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  1. 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:
  2. 3 points
    A few people have asked about Spark so here is a brief explanation of how the ford spark is calculated. The parameter IDs are for BF. FG has more adders as well. The final commanded spark is a combination of multiple tables. This is not an exhaustive list however this is the ones you need to look at. Borderline Knock - auF16593 (this is the maximum spark before the engine will knock) MBT Spark - auF16630 (this is the maximum spark before you stop increasing torque) Coolant temp MBT adjustment - auF2433 Spark ECT Correction - auF0222 This retards timing when your coolant temp gets too hot ECT Correction Multiplier - auF0223 This is a multiplier for the above table. This table can add up to 4 degrees of spark at peak load, make sure you are aware of it. Spark IAT Correction - auF0220 This retards timing when your intake air temp gets too hot IAT Correction Multiplier - auF0221 This is a multiplier for the above table. Spark BLK table adder (lambda correction) - auF0218 - This adds or subtracts timing based on the commanded lambda. This one will catch you out, it makes quite large adjustments based on your commanded lambda, a lot of people zero out the positive numbers in this table. Steady state/cruise This is an approximation of the calculation for when driving under normal circumstances without cold start or deacceleration active. It is an esimation, at some stage we want to make a proper write up on this from exactly what is in the assembly code. This is possibly incorrect or has omissions, so please take this into account. If anyone knows more detail than this please post up any corrections. Final Spark = Math.Min(auF16593 + auF0218 + auF0223 * auF0222 + auF0220 * auF0221, auF16630-auF2433) Or Final Spark = Minimum(BLK + lambda correction + IAT Correction + ECT Correction, MBT-MBT adjustment) IDLE Now if you are at idle it uses a PID loop to control spark. Deacceleration If you are deaccelerating (eg closed throttle) it uses auF0228 (Decel Spark Angle) Cold Start If you are on cold start it uses the following: Maximum Cold Start auF0210 Maximum Cold Start Adder auF0212 Maximum Cold Start Adder #2 auF0211 Cold Start Spark = auF0210 + auF0212 + auF0211 Final Cold Start Spark = Math.Min(Cold Start Spark, BLK, MBT-MBT Adjustment) (eg whichever is smaller of the 3 numbers) Transient conditions This is when changing the rate of acceleration, eg a change in the rate of load (the derivative of load). For example accelerating slowly, then flattening the throttle. Spark Retard for Tip-In auF0233 Tip in detonation control auF1705 Final Spark Transient = Final Spark (from the above calculation) + auF0233 * auF1705 Torque Control There are various times the PCM will command torque reduction which is achieved by ignition retard and in some conditions ETC (throttle feathering/closing). This is under traction control, changing gears in an automatic etc. Spark Retard (torque ratio) auF0263 Going forward we would like to build a spark simulator. Eg you enter in RPM, Load, IAT and ECT with sliders and you can see what the final spark will likely be, for now you would need to fill out these equations in excel by hand. If you do build anything feel free to post it up, it will be very helpful for others. Why borderline and MBT? Regarding the borderline and MBT tables the reasoning is to achieve maximum timing for performance in all possible conditions. If you use an 120 octane race fuel and find the maximum torque an engine can make then log the spark, this will be your MBT (maximum brake torque) table. Then if you use 91 octane fuel (I think the US fuel is different again) and find the maximum spark the engine can take before knocking this is your borderline knock table. Then you vary the lambda and see how much extra timing the borderline table can take and this creates your lambda spark table. Now this may overlap, eg the borderline knock may be higher than maximum torque. Eg you canrun 50 degrees of timing at cruise however the vehicle will stop making more torque after about 40-45 degrees hence there is no point in running any more. The PCM takes the lowest value of these two tables for this reason. The goal of all these tables and adders is so you can run the absolute maximum timing possible at all temperatures and load. Ford have done a great job of achieving this on a stock calibration, eg the car will run on the ragged edge of knock at all times getting maximum performance and maximum fuel economy (within emissions windows) on 91 fuel. If you were to try and achieve this level of tune in the aftermarket world you would need an engine dyno cell, thousands of litres of fuel and the ability to control ECT and IAT. It would take you a long time, I've been told it takes Ford 3 calibrators 25 weeks to calibrate an engine from scratch. The issue with aftermarket tuning is you do not have the resources to hit each load cell at every single IAT and ECT combination to determine maximum torque and maximum timing. So you compromise and tune the vehicle for the worst case, this means in cold weather/transient conditions you are probably running far less timing than you actually could. Setting the upper loads of the MBT and Borderline tables to be the same figures means you are safe in that you can be guaranteed the PCM will not ever run any more timing than this. It also means at low ECT/IAT temps you will be running less timing and hence less power than is possible.
  3. 2 points
    After much testing its come down to a mechanical issue, with the high flow exhaust we are not able to accurately control boost with the standard internal gate. I have begun the route of fitting an 45mm external wastegate to the car, this should resolve the mechanical flow issues.
  4. 2 points
    Imperial values will be lb/hr and divide the slopes by 3600 to get the value used in the Falcon calibrations (lb/second). Metric values will be grams/second so approximately (lb/hr value)/3600/2.2 * 1000.0.
  5. 2 points
    This is correct!!! I originally found 10 degrees gave the best pop on decel. Then I got carried away from other posts and I failed when using 5 degree or lower. 98 octane only works around 10 degrees on decel spark. Now I just got the crackles with 10 degrees even in Park/Neutral. Wohooooooo.... so awesome. My custom exhaust has no issue whatsoever lol. It was the decel spark and torque management. I am so grateful to Richard and Gelousi and most of all Roland who always finds time to help anyone in needs. Now I am a happy man. To sum it up, for octane 98 do not go lower than 9 degrees on Decel spark table. Tip-out and Decel must be zero. You do not need to disable DFCO for FGX model, just try CFC delay extended to 3-5 secs; Every things else in Coasting Fuel Cut off just left at default. As Roland said you need hi-flow cat or CATless and hiflow pipe (mine is 4") to produce the crackles and pops. This is just my finding from my car setup FGX ZF trans. Cheers everyone
  6. 2 points
    It was actually disabled last minute. We will have it enabled in 0.75 due to some fixes we had to put in place.
  7. 2 points
    I just got this from someone. It might help.
  8. 2 points
    Hey, When you open your tune file, all the menus under the "Navigator/File information" (Left window) relate to that file <main file> Now when you open a compare file, you will get the prompt. If you select yes you will only be show different table under the compare menu. Now the compare menu is under Change History, this will now be your furthest right heading.... As you can see it shows you in basic terms whats different from file to file. In my case its only show's sections that are different as i clicked yes, if you select no you will get everything. Now if you jump back to the left area and select a table you want to play with For instance the fuel base - you can see next to history you can now select your tune / stock tune or the compare file. You can only have one of these open at a time, but whitch-ever is open is the active one. if you select your compare file - then select APPLY it will write the data from that file to your main file. so that is one way to copy data from another tune file. obviously you would need to save / upload to your car etc etc. cheers, christian
  9. 1 point
    There is a sensitivity map which is desensitised at higher rpm due to the increased engine noise. The knock system is not perfect and it doesn't surprise me that it misses real knock from time to time especially at higher rpm with an upgraded camshaft. The upgraded cam/valve springs are going to increase the valve train noise quite dramatically. I would look to invest in an aftermarket knock setup.
  10. 1 point
    Press "load values" and it will load it from the file that is open.
  11. 1 point
    Do a compare of the old strategy to new, its possible it was out of a vehicle with a different diff ratio. Compare will show everything. You can try different TCM calibrations for free (you get 2.5*PCM license count TCM licenses included) Just make sure the TCM OSID, diff ratio and calibration level match (make sure ZF03987 and auF1692 are the same number).
  12. 1 point
    Prerequisites: PCMTec Professional or Workshop Version Your existing FG Mark II Automatic (ZF 6 Speed) Tec file from car read, can be unlicensed. This is for the VIN and VID blocks so the file can be licensed for your vehicle Basic checks to verify the calibration can be merged (does not guarantee it will work): Generate your stock file Generate Stock file for the FGX XR6 Sprint (HAER1UB). Verify your Injectors and ZF Diff Ratio are the same. Three Steps will be described. Step 1 will validate that the vehicle is capable of taking the Spring tune in its entirety Step 2 will merge the calibration with the vehicle information you have obtained by reading the calibration from the car Step 3 is an option step for those wishing only to flash the ZF transmission with the Sprint ZF calibration. Step 1 Our example calibration is HAEJ2PZ Lets get the stock files and save them away: Open the PCMTec Editor and select from the "Calibration Tools" Menu "Create Stock File/Calibration Merge". You will be presented with the following wizard: Click on the "Create Stock File from Strategy or Catchcode button" and enter HAEJ2PZ as the Strategy to create the stock file from: and click "Create File". Let the editor do its magic and download the stock file calibration (including ZF) if they are not already downloaded. Then save the file away. Repeat for HAER1UB and save the file away. Close the file and reopen HAEJ2PZ, click Compare/History and load the HAER1UB file you saved for compare. You will be asked: You MUST answer No. Answering No will ensure you compare all the parameters between the two files, the output will look: Notice that the Compare does not have any differences for the Fuel Injector settings, this means the injectors are the same in HAEJ2PZ as they are in HAER1UB. First test verified. Next scroll down in the compare window for the ZF parameters and Check ZF PMCTec System parameters and see if the "Ratio of Differential" is in the Compare Window: It is the same and that means the ZF calibrations will not need altering after the copy over later. For the keen of eye there is one parameter shown there and that is the key for transmission swaps but that is another story. Now we have verified the strategy we can try the Calibration Swap. Step 2: Full Calibration merge. This is the easy part, of you want to just flash the entire calibration into the car then you only need to merge the VID block and the VIN. Close any files open in the editor and open the PCMTec Editor and select from the "Calibration Tools" Menu "Create Stock File/Calibration Merge". Click on the "Manually Merge VID/Serial Number" button: This screen will display: It does not matter which way you merge the files but in this case I loaded the Sprint Calibration in File 1 and the tec file read from the vehicle on File 2: Now in "File 1" click "Import VID Block from File 2" and "Import PCM Serial/VIN/TCM Serial from File 2". Once this has completed save the file. You will be asked if you want to license this file. You will need to do this if you want to flash the calibration into the car. Step 3: Only merge ZF Sprint Calibration in your MK 11 FG. A common request is to only change the ZF to the Sprint Calibration on an existing Licensed file. You will still need to verify the Ratio of Differential is the same. Open your exiting licensed file (HAEJ2PZ in this case) click "Compare/History" and load the HAER1UB stock file created earlier, answering No to the partial compare question. Scroll down the Compare tab until you see the ZF Parameters: Select all the ZF parameters (cntrl-left mouse click will work): Then Click the "Apply" button on the Compare Tab. This will apply all the parameters to the existing calibration and save it as a new tec file. You can then use this saved file to flash the ZF calibration with the Sprint Calibration.
  13. 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.
  14. 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.
  15. 1 point
    Since the new update, the compare view is not working for the torque management settings, as in last version you could see current, stock and compare settings side by side, now it only shows the one table and you have to select from the drop down menu which view you want to see
  16. 1 point
    I did also notice when you close a compare file, the program freezes briefly but comes good in a sec. Might be a little glitch
  17. 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/
  18. 1 point
    Yes you can definitely improve things by tuning the TCM. I've not personally ever tuned a ZF so I can't tell you what to change. If it was me I would compare an XR6T to a Sprint or F6 and see what Ford tune from the factory to handle the higher torque levels, this should give you some ideas where to start. Otherwise hopefully some of the guys here can help.
  19. 1 point
    To achieve dual maps in the flex fuel custom operating system you can wire a switch into the second o2 sensor input (pin A37). This will require a custom operating system with "dual maps" enabled and "user configured voltage selection". Here is the “Blend Ramp” for spark. By setting 0.6 volts to be 1.0 ratio it means once the voltage hits 1.1 volts it will use 100% of the other spark table. Once the voltage drops below 1.1 volts (eg switch off) it will go back to using the normal maps. The O2 Sensor input can read a maximum of 1.60 volts, anything above 1.6 will clip. 5v is the limit of the hardware, above this you may damage the input, eg do not wire 12 v into this input. auF100010 Any maps you wish to disable or not use, simply set the following blend curve voltages. This will mean the the PCM only uses the original maps under all circumstances.
  20. 1 point
    What anti virus do you have? If you can export your Windows event logs from event viewer and send them to me I can see if there is a good explanation.
  21. 1 point
  22. 1 point
    Talk to crow cams, I'm sure they can help. edit: If they are already installed it isn't worth changing, as depending on the cam design it may not be easily achieved as the offset goes on the camshaft itself. This is more a guide if you were getting a camshaft ground it from scratch and wanted the best results.
  23. 1 point
    Had a few people get stuck with these an an FG ZF6 (maybe the same on BF, unconfirmed). If you transplant the entire engine bay, trans and dash loom from a 6 speed manual into your auto vehicle you will have a much easier time wiring wise. If you keep the auto loom and do all of this there is a modification that must be done (and probably others but definitely this one needs doing). Now that you don't have the auto transmission C14 etc will no longer have the canbus loop seen here between 915A and 915B and also the loop between 914A and 915B will be missing. You now need to create the canbus loop between these wires on the back of the plug as seen in the photos below. Without this the canbus circuit is open and your vehicle will not run. Conversions are a headache so if you have any more information on what is required please add to this thread.
  24. 1 point
    Not a trivial process. There are many different combinations. We couldn't tell you what to do. Also afaik the turbo and na zf are not the same mechanically, I believe the torque converter is different and they have less clutch packs.
  25. 1 point
    Just found this out via another customer today. If you use the F6 file in a non F6 vehicle you will get a permanent low oil pressure lamp, this is as the loom is inverted in the F6, I believe this is something to do with the factory oil pressure guage that they run. To fix this fault you need to invert auF12646 and set it to 1. If it is set to 0 it will expect the wiring from an F6 to be present.
  26. 1 point
    Depends. If the vehicle is the same model and all the modules match up it will probably work, no guarantees though. If the modules (ABS, BCM, etc) don't match up you might be stuck with a DSC/ABS fault or other items that don't work correctly. Eg if you flash a BA F6 into a BA XR6T you get a permanent low oil pressure light as the F6 ran a different oil pressure sensor. If you know the strategy/catch code of the BF F6 you could do this with professional. There is a list of common strategies here, no guarantees that they are completely compatible. Otherwise the workshop version of the software contains a full list of all ~900 strategies which you could go through to try and find the one you want. Remember that you need to license each OSID separately. https://forum.pcmtec.com/index.php?/topic/105-common-strategies-and-catchcodes/ Personally I would just take the car to one of the workshops and get it dyno tuned.
  27. 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.
  28. 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.
  29. 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.
  30. 1 point
    Sounds like the compare is the way to go, thanks for the info
  31. 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.
  32. 1 point
    You can get it in park need to play with dfco settings it’s all in there very easy 29297484-00A1-48E2-8B7B-E13422D11053.mp4
  33. 1 point
    Issue is mainly time, if you have time to tweak and build your own setup the can turn out brilliantly. Pete L at Nistune built his own using refurbished noise cancelling comtag military headphones, was like your head was inside of the engine! Could hear knock amazingly well.
  34. 1 point
    Ok so for anyone else who wants to know what to do, this is what i did and works a treat. Calculate the difference between your current speed and actual speed. For me, my speedo was at 100, gps was at 102, so a 2% difference due to a larger tyre, ie. 275/35r19 instead of 275/30r19. In vid block scalers, find tyre size, should be 0.78 etc and minus 2% off this value. Reflash, and all good to go.
  35. 1 point
  36. 1 point
    I think he means that if say one of the torque management settings is a 0.5, dont put 0.6 or above. The values are fr9m 0-1, 0 being no torque management and 1 being max. Theres another thread that explains in further detail the order the torque management is carried out in the how to section
  37. 1 point
    No flex. Only e85 or 98. Or you could do flex with a high low boost switch.
  38. 1 point
    Won't be possible as tactrix don't supply any api to do that. We've asked repeatedly but they never reply to emails about it. You can only use it with romraider and subarus.
  39. 1 point
    Update. We don't officially support engine/trans swaps due to the large amount of support time they consume. We recommend talking to one of the many conversions shops to do this work for you, as we have seen countless cases of people buying 4 or 5 PCMs and randomly swapping modules generally making a mess of the vehicle (and spending a lot of cash in the process) only to go see one of these guys in the end. You will save yourself a lot of time and money to go see them from the start. They will ensure you buy the correct loom, PCM and various modules and then provide a tune that will run the vehicle without any of the hundreds of possible limp modes kicking in. Brett Hogno at Custom Machine Works in QLD (PCM mail service for engine swaps) https://www.facebook.com/Custom-Machine-Works-856789001022313/ Killa Kustom Kables & Conversions in QLD (Looms for conversion) https://www.facebook.com/Killa-Kustom-Kables-Conversions-202181769825285/
  40. 1 point
    And remember on low boost you can run more timing than mbt and still not ping on e85 with these motors. Whilst they won't ping you will lift heads and melt pistons.
  41. 1 point
    It uses closed loop and targets 14.7afr at all times. Same with cruise and low load. You can disable closed loop and run open loop at all times if you want. Read this thread
  42. 1 point
    Do a compare to the SCT tune. What differences do you see? There are literally hundreds of things that could be wrong. Personally I would start tuning the car entirely from first principles. Eg ensure your injectors are dialled in with stock cams. Lock the cams in the software and tune each speed density row one at a time. Tuning cams properly will take you a solid 1-2 weeks of R&D. Throwing in higher compression and porting etc means you have a big job ahead of you as none of the standard tables will work. You will need to redo all of your speed density and spark maps. This means you need a dyno. How have you dialled in the speed density tables to start with? Are you working with injector data that is known to be good on that motor? Eg without cams, are you confident the injectors would result in a less than +-5% trims? Has the VCT system been modified to support the higher ramp rate of the camshafts? If not are you getting a large VCT cam error? If you are getting a large error you will need to either modify the VCT system or lock the cams. If you don't have your injectors dialed in with a stock motor, then you have no way of knowing which is out, the speed density or your injector data. You will be chasing your tail for months (literally months) without this. Finally you say it sounds like it has no compression. Have you done a hot compression test? Maybe the VCT system is failing.
  43. 1 point
  44. 1 point
    Thanks Roland, The cruise control is set within the PCM VID Block (F0390) is correct, however other factors will contribute to its operation. Some other parameters to look into include F16617, F0392 etc. These can all be located within the VID Block. Some key things to remember with Cruise Control are the tire size, wheel rotation and differential ratio. Make sure these are set to what is fitted to the car. If these are incorrect, the cruise control will never work. Two readings you will need to data log are Brake Boost Pressure and Brake Light Switch activation. If the PCM reads any Brake Pressure applied from the ABS Module or the Brake Lights activated, this will also cause the cruise control to not engage. As far as IDS is concerned, depending on the PCM calibration, there is only one setting that can be adjusted as pictured below.
  45. 1 point
    Yes thankyou for that. It was causing all the issues. Could see it in the compare function. Thanks heaps for your help
  46. 1 point
    There is a list of common strategies here: The XR8 Auto Sprint I believe is HAFK0XB / XEAB and the manual is HAFK0VA / VEAA
  47. 1 point
    If you tune a lot of cars they are a necessity. You can thank IMS for constantly pushing us to get some of these features out sooner. Eg if you have a value file for most common injectors, open/loop closed loop setup. Boost maps for various turbos and wastegate actuator combos you can build a full tune up in 10 minutes at home before the vehicle even drives in, then all you have to do is trim it up on the dyno. Doing everything from scratch each time is a very time consuming way to tune a car. It is great when you guys ask questions, it helps us fix problems and make the software easier to use.
  48. 1 point
    Just expand the column by dragging the header or double clicking on it.
  49. 1 point
    From what I'm lead to believe the throttle in an FPV GS is limited by the tune to how far it can actually open. Been a while since I've actually looked into it, but from memory it's limited to roughly 70% where as the GT was around 80%. They are the two figures that jump out at me when I'm trying to think back to what I found.
  50. 1 point
    Hello Baboon, Yes we are planning that. Currently it would require a manual process but we hope to automate in the future. It will be a simple upgrade like you say and will be the price difference between the two products. You will get an extra vehicle tune capability which could also be used to upgrade a template from Professional to Workshop level. We will continue to add features with the road map being ZF transmission support (being tested now, with an Alpha tester this week), the Workshop version will follow not long after and then we will work on the scanner.
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