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Showing content with the highest reputation since 12/08/2017 in all areas

  1. 8 points
    We are happy to announce we are finally into version 1.xx and have removed the Beta title! This is thanks to our QA team (Andrei) who has spent the past few months going through the software finding as many bugs and usability issues as possible. Version 1.11 brings the following new features. User Configurable Units After many requests we have now implemented dynamic units which will now let you use metric units instead of imperial! This is thanks to Scott who has spent the past two months implementing this feature. When opening a 2D table you will see the following new options available in the right click context menu. X axis - Units Y axis - Units Z - Units In the case of desired boost we have changed the Z units from inHg to psi Scalars can now be changed via their appropriate dropdown menu items. Here we have changed the injector slopes from their default of lb/s to lb/hr We also now have the ability to bulk change all units. Eg you can change the units of all temperature scalars and tables from °F to °C by utilising the new bulk change units drop down menu. Paste Special We have now added an excel like Paste Special menu to the right click context menu. This allows add, subtract, multiple, multiply by % and Y-Axis inversion (for those of you who can't get away from using other products!). Multiply by % does the following. Lets say you datalog LTFT and end up with the following errors By using the "multiply by %" when you paste, it will multiply the cells by the equivalent percentage. Eg add 1% for the top left cell and subtract 3% for the middle cells. Performance The performance of opening 2D views has been massively improved this release. You should see a 200-300% improvement in loading speed now. Stock File Downloads We have fixed the stock file download blocking opening and licensing of a file until the download has finished. On slow connections this could often block the user for several minutes. Now this is done in the background so that if you have a slow internet connection you can still continue tuning. Datalogging Whilst not available in this release we have made a large amount of progress with the datalogger thanks to our new staff member Matt. He has been busy adding USB analog input support to allow widebands and any other analog input to be datalogged. We have decided to skip the initial release of the datalogger and hold off until we have analog input support hence the delay in releasing the datalogging software. We are using the following USB analog input cable (8 analog inputs) which has been proven in the field with the Nistune (Nissan Tuning) software. The product is approximately $40 delivered (next delay delivery in Australia) which makes it an excellent cost effective analog input module. http://www.dlpdesign.com/usb/io8.php Other Improvements: Improved licensing popup message when a custom OS was enabled. This makes it clear you are paying for the Custom OS only and not being charged to license the entire vehicle again. Removed the VIN from the licensing model. Licensing is now locked to OSID and PCM Serial only now. This allows you to correct invalid or wrong VINs without having to contact support now. Silent save (of change history and partial write information) no longer updates the file date stamp, this means sorting by date now accurately shows when you last changed a file. BA Partial write now works on all flash types (some early BAs use a different internal flash chip). The licensing model has been modified to only use the Serial and Operating System ID. Previously we also used the VIN. This means you are now free to change the VIN of the vehicle without relicensing. Added "Upload currently open file" option to the help menu to allow you to easily upload the currently open tune to support. Any tunes uploaded will only be used for providing support and will remain the IP of the original user. If requested we will delete the tune from our server after providing support. Bug Fixes: Blocked user from "Exporting all changes to parameter file" when there was no stock file to compare with. This sometimes resulted in users producing parameter files with unexpected values due to there being no baseline history to compare to. Editor would crash if you changed the theme whilst a large scalar list was visible under certain conditions. Fixed rare crash when opening and saving files on certain PC configurations. Fixed the editor exiting immediately after open on some rare PC configurations. Strategy search inside of "Strategy List" would hide all filtered results, it now simply highlights them instead. Disabled the ability to perform a partial compare if either file is lacking stock file history to compare against. In the cases where one file was lacking stock history this would show strange compare results. Pasting VIN numbers into the VIN field now works correctly. Enabling custom os on a TEC file that had been previously tuner locked would remove the tuner lock. Tuner lock is now automatically added back. If you attempting to overwrite a tuner locked PCM with a stock file an error occured "You cannot merge the VIN from a tuner locked file". This is now resolved. Fixed a stock file download bug which in rare circumstances would get stuck in a loop downloading files over and over. Fixed an SSL certificate mis match warning which occured due to our hosting provider issuing a new certificate. Fixed several deadlocks that could occur locking the UI from being used. Fixed several unhandled exceptions which could occur.
  2. 8 points
  3. 7 points
    Data logger development is back underway. We now have dynamic logging where you can select/deselect channels in the middle of a log. The video is mainly to demonstrate the mouse pan/zoom features which does away with the need for a manual axis setup which can be very time consuming to set up. The layout will still be changed quite a bit. Ultimately we will be aiming for a layout similar to the mockup below with 4 main charts each with 4 (standard) or up to 8 traces per chart. The current value and label will be shown on the side. There will also be a grid view with all active scalar values, this will mainly be for logging text values (torque sources) etc and you don't require a graph view.
  4. 7 points
    FYI Datalogging is close to release now. Keep an eye on the forums and the facebook page for updates.
  5. 5 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.
  6. 5 points
    Here is the 1st to 2nd and 2nd to first shifts pressures explained. From here you should be able to work out the rest of the gears. To speed up the shift time you increase the shift pressure. You would normally only change the disengage (also know as off going) pressure if a gearbox has been build poorly and has trouble disengaging the gears. This guide is a draft, please do not take it as a gospel. UPSHIFT ZF00567 Shift pressure 12 Pressure applied to 1st gear clutch to disengage 1st gear on upshift ZF00603 Shift pressure tables 12 Pressure applied to 2nd gear clutch to engage 2nd gear on upshift ZF00623 Shift pressure tables 12 "Pressure applied to 2nd gear clutch to engage 2nd gear on upshift in performance mode Shift Pressure offset 12 ZF01446 This is an offset to the pressure based on temperature. Eg if you want to firm up shifts at certain temperatures you would increase this pressure. DOWNSHIFT ZF00605 Shift pressure tables 21 "Pressure applied to 1st gear clutch to engage 1st gear on downshift" ZF00569 Shift pressure off-going clutch 21 "Pressure applied to 2nd gear clutch to disengage 2nd gear on downshift" ZF00633 Shift Pressure 21 Pressure applied to 2nd gear clutch to disengage 2nd gear on downshift in performance mode Here is a tree diagram (we are looking to add this into the editor to simplify things) which may help explain which tables do what Line Pressure ZF00739 Line Pressure 1st gear This is the pressure applied once in gear to keep it in gear. If the gearbox is flaring or slipping (you can log the transmission slip %) then you would increase this pressure. Note that you can very quickly destroy a gearbox by changing these pressures too high or too low. Be careful. edit: Where you see "reduced downshift" or "reduced upshift" this is apparently performance mode shifting (I do not have a ZF to confirm this on). Looking at the increased shift pressures in these maps this makes sense. Update: This is as good a place as any. To increase the ZF rev limit changed the two following scalars ZF02463: Engine Speed threshold for NMOT monitoring ZF04094: Upper turbine speed threshold
  7. 5 points
    We have been busy working on a few projects in the background (cruise control multi tunes, datalogging) with one of the projects being Mustang support. We have implemented read-write support for the Tricore TC1791 controller used in the 2015-2017 Mustangs with the new Tricore TC29x Aurix processor being worked on shortly (2017-2019). Ecoboost MDG1 processor support will come later if the demand is there. We have started mapping the Mustang and here is a sneak preview of what we will aim to offer. Partial write. This should be capable of dropping the Mustang write time from 50 seconds down to ~10-15 seconds. If we can embed the bootloader into a Custom OS this could possibly drop to a few seconds max. Access to ~11,000 parameters for the TC1791, and access to over 20,000 parameters for the TC29x direct injection 10 speed auto.
  8. 5 points
    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.
  9. 5 points
    If you have a freshly rebuilt box with extra clutch packs you will find that the car bangs into gears and is generally horrible to drive. This is as the adaptive learning has to unlearn the clutch wear. It takes approximately ~1500km of light cruising to achieve this. We believe the learning algorithm learns forward (eg learns worn clutches) much faster than it learns in reverse, this is as logically a clutch can't become "unworn" so the algorithm probably was not programmed with this in mind. To disable the long term learning algorithm set ZF03182 to 0 To reset the long term learning set this to 0, start the car and put it in gear. Turn the vehicle off then set the variable back to 1. It is reported that it takes less than 100km for the vehicle to learn the clutch wear on a standard box with 150,000kms if this is done. We have another workshop trialling this out on some new boxes shortly to give us some more feedback on how accurate the learning period is and how well this works on a high hp (800hp) build with lots of extra clutch packs. Update: This is not 100% confirmed as working on modified boxes. We have had a report that it does indeed work on a standard box however. Most likely this is as there is only a certain range it can learn as one workshop trialled this on a heavily modified box and found they still had to pull a lot of pressure out of the tune for it to stop banging into gears.
  10. 5 points
    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.
  11. 4 points
    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)
  12. 4 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.
  13. 4 points
    Do you find yourself resorting to excel spreadsheets or using lots of educated guesswork when re-scaling axes? Now you don't have to with our automatic axis re-scale wizard which will re-interpolate tables for you. This is extremely useful for changing the resolution of various tables (such as spark). By using this wizard you no longer have to manually reinterpolate spark tables. For example we will show the stock BF XR6T spark table below. Now lets say we want to get more resolution in the upper loads and less in the lower loads. First step is to modify the load axis by double clicking on it. Now modify the scale/resolution to suit your higher boost/load. Now right click and select "Re-scale referenced tables" this will automatically rescale/reinterpolate all referenced tables listed below. As you can see the spark values have been reinterpolated to suit the new load axis saving you a lot of manual labour. Note these values will peg at the highest previous load, so you will still need to recalculate any new load rows. If you wish to continue doing this over and over please click "set as before rescale" to take a new snapshot. Shoutout to our newest staff member Scott for this feature!
  14. 4 points
    Too busy getting the major update for Custom OS/Tuner lock etc all completed. Datalogging will come out after that is done. We already have working datalogging but we won't release it to the public until it is more polished, otherwise we will be inundated with support requests for items we already know are not finished/working. We will post in here as soon as it is ready.
  15. 4 points
    Just thought I would give yous a little update and give you some more information on shift patterns as it may help some of yous out. After having a look at the standard ZF tune that comes in my FG F6, FG XR6T and a FG GT that I recently had a play with, it appears that Drive and Performance modes shift patterns are constant between the three of them, so if "x" shift pattern was a drive mode on the F6 it was also a drive mode on the GT & XR6T and same as performance modes. The difference I found was that shift pattern 35 through to 38 on the GT are Limp modes. The table below is shift table 35 for the GT which shows it won't allow it change down to 1st or 2nd. With the two turbo 6 cylinder shift patterns 35 through 38 still allowed the ZF to shift down to 1st and 2nd. The best way I've found to differentiate between a drive, performance, manual, limp etc mode is the characteristics of each table. For example in a limp mode the gearbox won't be able to change into certain gears and generally that's lower gears and the shift table above reflects that. If you know what the ZF will do in certain modes then you can figure out which mode is which patterns.
  16. 4 points
    If we get enough demand we will do a CAN based IO extender for the PCM. You could do a lot with this. Right now we've picked off all the low hanging fruit so we will see how many people start asking for other features. Right now focus is on getting the custom OS stuff into the editor and getting the datalogger released.
  17. 4 points
    This is what we are working on at the moment for the first iteration. Will allow you to tick/untick items and have them automatically appear in the graph. Still a a fair bit of working cleaning up the theme and fonts.
  18. 3 points
    Flex Fuel is now available for your Falcon using the stock PCM coupled with our custom operating system. The flex fuel custom OS utilises the second O2 sensor on BF/FG as the flex fuel sensor input. This will require a converter (zeitronix or other) to convert the standard flex fuel PWM signal into a 0-5v signal. Pirotta Performance has developed a plug in loom for the O2 sensor for this purpose. The BA Falcon uses the boost sensor input. The operating system works by duplicating the main boost, spark, fuel and cranking tables. The OS then blends between the standard map (98) and the new map (e85) depending on the alcohol %. Each table has its own configurable blend ratio so you can blend in a non linear fashion if required. Eg you can run 100% of the e85 boost map at e70 but still keep a linear blend for spark. The custom operating system costs 4 credits to upgrade an existing license ($100) or 7 credits to license from scratch ($350) which makes it MUCH cheaper than any of the after market solutions available. Here are some screenshots of the new tables that are available by default. The wizard then allows you to pick and choose extra tables to be blended.
  19. 3 points
    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. Source code: https://pcmtecgeneralstorage.blob.core.windows.net/public/TestApps%2FPcmtec.DashEmulator - source code.zip
  20. 3 points
    Sorry i hadn't seen this early. Having a dyno graph to go along with a tune is pretty handy. So first off, fueling. I can see you're using a combination of injector scaling and base fuel tables to "fudge" the AFRs to your desired 11.5. Nothing wrong with this if you've found something thats worked now. I recommend using the injectors slopes and deadtimes if you can get/find them. You have 1250CC injectors. If they are the Bosch 1250cc injectors they run at about 1370cc / min @ 400 kPa / 4 Bar in our cars. These are about 120lb injectors, your high slope is equivalent of ~300lb. Your low slope is in the ballpark @ ~100lb. Your breakpoint is out by a factor of 10 so i think your high slope is never used other wise it'd be pig rich anywhere but idle. Once you've fixed your breakpoint you'll wanna use your low slope as your high slope. Then your low slope might need some attention so it isn't rich at idle. The second post in this thread would give you a better idea of what values to use. 1150cc injectors arent far off 1250. Just as long as your 1250s are bosch based design and not dekas... If they are based on dekas that's a whole other ballgame. If your injectors are all good slope/breakpoint wise, you can just set desired lambda in your base fuel table. 0.75-0.78. Secondly, boost. To run higher boost i can see you've changed the desired boost table but not the wastegate DC table(auF16463). From the dyno you can see boost coming off around 3750. Whats happening here is even thou you are commanding 16 or so psi the wastegate DC isnt high enough to hold that amount of boost. In the PCM the wastegate DC table represents how far the wastegate is open for the corresponding boost value in desired boost table. This needs to be pretty much spot on for all the other boost calculation functions(overboost and underboost correction) to work correctly. So concentrating on those values after 3750rpm in the wastegate DC table is your first port of call. Fixing your wastegate DC table is going to be the most of your gains. You'll be maxing out this setup. Lastly, Torque management. Looks like you using spark cut for everything and all others off. If the desire is to stop the throttle body from closing during a torque event. Check out auF0265 and auF0264, ETC Clip torque and Torque Reduction. Here you can control if and when the ETC is used in an "other cuts" torque even't. oh also, Torque table. I believe its best to leave this stock. This table i believe can muck with torque reductions on shifts with the zf (not sure if you have a zf thou) There's a bit to look into and test out. But let us know how you how and post up another dyno if you run it again. Will be interesting to see the progress and if any of this helped
  21. 3 points
    Road map for the datalogger is as follows: Mustang logging support. Alarm banners Digital/analog guages Histograms/Scatterplots (that auto populate the axis from tables) Map tracing Time estimates are basically impossible for us to give as there are just so many unknowns with software development. I'm hoping towards the end of the year we would have the above complete but that's a guess at best, it could be sooner or later.
  22. 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 What happens to LOAD when I change the SD tables to get the commanded lambda? Say for example we had to alter the above example and increase fuel in this region because we altered cam shafts. So instead of 19200 we ended up with a quite big change like 16600 to get the commanded lambda. The new load would be: Air Mass = (50 - 2.7) / 16600 ~= 0.0028494 lb of air And the new LOAD would be 0.0028494 / 0.001723 ~= 1.65 You will need to take this into consideration when tuning the LOAD based tables such as spark. You can simplify this by using the new load will be 19200/16600 * old load. That is 19200/16600 * 1.43 = 1.65. This is assuming you have not changed the MAP at Zero value. It will quickly become apparent that if you are tuning the SD tables to resolve injector scaling issues you will end up with a very different load than what you expect and your timing could be substantially different to what you are expecting,. edit: The old summary thread can be found here for some more information including the full mathematical equation behind the model.
  23. 3 points
    Merry Xmas ya bunch of Ford tuners 😘
  24. 3 points
    recently did a track day and people were commenting on another barras decel pop, so i asked the guy and he said his tuner set 10deg on decel. i had a quick play with mine and for the video had the higher rpm set to -2 I could notice it at 10, at -2 it was verry noticable...i ended up leaving it at 6 and it was fine for me....this was straight thro exhaust and e85. after reading the antilag thread i might try and give the 2-3k range bulk fuel and max spark clip to see it it helps spool the turbo, might be a while before i see the track again for testing tho.
  25. 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 Max = Math.Min(Cold Start Spark, BLK, MBT-MBT Adjustment) (eg whichever is smaller of the 3 numbers) It will then use the idle feedback algorithm to add/subtract spark to obtain a given rpm. Eg if you have a setpoint of 750rpm and your idle is 700 rpm it will add spark, if it is 800 rpm it will subtract spark. The final figure will be clipped at "Final Cold Start Spark Max" which is calculated above. There is also an "anti stall multiplier" which is added in, most of the time this does nothing unless the rpm dips very low. If you want to datalog final cold start spark max, log the following DMR spk_lold_cld 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.
  26. 3 points
    www.pcmtec.com/downloads Beta is now publicly available. If you have a previous private beta please install this version over the top as it has a large number of bug fixes and improvements.
  27. 3 points
    Hi Guys, Just thought i'd list what i'm using in the data logger and what i think they do for anyone looking for a little pointer when just starting out. Very Basics here. ACT - Air Charge Temp (same as IAT??) CAM_ACT - Cam angle CAM_OVRLAP - Cam overlap ECT - Coolant Temp ENGINE_SPEED - RPM EOT - Engine Oil Temp LAM_FINAL[0] - Commanded Lambda LOAD - Engine Load SAFTOT - Commanded Spark Total SPKAD_IND_AVG - Knock Spark Retard TP - Throttle Position VBAT - Battery Voltage WGBOOST_DESIRED - Desired Boost WGBOOST_ERROR - Boost Error I've been struggling to get wastegate DC to log using WGC_DTY or WGDTYCYC_T both these dont seem to record anything. Anybody else have any luck or using different PIDs/DMRs Otherwise datalogging has been going well with the 1.21 version. Doesnt take very long to work everything out as is very intuitive. If anything above looks incorrect or others have found additional useful DMRs, please share.
  28. 3 points
    If you don't have any luck on the Terri just drop us an email. Would be the first failure I've seen in many sales. PS: for anyone in doubt about whether they're Genuine, the authenticity of the units we sell can be validated by checking the serial number on the unit with Tactrix themselves. Cheers, Jason
  29. 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
  30. 3 points
    PCMTec Custom OS includes the following features: TMAP Switch Table Input change Table Resize Dual Map / Flex Fuel With more features to come. I will go over what each feature provides and a little insight on how it works to help you iunderstand what can be done. TMAP Switch: Many tuners are experiencing issues with the current 4/3.5 bar Bosch TMAP sensors. Basically the problem is that they generally only read down to about 35 Kpa whereas the factory 2.5 bar sensor will read down to about 12Kpa. Usual symptoms are the car will stall coming up to a round about or stop, wont do decel fuel cut properly and have poor high vacuum drive ability. To work around this issue PCMTec allows you to use the factory TMAP sensor and at a certain point switch over to using the boost sensor as the MAP reading. You only need to purchase the 4bar Boost sensor and you have full MAP reading from 12Kpa to about 407Kpa allowing for factory drive-ability and full boost control. The way this works is you configure it here: This shows that the Editor has configured to use the Boost sensor when the TMAP voltage reading exceeds the configured voltage (auF100000 = 2.15V). So when the TMAP voltage goes over 2.15 V (close to 100Kpa but those mathematically inclined can use the TMAP Slope and Offset to calculate the actual reading). You can enable/disable this function with the TMAP_Switch drop down. Table Input change This provides the ability to do functions like Gear/Speed Based boost control. GUI control of this function will be released with 0.74 expected mid September. Table Input Change works by selecting the new axis that you want to use on a table and it automatically updates the code to put this new axis on all the tables the axis is referenced on and then alters the input for all those tables to use the new axis input. As an Example of this is putting gear based boost control on the Turbo tables. Select the new axis as being the Y axis off the Driver Demand Filter (Gear) and apply it to the Desired Boost Y axis. The Editor will automatically update all tables that use the original Boost Y axis (Intake Air temp) and apply the input change to all the tables accesses. The end result looks like: Table Resize Table resize allows you to increase the number of breakpoints on a table or the list of tables that use the same axis. It can be used to increase a normal Axis table as well as you might have seen from the previous screen shot where the gear axis for the driver demand filter only goes to gear 5 normally so we used this function to extend it range to include 6th Gear. Most commonly used to increase resolution on spark and speed density tables. Here is an example of increased resolution used on the Borderline Knock table: A future release will allow for changing a 1D table to 2D if the demand exists. Possible use of this is to extend the turbo TPS multiplier in early BFs to a 2D like table in the later. calibrations (77DA for example). Dual Map / Flex Fuel Flex Fuel is a subset function of Dual Maps. The basic concept is you select a set of tables you want to do Dual Map on (you can resize them first if you wish) and you select a blend table to use on these tables and you click Enable Dual Map. This will generate the code to allow the tables to be mirrored and allow switching based on the blend table you selected. There are 3 default blend tables provided. One each for Boost, Fuel and Spark. Basically you select the set of tables to use, say the Spark, blend table on and the Editor will automatically generate the code and tables to provide this function. Repeat for Boost and Fuel. Next you configure the inputs that drive if this is a switch like function or a Flex like function. The switch or Flex function is controlled by this table: This example shows a configured Flex configuration. Given a set of voltage inputs on the rear O2 sensor then the desired ratio Alcohol is calculated based on a fictitious sensor. To configure it for a switch where the voltage with the switch off is < 0.5 Volts you would have this configuration: These are the basic concepts for understanding what is happening with Custom OSes. In the next write up we will describe in detail configuring these Dual Map and Flex tables.
  31. 3 points
    There is some fuel enrichment for exhaust overtemp, cat protection etc that might be causing this. There is a little write up showing these table. Have you played with those fuel enrichment tables?
  32. 3 points
    Hi there, Let me save you some tail chasing and months of pulling your hair out. Along time ago i copied the above tables to have a play with stalling up and forgot about them. All was working as expected and was pleased with results etc. Fast forward a couple of months and i'm having weird issues with overboost on gear changes (see link below). Turns out setting all other torque requestors to 0 will cause the car to rely on spark requestors to do all the torque reduction. This in turn will cause a large spark cut in to the -ve's and higher cylinder pressures and then overboost. So atm i have mine set as follows, but still have a lot of testing to do. auf0262 (spark requestors): 1 = 0.5 4 = 0.3 auf0261 (other requestors): 1 = 0.7 4 = 0.7 As you can see, not big changes. But this allows the car to not overboost on gear changes and be on the borderline of spinning the wheels. However for stalling up the transmission this may still induce a fuel cut after a certain amount of time stalled. Yet to test. I guess the point is that there are lots of things that effect each other with in the tune and there are trade offs between features to make. Just be aware these simple changes might cause side affects or they might not. Slow and steady, lots of testing and flashing and you'll find what works for your car and setup.
  33. 3 points
    Thanks for the help boys it was a vac leak.
  34. 3 points
  35. 3 points
    Snippet of the dynamic units on the scalar lists that is almost complete.
  36. 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:
  37. 3 points
    Update: This guide is obsolete. Please read the MFT guide here. 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.
  38. 3 points
    Finnigan can confirm but the data I sent him for the Deka 60s seems to work well. Usually minor changes to get these to work at the stock 4 bar rail pressure. Personally I would just use Bosch 980cc injector (Bosch 0 280 158 040) as they offer great spray pattern and are really easily dialed in. I have attached the parameter file for those wishing to use it in PCMTec. Deka2_StockInjectorBased.param
  39. 3 points
    First round of testing complete by Stathi at IMS today with great results. We have the second o2 sensor reading 0-5v and all maps blending. Finally we just need a few more tweaks and to implement the variable stoich calculation and we are ready! Hopefully have everything read for public release next week if all goes well.
  40. 3 points
    I didn't even think to look either! Glad to see it is working now. We will make up some parameter files (a file with presets) for enabling/disabling open loop at some point soon.
  41. 3 points
    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.
  42. 2 points
    Its a keybanger on demand. Love it. Add injector slopes/min pulsewidth to the launch tune for actual flames. I turned my cat into a ball of molten metal and shot it out the exhaust. Whoops.
  43. 2 points
    There is a new 1.22 beta on the website. This is almost finished our QA process and will become the 1.22 final release in the next week or so. So far there are a few quirks left however no breaking bugs that we have found. Once we finish QA we will do a short write up of the new features and improvements. In short we have added the following: ZF Datalogging (templates need a lot of work still, everything is mapped however the units and descriptions are still unknown for a large percentage of items). Configurable units Configurable scales Auto range improvements Auto re-connect on key cycle/flashing etc. Massively number of bug fixes and performance improvements in the back end. Poll rate of single rate DMRs (eg when you poll more than 15) doubled. Can be viewed using column chooser -> then selecting "Rate" this will give you the number of updates per second. Known issues which will be resolved before the final release: Changing units mid datalog causes a temporary spike in values Bulk unit change from the menu resets axis min/max ranges. Auto connect and then immediately key cycling causes no data to be shown and a manual reconnect is needed. Page up/down on cam angles increments too slowly. Fixed by manually changing the axis at least once. A few quirks with auto-range Please press the shortcuts button to see a list of keyboard shortcuts. You can now configure ranges by right clicking on the axis as well. This release should be a HUGE improvement on what you are using now. If you download it please give us any feedback you have, anything you believe is a bug please report.
  44. 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
  45. 2 points
    Hey Guys, I had a customer who had converted his NA BA RTV 4speed to a Turbo 4speed. Needless to say, the vehicle was in limp home mode (P flashing on the instrument cluster) no speedometer operation and stuck in 3rd gear. Codes logged included P0500 and U1900. Here is what I did to resolve this concern. First you will need to find AUF0389 and set this value to Disable. Then find AUF0392 and change the value to whatever is applicable e.g. ABS Via CAN, Hall effect etc depending on the vehicle application. Once these two parameters are flashed, this will allow the vehicle to drive as normal. Hope this helps. Many thanks to the PCMtech Team and the Individual who helped me sort this customers car.
  46. 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.
  47. 2 points
    One I done the other week 66F95476-F98B-41B0-9561-6BFFCF74BF0C.mp4
  48. 2 points
    Download the demo and read all of the HOWTO guides. Then there are various tuning courses via Tafe around the country as well, they won't use our software but the principles of engine dyno tuning are the same. There are also some Greg Banish DVDs videos you can probably still get, also the la sota tuning guide is a good start, neither are up to date for the falcon, but they will definitely teach you some good foundations. I would put aside 6 months to learn all the ins and outs of Falcon specific tuning, eg get your head around the speed density airflow models and spark strategies. It is like anything, to get good at it will require lots of research and practice.
  49. 2 points
    The issue with the decimal places is if you use say interpolate on the spark table, you end up with 40.5445645654 as the value which looks super annoying as you really don't care about decimals there. So in the next release we have got 6 floating decimal places by default, this means things like low slope/deadtime will show the full number of decimals. However if they have a value like 1.0 it won't show you any 0s. You can still use the +/- buttons to change the default which is remembered on a per ID basis, so lets say you never want to see decimals on the spark table, just hit the - button a few times and it won't ever show up. What we might do is just hard code a few important IDs (spark, deadtime, slopes etc) to be a nice value for the default. The columns should auto fit the values already, but if you add/remove decimals you'll need to close it and open it again to resize the headers. I'll add doing this automatically to the list though as it would be nice.
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