. I would recommend playing with this table instead: auF3002 Change in spark adder to waste gate duty cycle. During a gear shift you should be getting spark retard (what causes the boost spike). Log the spark during your gear shift and work out the spark delta. Eg if you should be getting 12 degrees spark at 5000 rpm 2.2 load, and on a gear shift you see 2 degrees your spark delta is 12-2 = 10 degrees. Hence the PCM will be multiplying the waste gate duty cycle by -0.0135. Eg a 1.35% drop. So if you were commanding 20% duty you would see 20 + (20 * -0.0135) = 19.73% duty cycle. You could then try blowing these numbers out drastically, eg change the cell at 10 degrees to -0.2 (20%) so you get a 20% reduction in duty cycle. Eg you would see 16% duty cycle instead of the commanded 20%
  10. 1 point
    Dynamic units are not too far away!
  11. 1 point
    At idle and cruise the cam angles work differently, you could try forcing the camshaft into power mode at all times as per the ghost cam guide. Then it will follow exactly what is in the main tables. If you are doing a full load run then the main tables will do everything you need. You will also need to modify the maximum limits depending on which way you are moving the camshaft. Check that all the appropriate max retard/max overlap tables are increased beyond what you are commanding. Also log cam shaft error as well, it is possible the VCT is failing to get where you are asking it to get.
  12. 1 point
    With closed loop enabled what are your fuel trims? That is a 3% error which is within the factory bounds. I would say everything is working correctly. If it is ok initially then changes later it is probably your cam angle changing. Log rpm, iat, ect, wideband lambda and cam angle. If cam angle changes exactly at the time lambda does, then you could fix it with the speed density offset table.
  13. 1 point
    For anyone who is interested this issue was due to the memory constraints of the Mk1 FG operating systems, they can only have a smaller subset of features enabled as they control the 5R55 5 speed auto via the PCM which takes up a lot of memory. There are alternative operating systems available that will work in the FG Mk1 if required (providing you don't have the 5R55 transmission) or you can just use a subset of the custom os features (eg a slightly smaller subset of flex fuel tables).
  14. 1 point
    Second fuel pump could be turned on with the imrc runner output. This wouldn't be tune dependent but rather rpm dependent. Will you be doing all of this yourself? It will be fairly time consuming to set up, but it this is a hobby car and you have the time I think there are a few solutions.
  15. 1 point
    I had a look and couldn't see any error reports come through. If you press Help -> Send Log Files to Support I can at least confirm the reason. I suspect the laptop thought it was not connected to the internet or something along those lines. Sometimes if you put the laptop to sleep with the editor open, upon opening the lid the Editor thinks there is no internet due to the wifi module sleeping.
  16. 1 point
    I've had success in the past finding stock strategies by looking at photos posted on Carsales. Do a search on the car model you are interested in and browse the photos. Quite often people will put up a picture of the VIN sticker on the door jamb and you can get a stock strategy number from there and then punch it into the PCMTec stock file calibration wizard.
  17. 1 point
    Sounds like the compare is the way to go, thanks for the info
  18. 1 point
    Oops, I may have just needed to restart PCMTEC after the cable drivers installed. Seems to be working now.
  19. 1 point
    With the release of 0.75 PCMTec allows Workshop customers to create a Custom OS from an existing licensed tune. The first release for the Custom OS to Customers will configure by Default: Dual MAPS Resized Spark Tables TMAP Change over to boost sensor Automatic Gear Change Fix for WOT gear changes Basic Flex Blend ramps Conversion table from %Alcohol to Stoich After this is configured you will then have some options to alter the configuration to: Disable/Enable TMAP switch logic Change Boost table to use Gear, Vehicle Speed or default Intake Air Temperature Step 1: Configure Basic Custom OS and License the Custom OS. Open your existing licensed calibration and in the Navigator go to "Custom Edit" -> "Enable Custom Operating System" The following message will appear: This message informs you the Custom OS has been configured and you will need to save this file in order for it to be licensed and activated. Press OK and then use the Save As to save the file. DO NOT OVERWRITE your existing tune. Keep this tune as the basis for making different versions of the custom OS or as your last tune before you went to a Custom OS. In this example I saved the Custom OS as MyCustomOS_HACH3CA_Version1.tec . Close and now Open the file you saved away. Finish preparation by licensing the file. Step 1 Complete, you are now ready to configure your Custom OS. Step 2. Configuring your new Custom OS. After you Reopen your Custom OS created in Step 1 navigate to the Custom Edit tree entry and browse the new entries that can be configured: The tables you see in the above screen shots have been "Dual" mapped. These are the ones that will be activated or blended to depending on your configuration. They are copy of the primary tables used by Ford. If you have the flex fuel kit from Danny then you can load the parameter file and start tuning. If not then then you must change these two calibration entries. Under System Switches -> Scalars Change auF0010 to 1 and auF0011 to 0: Step 3. Getting the car started. Configuring the Custom OS to use one map or the other. In order to select a single MAP for tuning your vehicle you only need to edit the "Voltage to % Ethanol Conversion" table. Make the % Ethanol 1 for tuning the High MAP (E85 on Flex Fuel cars) and make it 0 to select Low MAP (98 on Flex cars). This configuration shows the car setup to use the High MAP: This works in conjunction with the Stoich Table which should be setup like this: The default config has 100% ethanol as being stoich 9.078. As can be seen if you make the Voltage conversion table always return 0 then the stoich value would be 14.64. In this case ensure you car has E85 in it and then you can start tuning in the HIGH MAPS (Custom Edit tables). Merging existing tunes. If you have a 98 tune and an e85 tune for the car already then you can quickly merger the two tunes. Open each tune and convert them to a custom OS. This allows for the Spark table resize so you can compare them later. Say the 98 tune is converted to 98_CustomOS.tec and the e85 is converted to E85_CustomOS.tec. By starting with the converted E85 tune as a base you have populated the HIGH MAP tables with the correct values. Close all tunes. Open E85_CustomOS.tec Click Compare History Load Compare File and select 98_CustomOS.tec Now tick and apply the LOW MAP tables from the compare/history view to the tune. Save the tune away as a new tune.
  20. 1 point
    Use Darryl's parameter file he posted up earlier.
  21. 1 point
    Actually it appears you can do dual maps on all Mk1s, there are just a few limitations in the size and number of tables such as adding cam timing to the dual maps. Everything else is allowed.
  22. 1 point
    Boost by gear is available on all operating systems. The only custom os restriction is the fg mk1 cannot have dual maps. However if you are not running the 5r55 5 speed auto there is a alternative calibration that cns be loaded into the mk1 fg that will allow dual maps.
  23. 1 point
    Yep, I'm tuning the BTR in my 2007 SY Territory which I've just installed a built FG turbo engine into. Diff ratio has been changed from 3.73 to 3.23. You need to change the axle ratio in the axle table, however this won't automatically correct the gear changes. In the shift/lock schedule you also need to scale the transmission shift points. You'll need to reduce the table by ~ 0.85 and see test drive to see. A word of advice. The performance shift table is not the performance shift table. Try adjusting either of the Shift Schedule Towing/Towing Cruise Mode tables to adjust the transmission when in SSS mode. Did you know the PCM for the BTR can also allow the engine to make the 'farting' noise during gearshift? Having reviewed a lot of A4 tunes from various places it's no wonder the BTR transmissions had such a high failure rate. Their programming was completely wrong.
  24. 1 point
  25. 1 point
    Is your battery flat? Needs to be above 12v for the vehicle immobiliser to work.
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