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  1. Change the base map and adjust the lambda spark correction to account for the timing offset. Rather than frig around doing it that way, spending a hundred dollars plus on fuel to tune it, just buy a 4 bar boost sensor and be done with it.
    2 points
  2. Hi Mate , gone back to normal life now plumbing etc ! I don’t want to comment as I’m now quite rusty! Would take time to brush up to reply! Sorry 😞. But the btr box is doing everything it should when changing under boost and is as perfect as I can get it . Also the motor is still going strong . Drove it to Airlie Beech last year . Regards Graham.
    1 point
  3. When the @PCMTEC crew have time to open up an additional DLP comm port name it will be possible to home brew CAN devices into the logger. No ETA.
    1 point
  4. Thanks mate for this Further to Add Turn off torque limiter in 2nd, This will stop the car going into Trans Truncation mode, ( Leans the engine out to reduce torque ) or Torque enleanment mode, Its better to retard the timing instead To remove the limit, Change high cell from 400 to 590 so it matches 1st and 3rd See pic below
    1 point
  5. Hi All bit unsure on setup for a swap in a FG2 have a customer car NA FG2 ute with a FG2 turbo engine and ZF fitted to it, has all the NA wiring on it He has setup with an external boost controller (i may add the turbo wiring if i can use the turbo ecu easily) have both the NA & turbo ECU, whats my best way to go about the setup? (currently all stock and will be tuned later) turbo ecu is APS-234 with osid HAEK2ME and zf tcm AR29-7J105-FB osid 8R29V1 original to the Ute NA ecu is APS-231 with osid HAEK2CZ and zf tcm 8R29-7J105-XC osid 8R29V1 can i create a stock file of the turbo strategy & copy over the VID serial etc from the NA file and write to the turbo ecu & zf? will this need security re linking? is there a way to avoid security linking? i see forscan cant link FG2 new to using pcmtec so trying to avoid headaches as much as possible Cheers Drew
    1 point
  6. Cool, yes there is an ABS issue with NA - Turbo conversions as the ABS pumps are different, You will find info in this thread PATS should be fine, Download Forscan 2.4, Pay for the extended license and do parameter reset There is some info in here
    1 point
  7. Hi there, I haven't got the 4 bar boost sensor yet so I can use the change over logic. Although I intend on doing this. My question is there are a number of people running 23 to 24 psi well above the 22.5psi that the map sensor can run. Without the 4 bar boost sensor and change over logic. I am currently running 22psi e85 and 20psi 100plus petrol. I would like 24ish as well but im a bit nervous about the last 2 psi. How do they stop the car going lean once the map is pegged at 22.5 ish psi?.
    1 point
  8. Yep that's the theory. You could change the injector slope or bump up the fuel pressure for extra fuel too, it will work but it's not how you should tune.
    1 point
  9. Thanks Puff will do. So they make the high load line richer in the base fuel map to account for it. Im guessing the high load line will be met and used long before wide open throttle and full boost and therefore it will run rich until full boost and load is met?. I have the parameter file for the 4 bar sensor so ill order one. Thanks
    1 point
  10. Thanks. This is very useful and will be extremely helpful for new users as I previously struggled with some of this.
    1 point
  11. I've got a you beaut suggestion, Add a tick box on the write screen for resetting the zf6 trans adapts. I ain't no coding guru but if the box was checked then you'd flash ZF02859 from two to zero, ignition cycle, then flash it back to two.
    1 point
  12. It appears you can only load engine related maps with the table trace.
    1 point
  13. This guide explains the steps to follow when replacing a failed PCM. The only PCMs we have seen fail to date are very early BA's which appear to start resetting when very hot or cold which we believe is due to cracks appearing in the PCB. We have also rarely seen injector drivers fail, usually this is due to a failed injector shorting out. Before assuming a failed PCM do a KAM reset (performed automatically when writing a file to the PCM via PCMTEC) and check your power/ground sources. If the vehicle has had an engine swap please ensure that you have continuity in your CAN Bus and all grounds are clean. If you have diagnosed a PCM failure you must replace the PCM with the same part number such as ASU-234 etc. Some part numbers are compatible with others however they will be missing IO. Eg an NA 6 cylinder PCM will work in a turbo vehicle, however the wastegate output will not function. Same goes for an 8 cylinder PCM will sometimes work in a 6 cyl vehicle, but the reverse is not true. To ensure the PCM is compatible with your vehicle we recommend purchasing an identical hardware model. If your PCM has a Custom OS Installed there are extra steps required. Please see the specific Custom OS replacement PCM guide here: Step 1: Read the existing old PCM and save it to disk. Ensure you have ticked "PCM" and within the flash read page. If the PCMwas erased at any stage you can still do this step, but you will need to use recovery mode and manually select the PCM type from the corrosponding dropdowns. Eg for BA select Black Oak, for BF/FG select Spanish Oak. This file does not need to be licensed. Save this read as "Old PCM.tec" Step 2: Install the new PCM Read the new PCM only by ensuring PCM is ticked within the flash read page. Save this as "new PCM.tec" and do not license the file. Step 3: Open the merge wizard via "Create Stock File/Calibration Merge" Select "Manually Merge VID/Serial" Step 4 Press "Load File 1" and select "Old PCM.tec" Press "Load File 2" and select "new PCM.tec" Step 5: Next press "Import PCM Serial from File 2" Press "Save File 1" and save as "Old PCM with new PCM serial.tec" Step 6: Now license the file again (will cost 3 credits to license the new file) and write the file to the vehicle. Please contact support via https://www.pcmtec.com/contactus and we will manually refund the credits required to relicense the replacement PCM, please include the VIN, vehicle type and what failed on the PCM. Please note that for new customers we may ask for proof of the PCM replacement as this process could be abused. Step 7: Once you have written the previous calibration to the vehicle the vehicle will be immobilised and will not start. To reset the security system a procedure called a "Parameter Reset" is required. This last step we cannot warranty and is out of the scope of our support however there are several packages that can do this for you. FORScan ( www.forscan.org ) is free and can do this for most but NOT ALL Fords. The procedure is located under "service procedures". If your vehicle is not supported by Forscan you can also use some high end scan tools or Ford IDS/FDRS to perform this step. If you do not have access to either of these you will require a Ford service centre to do it for you. Depending on which state you are in there are several people who can come to you to do this for a fee. It is not necessary to erase or reprogram keys as part of this process. Note you can disable PATS to allow the car to be started and drive it to a workshop. This is a temporary measure as by disabling PATS your radio and instrumentation will stop working. In some BAs the radio will continue to work with PATS disabled however it is best to assume that there will be side effects. A guide to replace the ZF Transmission (or just the TCM) can be found here:
    1 point
  14. Look in the ZF trans pressure downshift section. Oncoming pressure is the pressure applied to the gear you're shifting into. Offgoing pressure is the pressure used to hold the current gear you're in. ZF00609, ZF00626 and ZF00634 are shift pressure oncoming for the downshift. Lower them by 5% at a time in the area it's clunking. Here is a bit of a read about it https://forum.hptuners.com/showthread.php?36986-Concise-definition-of-oncoming-offgoing-pressure-and-clutch-volume
    1 point
  15. SEE what people have tryed on changing of the osid on ecu i have a ba turbo HAANFHZ BLACK OAK looking to change it to the BF HACCDA3 SPANISH OAK just like to see what people have tryed and if it will work thanks
    1 point
  16. You literally swapped a BA PCM to a BF PCM and it worked? What about all the other steps, loom, PATS, security etc? Im sure its possible as per your original question the strategies are not compatible, the hardware might be but I surprised it did without a bunch of other work. I'd the BA didn't have ABS and was manual then it's more likely but it without some serious comparing of the calibrations the tune would be out, let alone the DTCs you you likely have.
    1 point
  17. Sorry I have to disagree with u on that simply because my pcm shat it in my ba sedan so I grabbed the pcm bum etc out of my Ute which funnily enough is bf xr6 turbo. Worked fine
    1 point
  18. Log Boost, MAP, RPM and load and you'll easily see if there is noise/oscillations on the signal. If it is bad enough you'll see the torque source go into OSC which is oscillation control, eg for manual cars where people stab the throttle in first gear causing the car to buck around. It will pull spark in the inverse direction to attempt to smooth the torque out. You can also see this with small turbo's that spool excessively fast.
    1 point
  19. Just for reference here is the Alpha N correction map. in a B series vehicle. Note that the axis is Inferred load, not actual load (as that would cause an infinite loop due to load being calculated via speed density). The inferred load is then calculated via this table. Obviously on a Turbo car your MAP (and hence load) is not static for a given TPS/RPM unless engine load/speed and practically everything else is static, so this is going to be highly inaccurate during transients and especially on turbo applications. Essentially a fail safe and a fudge factor for pressure drop across the TB/oscillations/reversion due to cam angles. Primitive and why Ford moved away from this in the Tricore platform (US vehicles 11+) where they model a delta pressure across the TB instead and blend the MAF signal with the estimated MAP/Speed Density calculation.
    1 point
  20. There is an inferred MAF value based on TPS and load. It is like alpha-N, very primitive and highly inaccurate for boosted applications in anything but steady state. Basically used when the MAP fails as as last resort. It is also where the inferred load value in the "Tuning Correction" table comes from, it is an alpha-N correction table. You can actually tune an NA vehicle with ITBs with no MAP sensor via these tables if you wanted to.
    1 point
  21. From the factory the Ford Falcon utilises a fairly aggressive throttle cut traction control. This is great for when your grandparents are driving in the rain with standard power. With 300rwkw+ this becomes quite useless and most people turn it off as it allows lots of wheel spin, then kicks in shutting the throttle completely which doesn't make for a predictable or fast car. What is not commonly known is the standard traction control system isn't just a throttle cut, it uses enleanment (or enrichment if you modify it), spark retard and throttle cut. For a performance application we can set up the standard system to simply utilise an aggressive spark retard only. This is very fast acting meaning traction loss is caught quickly, and with the throttle remaining 100% open, you do not lose boost. When coupled with boost by gear and flatshifting, this can mean putting 400rwkw to the ground with street tyres and 100% throttle is possible. It is an absolute must for a fast car. To enable an aggressive spark retard only style traction control system, we will use a lot of the tables discussed in the launch control thread which can be found here. https://forum.pcmtec.com/index.php?/topic/104-howto-bf-manual-launch-control-flat-shifting-and-torque-requesters explained/ There are two guides here, a detail one which describes what each table does and why you modify it. At the end of the thread there is a monkey procedure if you just want to get it happening asap. First we must disable the throttle cut on traction control. We do this by modifying auF0265 and setting "traction control" to 2000. This means the PCM cannot request less than 2000 ft*lb of torque during a traction control event. Eg it is disabled. Secondly we completely disable the ETC cut on traction control by setting the RPM enable setpoint ( auF0264 ) to 10,000 rpm. Technically either of these two settings would do, but to make it clear we disable both. auF0410 ETC Traction Control - Set this to disabled. On FGs there is another function auF11982 "Min torque ratio that can be achieve via spark retard to prevent backfires". Set all the torque ratios above 100°F to 0. Otherwise spark retard will be clipped at 0.3 or higher. Next there are two options, run enleanment during spark retard, or run commanded lambda. From the factory the vehicle will command 1.05 lambda. If you wish you can change this to cause an enrichment instead (safer) by setting auF1479 to something very rich like 0.5 This will mean the vehicle runs 0.5 lambda during a traction control event further reducing power. Or we can disable enleanment/enrichment during traction control entirely by modifying auF0261 and changing the traction control row to 0. This means enleanment/enrichment cannot be used during traction control. In this scenario the vehicle will run the commanded lambda instead. Finally we set the minimum requested torque ratio for spark control auF0262. This controls how aggressive the spark retard will be. Setting it to 0 means the PCM can request 0 ft*lb of torque during a traction control event. This means the PCM will use the maximum spark retard possible which will most likely hit the factory spark minimum clip of -15 degrees. Setting it this low can be too aggressive , personally in a manual vehicle I found a setting of 0.25 to be perfect as it let the vehicle maintain a very small amount of wheel spin. Next we can modify the spark retard transfer function auF2233 (BF only). By setting the very minimum settings to -70 degrees, this means the PCM will very quickly hit the minimum clip. This will affect how fast the PCM reacts to the traction control event, think of it like adjusting the proportional gain. NOTE this table is used for ALL torque based spark retard requestors. If you have an automatic vehicle and you set anything above 0.5 (the default minimum torque ratio during a gearshift) to a lower number you would also affect the minimum spark commanded during a gear shift, this could make your shifts laggy and may be completely unnecessary, for this reason it is only recommended to adjust the 0 and 0.25 cells. Finally auF16586 "Spark Min Clip" can be adjusted below the factory setting of -15 degrees. Note that going as low as -25 will induce backfires and high EGTs, only do this if you are sure your vehicle can handle the high exhaust temperatures. Sitting at -25 degrees timing for an extended period of time can burn valves very quickly and also destroy catalytic converters. Monkey guide: Set auF0265 traction control row to 2000 Set auF0264 traction control row to 10000 Set auF1479 to 0.8 lambda (for safety) Set auF0262 traction control row to 0 to 0.25 depending on how aggressive you want it. 0 is more aggressive. Set auF11982 (FG Only) to 0 for all temperatures above 100°F FG UPDATE The FG uses a much more complicated 3D model instead of auF2233. In the FG the spark delta commanded is calculated using the following equation which is derived from what I imagine is an auto generated mathematical model: Torque_ratio_commanded = 0.8 (eg we are asking for a 20% reduction in torque via spark retard) K = auF1256(rpm,load) K = -0.00032 (4500 rpm and 1.7 load in HAER1UB) Torque_ratio_commanded = 0.8; Spark_Delta = -Math.Sqrt(-(4 * K * (1 - Torque_ratio_commanded))) / (2 * K); Spark_Delta = 25 degrees Knowing this you can see that if you want more torque reduction, you need to reduce K Eg a value of K = - 0.00016 would result in 35 degrees of spark retard. A value of K = -0.00064 = 17 degrees of spark retard. So if we wanted to achieve the same outcome in an FG we would multiply the spark retard table on full load by say -0.5 Here is the original auF1256 table in an FG Here is the new table with approximately 25% more spark retard (will request approximately -35 degrees of spark retard instead of -25 degrees)
    1 point
  22. Can you show a datalog? So you are saying it hits min spark clip and does not recover? I suspect this is simply because you are still experiencing traction loss. Datalog the torque source, rpm, vss, traction control request, final spark, load (nothing else so you get high resolution logging) and see if the -15 deg spark has removed enough torque to stop the wheel spin. You may need -30 and to run super rich (eg at the misfire limit) to actually stop the wheel spin. Unfortunately the ABS will likely want to see a wheel slip of 0% to stop the traction reduction request. A datalog showing this in high resolution wound be very interesting for everyone to see. Post a screen shot as well as the log do those of us on phones can see.
    1 point
  23. NOTE - This requires the "workshop edition" or "one car workshop edition" of the software to utilise the strategy browser. Problem: You have a vehicle where the ZF transmission calibration is not in the stock database and you do not have a stock read. Problem: You want to find the 'latest' release of a calibration for a given model of vehicle. Eg where Ford fixed various tuning issues (shift maps, air conditioner, improved idle stability etc). Wrong Solution: Pick a random strategy from a similar vehicle you recently tuned and flash it in. If you use any random operating system or strategy, the vehicle may go into a limp mode due to an ABS mismatch, or the gear ratios and shift patterns may be incorrect. There may also be a different set of system switches configured making the vehicle throw various DTCs, or certain functionality does not work correctly. Correct Solution: Use the strategy list to find a matching strategy from the same (not similar, but the same) model of vehicle. The main parameters that determine if a vehicle is the same model are the following: Axle/Trans configuration (AWD, Sedan, Ute etc) Tyre rev/mph (Tyre size - This ensures its the same level trim vehicle) TCM Calibration Level (only applicable for ZF Automatics - This specifies the matching ZF calibration shift strategy) Diff Ratio (Diff ratio changes between auto/manuals and can also change in some other models) Turbo Logic (Turbo or Super Charged model) Engine Capacity (different motor) Injector slopes (indicates injector change and hence also likely a turbo change) Average max load spark (indicates a compression or turbo change, a good example is the 2V and 3V 5.4L v8s) PCM Module Type (IO configuration of the PCM itself) Providing these numbers match you can be confident you have found the same model of vehicle. To assist this we first find the original strategy or base strategy that is currently in the vehicle via the strategy browser. First open the strategy list via Calibration Tools -> Show Falcon Calibration List We have chosen B8BG as our example as it is an automatic vehicle however we lack the stock TCM strategy in our database. Returning this vehicle to stock is difficult if the TCM has been replaced (eg you do not have the original read) hence we need to upgrade to the latest calibration. First right click on any of the columns and select Filter Editor We have only added 3 items to filter on in this example. However you can make the filter as broad or specific as you require. You may be doing a turbo conversion for example, so it is expected that many of these numbers may not line up. In this example however we expect that all numbers match. B8BJ can easily be seen to be a good match for this vehicle. The release date is a few months later in the same year, the TCM stock file is present and all other fields match. The next step is to compare these two strategies by right clicking on B8BG and selecting "Set Compare Strategy" Next right click on B8BJ and click Compare with B8BG Next browse the differences that Ford have made between the two calibrations to see what stands out. The first places to check are DTC controls and System Switches. We can see here in B8BG we have a MIL lamp for Engine Oil Temp Sensor Low. In B8BG we have "No Error" this implies there is a difference in the oil temperature setup in this vehicle. You may wish to copy these changes back. Review any other changes that you believe may be a different feature that the later edition of the vehicle may have had installed that yours did not. Many changes may only relate to different emissions standards as the year changed and can be left alone. Use care and do not blindly copy all changes over. Once you are confident the strategy is the correct one to use we will need to make a stock file. Select Create Stock File From Strategy or Catchcode Enter the new catchcode/strategy and press "Create and Merge" Next press "Load File" and load your original read to populate the VID block, serial and VIN Finally press Save/Open File Now if the previous car/file was tuned, you may wish to compare against this file and copy any tuned changes back over. To do this press Compare/History and load your previous tuned file Press Yes to partial load so you only see your tuned changes and not all of the differences from Ford that we saw earlier. In this example we have only changed the injector slopes, so we select these parameters and press apply to copy them back over. Alternatively you can use Ctrl + A to select all. You can also use the keyboard up + down + left + right keys to navigate the changes, press space to select/deselect and item for copying. Once you've applied your changes save the file. Next we recommend scanning your vehicle for DTC codes via Forscan BEFORE flashing the file in so we know if there are any pre-existing faults. Make note if there are. Next flash the newly made file into the vehicle. Start the engine and ensure the transmission is not in limp mode (stuck in 3rd gear in a ZF). Check for any fault lights, especially the DSC/ABS lamp. Finally rescan the vehicle with Forscan and check for any new fault codes, there should be none (except potentially a pending loss of comms or emissions system not ready, these will clear after a drive cycle). Next drive the vehicle and ensure ABS and cruise control still functions. These are the first things to fail if the strategy is not valid for the ABS/BCM in the vehicle. Now you have successfully changed the strategy in your vehicle. Happy tuning!
    1 point
  24. This may be useful for some people
    1 point
  25. Without a box to test on I'm not confident enough to give advice on that. Im pretty sure the numbers are meant to be multiplied by a factor to give a real number, but the units are unknown. If you went over 100 it would still clip at 100 but it would get there faster. Same with how they request negative torque values in the ZF, it can't actually go negative but it makes the ramp/slope harder so it gets there faster.
    1 point
  26. For our internal QA we have built a simple canbus dash emulator. As the Mk2 FG uses a canbus dash this means we can emulate the cruise control buttons via canbus to do an end to end test of the multi tune system. This program doesn't use any of our source code and instead uses an open source J2534 library https://github.com/BrianHumlicek/J2534-Sharp We are also using a free version of the Arction WPF Gauge library so this program can be freely distributed. https://www.arction.com/free-gauges/ Here is a video of the emulator in action. This might be useful for anyone who is doing a mail order multi tune. You can download the program and source code here: https://pcmtecgeneralstorage.blob.core.windows.net/public/TestApps%2FPcmtec.DashEmulator.zip This includes a mk2 FG file which with PATS turned off so you can test this on the bench. BA/BF/FG Mk1 does not support canbus cruise control, so you will need to wire up the cruise control buttons manually.
    1 point
  27. I did some good old assembly reading so this could be completely wrong and muddy the waters, but I'm reasonably confident its on the right track. The best way to confirm it would be to datalog the solenoid current and the trans temp and see if the values match. Without a BTR to confirm this on I'm not confident enough to define the axis in case they are wrong. So the X Axis is "Solenoid 5 Current Input". Units and breakpoints are unknown. The Y Axis is "Transmission Temperature for solenoid 5 compensation". The equation I believe is native units of °C but I can't figure out the multiplier. It should be top to bottom, cold to hot though. From the assembly I could see it looking at the following scalars to help determine the current when in certain modes and are passed into the lookup for the X axis. This might be a bum steer though as there are so many layers of indirection its easy to get lost. I think these three currents determine the lock/unlock/shift determination for some of the columns. All of the BTR code was written by someone other than Ford it appears, it doesn't follow any of the standard Ford table definitions (a struct which includes a xaxis, yaxis and table data in the binary) the calls to these are always preceded by the X and Y DMR which makes it very easy to do table definitions. This table appears to be more of an array and a bunch of horrible optimised switch statements which is why most people give up defining them. Not sure if this helps you guys or not. I'm on maternity leave for the next 4 weeks so I have some fun down time to go digging like this. If you've got any other requests hit me up now as I don't have time when I'm in the office these days.
    1 point
  28. Thank you Bill PATS already sorted, just have the transmission issue now. Where do I get a manual strategy to compare & make changes?
    1 point
  29. Ok so done another smoke test, everything blocked up so no smoke could escape and nothing. I mentioned that it’s auto converted to manual and it seems I don’t have the idle or dashpot loaded onto the tune on the car, also noticed AUF2193 is still on the automatic value, also the idle spark is set to 2 degrees which is what the stock value is, I’m lost
    1 point
  30. They are a different processor with different memory maps, they are not compatible.
    1 point
  31. Yes it requires the professional edition to use the calibration merge.
    1 point
  32. I've confirmed it uses a hard coded constant of 2 seconds for the timer. You would need to user a timer relay with a TOFF delay to extend the prime timer. The other values are used for plant priming when the odo is < 100km or you demand a fuel pump test from IDS.
    1 point
  33. Hi All, I'm in the process of converting my BF Falcon Wagon from a BTR Automatic to a 5 Speed Manual gearbox. The mechanical aspects are done, now for the electrical and programming elements. The car is running and can be driven, though currently is in limp mode (D is displayed on the IC where the gear selection is normally indicated). I have run DTC tests using FORSCAN on my PC which has produced the following codes - P0708, P0713, P0743, P0753, P0758, P0763, P0773, P0826, P0828, P1000, P1746. The majority of these are related to the Auto Gearbox's operation. Of these codes what would put the car into a limp mode state? I want to try and resolve what I can prior to the tech coming to update the PCM programming. Next question, what is the ASU-152 PCM's suitability to be updated to a manual programme? I have heard conflicting stories and want to ensure no dramas to the tech attending. If my PCM is not suited to reflash to a manual configuration I would much prefer to have the right one prior to the tech attending. Rumour says the ASU-151 PCM is suited to this process so any clarification would be great. If anyone here has completed a manual conversion on a Falcon it would be interesting to hear what process was taken during your conversion? I have had a heap of differing input, which has led me in a multitude of directions. Ultimately I am going to write an article detailing my experiences for anyone who is contemplating this themselves. I have had some help along the way and these people will be thanked in my final write up. They know who they are anyway!! Regards, JT
    1 point
  34. yes i has removed the gm solenoid now also... and the shifts are great now
    1 point
  35. You can now browse the strategies yourself via Calibration Tools -> Show Calibration List if you have the workshop version of the software.
    1 point
  36. This discussion is relevant and worth reading.
    1 point
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