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Showing content with the highest reputation since 06/18/19 in all areas

  1. 3 points
    Another beautiful and useful tool for conversions is the VID editor. We will use a Differential swap as the example. If you come across a vehicle that has had a differential changed from 2.73 to 3.73, here are the parameters that will need to be changed to ensure the transmission operates correctly and speedo accuracy. The speedometer can be over 20kmh out when changing the differential ratio if these parameters are not changed. First you will need to change AUF0394 to the correct ratio. Second is within the VID Block Editing itself, here you will find the Axle Ratio. This needs to match AUF0394 Finally, within the VID Block Calibration Overrides there is AUF1706, AUF1699, AUF3137 and AUF2490. Again, these all need to match AUF0394 for the PCM to correctly calculate the wheel speed.
  2. 3 points
    I was discussing with someone how a larger turbo makes more power than a smaller one on the same boost pressure. Basically it comes down to lots of factors but the main one is reduced backpressure and heat. Anyway as I was trying to work out how much the aircharge changes based on turbo size I found this really good write up on air charge estimation from a PHD thesis. Looks like a really good read if you have time and are interested in the physics behind how the speed density models work. https://www.vehicular.isy.liu.se/Publications/PhD/05_PhD_989_PA.pdf 05_PhD_989_PA.pdf
  3. 2 points
    Here is a video showing how the spark oscillation sounds. VID_20190707_152753.mp4
  4. 2 points
    Hey Guys, I do a few conversions (Auto > Manual, N/A > Turbo) and thought this info may be helpful to anyone interested in this type of thing. There are many variables that effect the outcome of a conversion and not all can be predicted but here are some that I have encountered recently and the way to effectively deal with them for your customers. It’s very important to understand that no single program can do all of this. You will be able to set some configurations with PCMTec however, as it was never designed for conversions some vehicles may require other software such as Ford IDS or Forscan. I’ll focus on the most common conversion I see, Auto > Manual. When converting from a 6spd ZF auto to a manual, it is important to note the engine wiring harness is different, obviously due to the necessity of the TCM in the auto. If the CAN bus is not bridged at connector C20, all CAN bus communication will be lost. Once you have everything connected and communicating correctly, you may need to configure the PCM, ABS and IPC. In some circumstances, just configuring the PCM may be enough but some vehicle functionality may be lost such as Cruise Control. The Parameters that is within PCMTec that can be utilized for an Auto > Manual conversion if you are using the original hardware and you are unable to install a manual OS (For Example HACCK with an ASU-222 PCM hardware) is as follows. This parameter is used to determine if the vehicle is an automatic or not. These two parameters are used to determine what transmission is fitted e.g. 4spd Auto, 5spd Auto, 6spd Auto, 5spd Manual and 6spd Manual. And the VSS Source parameter. Some other important VID Block parameters are Axle Ratio, Tire Size and Wheel Base Inches. All VID Block parameters need to be set for correct vehicle operation. I am keen for you guys to add to this list if there are any I have missed. If the vehicle hardware such as the ABS module are not designed to be used for the application, replacement with compatible hardware may be required for the vehicle to operate correctly. For example, an 7R29-2C405-AB ABS module cannot be used with a manual gearbox as the configuration simply is not available. If you are fortunate enough to have access to the Ford IDS software, some ABS and IPC configuration is available. Here are some ABS configurations (there are many more) and having this set correctly is imperative to the operation of the vehicle. Each model will have its own set of different configurations, imaged bellow is from a late model BF. And here we have the IPC configuration for the ABS module on an 2008 FG. Again, each model variant will have its own unique configuration. I would like to take a moment to thank the people involved with this work (you know who you are) and also thank the PCMtec team for their ongoing support. https://www.facebook.com/Whiteford-Tech-168145224027606/
  5. 2 points
    Well this morning I downloaded PCMTEC and did the programming myself. Using information from members like Whiteford, doing some more research myself in regards to the wiring (I did my best in every instance to get professionals or workshop data to confirm this aspect) and looking at data from a manual strategy was able to get it all up and going. The software itself is fantastic, a real credit to the team and given my experience would highly recommend it to any educated enthusiasts or any professional in the industry. It makes an unbelievable platform so much more powerful too. So impressive! Thanks again to everyone who has contributed. I'm going to go over things and document my work if anyone decides to take this on themselves. Regards, JT
  6. 2 points
    You actually have 5, if you have no flex kit you technically have 10 tunes you can select from. E85 tune 1, 2, 3, 4, launch tune 98 tune 1, 2, 3, 4, launch tune If you have a flex fuel kit installed and you select tune 2, it will interpolate between e85 tune 2 and 98 tune 2 based on the ethanol content.
  7. 1 point
    Hi Roland, thanks for youe help; (Pardon the late reply) I did the same process as outlined within this guide for the Territory Ghia Turbo SY 2006 with utilzing the same process for an F6X and it all worked well besides a few changes needed as the car wouldnt start (Drive By Wire). Thanks for your help
  8. 1 point
    Finnigan, The stock TMAP and Boost sensors for the turbo Falcon are rated to 255 Kpa. 100Kpa is atmospherics pressure so 155Kpa of boost or about 22.5psi. It is more likely you are exceeding the voltage limits for the boost and TMAP sensors which will cause the clip. Raise these to 5.0V and see if that resolves the issue:
  9. 1 point
    Update You can increase the lope quite dramatically by modifying this table. This is the proportional gain of the idle spark feedback algorithm. By increasing it to 5000 it will toggle between min spark (-7) and max spark (MBT ~25 deg) causing even more lope. You can also set 600 rpm to -30 deg overlap, this will stop the vehicle from stalling and cause even more lope when the rpm dip as the decreased overlap will kick the rpm back up again. If you are using the multi tune to do ghost cam you can add the following table to the ghost cam tune to increase your idle rpm, this means the non ghost cam tunes can retain a completely stock idle rpm.
  10. 1 point
    ZF Shift/Lock schedule are the tables you want to modify. There is another thread on here that discusses the different shift maps. Be aware if you are running the stock lockup it will likely break with increased slip rpm and increased power over stock. Basically do not attempt to lock under high torque, either lock it at low torque and keep it locked or don't lock it at all. If you are running more torque than factory and it has not been modified be prepared to break it. Also this is second hand information as I have not personally tuned a ZF before, so don't take it as gospel.
  11. 1 point
    Disable seat belt chime in a BF 1/Park brake on. 2/Gearshift in Park(Auto),Neutral(Manual) 3/Ignition in "OFF" position. 4/All doors closed. 5/Buckle Drivers seat belt. 6/Turn ignition to the "ON" position(Do not start the engine). 7/Wait until the seat belt warning light turns off. 8/Press and "HOLD" Hazard button. 9/Unbuckle drivers seat belt. 10/Buckle drivers seat belt. 11/Release Hazard button. Confirmation of disabling the belt minder is provided by seat belt warning lamp flashing 5 times. To re enable it simply carry out the same procedure.
  12. 1 point
    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.
  13. 1 point
  14. 1 point
    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.
  15. 1 point
    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.
  16. 1 point
    Offset - affects low load and high load low slope - affects low load and high load high slope - only affects high load. If you change the low slope it will change the offset of the high slope and hence affect WOT fueling. Check out this image I've drawn. You can see that if you adjust the low slope and leave the high slope unchanged, you will have offset your high slope and hence affected WOT fueling. Same goes for breakpoint and deadtime, all of these will affect WOT fueling as well and can affect it quite a bit. A small change to the low slope could cause a 10-20% change in WOT fueling depending on the breakpoint you use. In an extreme example if you made the breakpoint very high you could technically cause a 90% change in fueling from a 5% change in the low slope. Just draw it in paint and you'll be able to visualise it. For this reason if you change the low slope and want to keep the same wot fueling, you can see you must also massage your high slope as well. For this reason you should tune in the following order first deadtime(offset) then low slope then breakpoint and high slope
  17. 1 point
  18. 1 point
    It is only available for the workshop edition. There are a few workshops testing it as we speak, once it passes testing we will release it to the rest of the workshops. Then look at releasing it to everyone depending on the support requirements.
  19. 1 point
    We are working on a new wizard that will actually let you pick and choose what tables go into the flex tune. This will be released with the cruise control multi tune functionality.
  20. 1 point
    If you have the workshop version of the software you can use the "populate unlicensed file" option from the calibration tools menu. A SCT tune will definitely license no problem, you should read this guide to ensure the return to stock functionality works. https://forum.pcmtec.com/index.php?/topic/113-howto-license-a-file-from-a-3rd-party-hand-controller/
  21. 1 point
    Have a look here mate. Darryl has done a write up about this.
  22. 1 point
    PCMTec is excited to announce that on Friday 9th of February we released ZF tuning for Professional and Workshop Customers. Never before has such tuning capabilities been available for the Australian Fords. To download please login then visit https://www.pcmtec.com/downloads This page is only available for customers who have purchased the full version of the software (Professional and Workshop). The Professional version will be shipped with two selections of the parameter level. Professional will provide all the tuning capabilities that exist on our competitors products plus some extra useful things like Differential Ratio and times for downshift. The next level of parameters is a whole new world of ZF tuning for the Australian Fords. PCMTec have gone through all the factory ZF files and found when the OEM was making changes across the calibrations. So for example we compared all the ZF tunes to each other and collected the parameters that were being altered in the factory by Ford, all of these parameters have been marked as "OEM Areas". Should you wish to view only the new parameters you can select "OEM Areas" under the "View" dropdown menu and untick the other levels. All the parameters that do not exist in other products will be under new tree entries such as "ZF PCMTec Clutch Controls". Here are the new areas in PCMTec that are new for people using other products: And an expanded: Here is a brief summary of some of the extra features: Gear Controls: filling switching and ramp pressures for each gear RPM and Shaft Speed controls: Limits on driving ranges, range switching acceleration limits, coast, upper engine speeds on tip in Pedal and Throttle Limits: Pedal limits/Minimum throttle limit for kick down Ramp and Boost Pressures: Clutch ramp and boost pressures for for the BF and FG Falocns Shift Prevention and Forbidden Actions: Upshift and downshift prevention tables and tables of forbidden shifts Shift Properties: Additional tables and scalars to control shift between gears such as ramp and pressure gradients. System: Diff ratio as well an many temperature controls Transmission Delays: Delay times for downshift (eg 2nd to 1st) , off going clutch and closing ramp gradients. Over 1000 additional parameters have been identified using this technique. These extra parameters unsure you that when you compare against another tune (or stock file) you will be able to change the tune so that it matches the compared to tune and you know these are the areas the Manufacturer tunes in and hence it will be the same tune. Very handy when you want the calibration of the XR6 Sprint ZF in your XR6 Turbo or G6E Turbo. Workshop version has even more parameters, these however are not usually changed by Ford. More than likely these setup parameters and would be required if you changed a clutch type or converter. When you read both the PCM and ZF TCM a single .TEC File containing both the ZF and PCM calibrations will be produced. These will then be visible within a single Navigator tree. If you have previously read a PCM and would like to now read your TCM into the same file, this can be done by simply opening the file before performing a read. Another method is via "File Import ECM" TCM Flashing TCM/PCM information can be read from the following screen. TCM Flash read and write can be performed from the following new screens. Features new to 0.60. We now have a graph view for lookup tables. These are view only with drag/edit support coming soon. .TEC File association. Double clicking on a .TEC file will now automatically open the editor and view the currently open file. Bug Fixes/Improvements Added "Send Logs to Support" in the Help dropdown menu. This will automatically upload your log files to our server. Please use this only if we request you to. Added "Send File to Support" in the Help dropdown menu. This will upload any file that is < 10MB to our server. Please use this only if we request you to send us a .tec file. Cells with unsaved changes now have black text. Previously the white text on the pale red background was unreadable. Navigator remembers previous expanded state. Saving to a folder being watched by google drive/dropbox would sometimes give access/denied. Editor will now retry 10x with 500ms delay in between. This logic is also used on all other open/save operations. Editing fields such as VIN/Strategy would show a warning for each character. Now you are only warned once per session. Mixture of UTC and Local dates were used, all date formats are now Local Time. If Internet was not connected at startup but connected later login details (such as credit count etc) would not be updated causing a failure to license if you had bought credits and not restarted the application. Flash read/write on small 14" laptop screens would push the close button off the screen. Layout changed so Close button can always be seen. Occasionally Flash progress would say 99.9% or flicker between 0 and the actual value despite flashing successfully. This no longer occurs. If you switch account logins the previous .dat templates would remain. These would often cause new licenses to not download correctly. Now if you switch logged in accounts the templates are automatically cleared. Demo level drop down menu was greyed out. Enthusiast demo files were missing several templates. Some units appeared as "Unitless" and had inconsitent descriptions between the lower resolution BF tables and the higher resolution FG tables. These descriptions have been fixed. Various other minor bug fixes.
  23. 1 point
    Correct the table is TPS vs RPM not Load vs RPM like you would see in non speed density tunes. If your injectors are scaled correctly and the speed density is setup correctly it should be as trivial as setting the AFR you want in that first table and it will hit it regardless of load, eg if you ran 10psi or 20psi at full throttle, you should see the commanded lambda in the TPS table the same as what you measure with your wideband. If you wanted different AFRs at different load points you can fudge it using these tables, this will throw out your commanded lamdba vs actual lambda though which could have side effects in other parts of the tune.
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