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Showing content with the highest reputation since 12/21/2020 in Posts

  1. Hi Everyone, I'm a data scientist by trade and have been considering throwing together a script that could aid in dialing in injector slopes, breakpoint and deadtime. The input would be a reasonable size datalog of AFR, injector pulse widths and such. Using some non-linear optimization, it should be possible to identify what variables need to be changed to minimize lambda errors. It should be possible to differentiate speed density errors from injector scaling errors, as the lambda errors will track with injector pulse width. I've only just got my wideband sensor wor
    3 points
  2. That's some good feedback. As you pointed out, there are quite a few assumptions and pit falls when it comes to this. However, many will also apply to manually dialing in injectors with a wideband. So I don't necessarily see them as issues directly preventing an automation of the process - but that doesn't mean we should ignore them! Differentiating speed density errors from injector scaling errors is an interesting point and I'll admit, something I've only considered from a theoretical standpoint. I would like to break it down to its simplest concept - there can be errors in lambda
    2 points
  3. You're asking for a free tune here. No please, no interaction, no punctuation, all caps and your other posts aren't much better. There is an entire farken thread about it that you're posting in. Learn some forum etiquette and it'll take you a long way buddy.
    2 points
  4. First post (just bought the Enthusiast version 😁). DSC has 3 modes: both dynamic stability control and traction control; just one (can't remember which one stays on, but I think it's traction control); both off. All AWD terries had the Bosch 8.0 ABS module, which also comes with a slightly different brake master cylinder (a lot of wreckers don't know this). I was playing around with forscan to try to get Hill Descent Control to work, but never could get it working. For the Bosch 8.0 module, I've only found three different as built data: non-turbo, turbo and F6X. These just contain the t
    2 points
  5. 044 with a stock reg is most likely spiking fuel pressure at idle as the return flow will exceed the flow rate of the reg or the tank return. You MUST log fuel pressure on every single car you tune. You will save hours and hours and likely a few motors as well.
    2 points
  6. There are various features available in our custom operating system. See the guides below for detailed instructions on setting each feature up. Multi Flash Tunes (MFT) via the Cruise Control System Flex Fuel E85 - 98 Octane Launch Control / Rolling Antilag via Cruise Control Paddle Boost By Gear/Speed Flat Shifting / No Lift Shifting Larger Re-Sized Spark and Speed Density Tables Speed Density via MAP - VE Tuning Model for Locked Camshafts TMAP Switch over logic - Eg run 4+
    1 point
  7. Problem: You have 2 fuel pumps for your large power goal which causes high pressure fuel spikes at low load/idle due to over supply. Problem 2: You want to control a water meth injection system based off rpm / load however traditional window switches cannot easily access load/map pressure. Solution: Utilise our custom operating system IMRC/IMCC output re-configuration which allows the IMRC/IMCC output to be used as an external trigger based off an RPM window and a Load (MAP Pressure) setpoint. As the turbo vehicles do not use the IMRC runners this output driver exists on the PCM and
    1 point
  8. so far iv "replaced" the cat...... and changed spark plug to a different heat range and all is ok so far
    1 point
  9. They configurable IO that we have in the custom os is the following Rear O2 for flex / map switching (boost sensor in the ba as the ba has no rear o2) Imrc output (used as a window such with load) We extend the functionality of the clutch switch to allow for flat shifting but the IO is not configurable really. There is other IO that you might be able to repupose such as the canister purge (pwm on a timer) and the Ac pressure input (triggers an idle up event) You could also hijack the oil pressure sensor to trigger a limp mode by simulating a very high oil temp.
    1 point
  10. Only way to know what has caused the issue is revert back each change one by one and retest the cruise control operation. I would start with the VID Block changes as these are the most likely to have an effect of cruise control operation.
    1 point
  11. 1 point
  12. my apologies if i came across rude i just cant seem to find any answeers or help , asking for some advice not a free tune .
    1 point
  13. There appears to be a bit that can be set in the instrument cluster as built that allows the HDC light to turn on or not. This doesn't seem to affect the operation as far as I can tell. The HDC switch seems to go straight to the "Vehicle Directional Control" module. So it seems the ABS unit is what controls everything. From the research I've done, it seems the Bosch 8.0 units without HDC have an F stamped on the top (I think it was an F). Whereas the HDC units had a H stamped on in. It is possible that Bosch is the one that programs them and sells them as distinct units to Ford. I'd
    1 point
  14. UPDATE: As built data is being collected here, thanks to Mick for starting the group, great to see everyone contributing as it helps us all out. https://www.facebook.com/groups/australianforscanusersgroup Original Post: It is becoming increasingly common for customers to convert NA Falcons to Turbo. When the entire drive train and all modules are swapped this is relatively easy, the problem occurs when customers add a turbo to an NA engine swapping the PCM only, leaving the NA ABS module. Previously the advice was to source a turbo ABS module from the same vehicle, or attem
    1 point
  15. the fgs goes straight to cylinder injector cut for zf, so with a b series you really want the car to request other tq reductions, then spark cut. so you can find the sweet spot for the burble with the other cuts - then use spark cut if it needs more. but i dont think this situation is reversable so if you disable spark cut to get the injector cut straight away, you will also likely induce etc cut
    1 point
  16. haha no. adds to much ducking around to the limited amount of testing time i get. I can tell you that the last lot of settings ive had in the car have been in there a couple of weeks and just the other day on a 2-3rd change it did a perfect fg style shift burble - but i haven't been able to recreate it since, nor was i data lodging at the time so i have no idea what it did. that was with spark cut at .8 and other cuts at .5 and enleanment at .78. i think he trick is getting the car doing a rich enleanment and then injector cuts, but with the b series there is no consistent wa
    1 point
  17. Sorry got cranky kids to sort out and dinner to cook. Be back later.
    1 point
  18. @PuffwagonCorrect me if i'm wrong i can't remember off the top of my head, but with no 02 sensor or ecu seeing 0v thats lean yeah? So it'll add fuel for no o2 sensor or if its dead, not the other way around?
    1 point
  19. This is Ford's explanation of what DSC does & how it's done using the yaw sensor, an acceleration sensor, wheel speed sensors, ABS and/or TCS & engine management.
    1 point
  20. Here's a summary of the differences in ABS modules used in the SY Territory......Bosch 5.3 & Bosch 8.0.
    1 point
  21. Windows 7 was discontinued by Microsoft in January 2020. It is now almost 12 years old. Some people have managed to run it in Windows 7, but you'll need various hacks to get .NET 4.7.1 installed and then also find all the required VC++ runtime DLLs. The editor will also run like a complete dog on computers old enough to still be running Windows 7. We use a fairly modern theme engine and graphics library which requires a relatively modern PCs. Also its heavily multi threaded and can cause UI lockups with anything less than a 4 core processor. We don't officially support it becaus
    1 point
  22. Hi All, I have a spare DLP8(bought 2 'cause it gets free postage and figured it could help someone else out) So, If anyone wants one, send me a message and you can have it for $45 inc. postage.
    1 point
  23. I believe their data is from a flow bench. It's not from a car that has been tuned with it. They then tune the speed density to suit. Lots of tuners do this. Personally I believe this approach is wrong and causes lots of side effects (eg the change to speed density changes load which changes spark/torque and hence also changes the gearbox tune) If you put stock ford injectors on a flow bench the numbers won't match what is in the computer. So really the main use of a flow bench is to determine the relationship of high to low slope and the dead time, you then scale them via trial and erro
    1 point
  24. Correct it changes the stoich so if your injectors are properly dialled in you shouldn't have to touch speed density or the slopes for the e85 tune.
    1 point
  25. Sounds like battery/power issues to me from your description.
    1 point
  26. Foreground borderline and borderline are basically the same thing. It just means one of the various adders is causing the spark to limit at the borderline value. For what you are doing you can assume they are the same.
    1 point
  27. ok, so for trans shift if we set spark to a high number, say .9 and above and give it full authority over other cuts aka 1. set the enleanment to 1.75 and disabled throttle cut. car verry slowly revs down with no noises. not fast enough for the zf and no noises. set the enleanment to rich, my case .88, no throttle cuts, will make a hecken antilag style backfire on gearshift and once again not be fast enough to tq reduce. set enleanment to to super rich .75 just increases the backfire noises. so that was a fun experement. in short i dont think we can have it. haha.
    1 point
  28. This is a case where you will need to experiment.
    1 point
  29. It's a BF. It won't work without a BF loom. Needs an extra knock sensor and O2 sensor to start with, many other differences. Sell it and get the correct part number.
    1 point
  30. We now have a new Unit Converter and OSS (output shaft speed)/ Gear Calculator. Dynamic units will be coming soon as well! The gear wizard seen below will automatically load the values from your tune. This makes calculating OSS (output shaft speed) easy for those of your who are tuning the ZF. This is also useful for working out optimal wheel height for a given top speed at the drags.
    1 point
  31. Confirmed from someone who does swaps. You just need to flash in a petrol strategy over the top. It will have all the hardware you need.
    1 point
  32. One I done the other week 66F95476-F98B-41B0-9561-6BFFCF74BF0C.mp4
    1 point
  33. If you wish to trim individual cylinders due to one cylinder running hotter than the other there are two global fuel and spark modifiers you can change. auF12418 "Calibration adders to spark angle for development and testing purposes" This value will be added to the final spark value per cylinder. Eg to remove 1 degree of timing from cylinder 6 you would change this table to the following: auF10362 "Fuel modifier per cylinder" This is a simple multiplier for the commanded fuel mass. Eg to run one cylinder 5% leaner you would modify the table by the following amount.
    1 point
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